VM driving report Peugeot 408 Hybrid: The lion steps up

Some very harsh critics might claim that the all-electric 408 already exists: at Kia with the (similarly long, but slightly higher) EV6 or at Polestar, with their Model 2. This is because the combination of a dynamic fastback design and a silhouette that is not too high at 1.48 meters but still slightly SUV-like, along with a cool, sporty look, has already been demonstrated by the Swedish Chinese. Not only the height, but also the length and width are comparable. The difference is that the Polestar has been completely emission-free from the start and points towards the future. Meanwhile, the new 408, essentially a "crossed" 308, still has to deal with the compromise of a plug-in hybrid drivetrain. The electric version with the new Vitesco drivetrain, 156 hp and likely over 400 kilometers of range has already been announced, but only for 2024.

The electric 408 immediately, that would've been it

But why it wasn't prioritized in 2022 probably only makes sense in terms of developmental timeline. In other words: They wouldn't have been able to get the electric lion up and running quickly, especially not with the new and much more efficient electric drivetrain package. Compared to the 1.2-liter three-cylinder turbo base gasoline engine with a mild 130 hp that is perfectly adequate for everyday use, the PHEV comes with its well-known disadvantages: the trunk shrinks from a decent, though not record-breaking, 536 liters to 471 liters for a car that's 4.70 meters long, and the weight goes up from an acceptable 1.5 tons to 1.9 tons. Fully loaded, the big lion with a dual heart then travels as a 2.2-ton vehicle. The towing capacity of 1,400 kilos is also not impressive, with the base pulling a maximum of 1.2 tons, which you wouldn't want to fully demand of the 1.2-liter engine.

Over 60 kilometers the PHEV is supposed to run electrically - well...

At least with the PHEV, a species whose promotion expires next year and remains attractive "only" because of tax advantages for company cars, you can now travel a good 60 kilometers electrically thanks to a 12.4 kWh lithium-ion battery in the rear, with the electric motor alone offering ample power for the vehicle with 81 kW and 320 Nm. Combined with the 1.6-liter turbo gasoline engine and its 180 hp, the system performance then grows to 225 hp and 360 Nm. A weaker PHEV version with 180 hp will come slightly later. More than that would likely overwhelm the driven front axle – and is not even needed to move forward quite quickly.

No comparison, however, to the vehement thrust of a pure electric vehicle like Polestar or Kia. If you really want to accelerate quickly, the lion's engine roars in a way that pains the chauffeur weaned off internal combustion in their electric car soul. That doesn't sound good, increases consumption, and isn't conducive to the comfort-oriented vehicle. Better to swiftly switch back to the gentle lion mode and let it glide, then the combustion engine stays discreetly in the background and the 8-speed automatic shifts smoothly and quickly.
 

As usual: Slow Charger

The PHEV doesn't charge quickly: the onboard equipment, at least 7.4 kW strong, costs extra. This allows you to have full battery capacity in two hours, but with the weaker 3.6-kW device, it takes almost four hours for that bit of emissions-free driving. By now, we're used to other charging times—and the PHEV technology has had its day before it even had a real justification in terms of actual emissions reduction.

Velvety side: Fine chassis, crisp handling

Enough complaining: In terms of the chassis, the velvety and sleek-looking lion doesn’t leave much to be desired, boasting smooth and quiet rolling, good comfort, secure road holding, and easy steering with its usual flattened top and bottom steering wheel. However, the handling isn't as sharp as the optics suggest, being more Peugeot-like in its comfortable, family-friendly softness. The brakes also respond typically softly but grip firmly when necessary. However, the long wheelbase makes the vehicle less maneuverable, and the length is rather bothersome in tight curves and hairpin bends. Also, the hefty weight of 1.9 tons due to the double-heart system makes the heavy car quite a challenge in curves. 'Light-footed' is certainly different.

Well Positioned: Excellent Seats

The seats are excellent and AGR-certified, the sense of space is fine despite the increased ground clearance of 19 centimeters and the low roof, and the rear passengers are comfortably accommodated. The long wheelbase provides more legroom compared to the 308 or even the longer 508. However, getting in requires ducking your head due to the flowing shape while simultaneously lifting your legs. And in the second row, you shouldn't stretch too much from the comfortable cushions due to the sloping roofline. Over 1.85 meters, headroom gets tight.

No fuel consumption surprises in the PHEV: The longer the journey, the higher the consumption

There are no surprises in terms of fuel consumption: the 60 kilometers electrically can only be achieved in city traffic at a crawl, we managed about 40 kilometers at 110 km/h on the highway. Emission-free ended there, and over 174 kilometers of highway/country roads/city, consumption rose to 4.6 l/100 km, with an average speed of 56 km/h. The longer the trip, the higher the consumption would have risen, and one should expect at least 6 l/100 km on long-haul usage, significantly more than a diesel.

Interior: Dark, but cozy

The interior is rather dark, with choices between black-gray or black-blue, all easy to maintain. Infotainment and multimedia are at a decent corporate level, offering what customers seemingly expect today. Compared to the 308, an additional wide digital display as a central instrument is included. Whether you find the i-Cockpit with its two levels, which the manufacturer is very proud of, user-friendly is a matter of taste or perhaps a generation issue. The customizable "i-Toggles" are nice, but in the past, engineers were expected to know which key functions required direct selection.

Good Driver Assistance. LED Standard

Important and practical are the keyless entry, locking, and starting, wireless charging and smartphone connectivity, effective TomTom real-time navigation, and powerful but not without negative storage implications, the Focal system with subwoofer (850 euros), energy-saving, but almost mandatory LED lights front and rear. Matrix LED lights are optional. The arsenal of driver assistance including active emergency braking, adaptive cruise control with traffic jam assist, blind spot monitor, traffic sign recognition, and lane keeping assist is commendably complete, without being overly advanced.