Peugeot 3008 l with mileage: a very good body, inside of which electrical glitches live
Not everyone loves Peugeot these days. They argue with oil seals: the oil from the radio just doesn’t flow like that, the design is for an amateur, repair is a chronic condition, not a process. In fact, of course, all these are greatly exaggerated stereotypes. Yes, something can break, but sometimes something breaks in any car. But in places it is strange, but in its own way the original design is for centuries, and the comfort in some Peugeot is no less than in the “Germans" beloved by many. Peugeot 3008, like other cars of this brand, may seem contradictory and sometimes even unsuccessful, but is it worth following the public opinion and bypassing it? Now we’ll tell you what this minivan has (about why it’s not a crossover, just below) by years, body.
The Peugeot 3008 is built on the PF2 platform, like the previously reviewed Citroen C4, C4 Picasso, Peugeot 307, 308 of two generations and other PSA cars. But it is a little larger and with its own features in terms of configuration.
The car is a typical minivan, and its “crossover” is expressed only in slightly brutal plastic wheel arches and an optional electric rear axle drive in hybrid versions. And the folding tailgate is, perhaps, a nod to the Range Rover. The body of the Peugeot 3008 is a minivan, with a large number of capacities, with excellent internal volume and, on the whole, quite a “minivan”. Calling it a crossover is pretty weird, I think the seller dug in somewhere other than people’s big love for SUVs.
The 3008’s engines are transversely mounted and the choice is limited: two variants of the EP6 petrol engine in a supercharged and non-supercharged version, and after restyling a rather interesting three-cylinder supercharged engine. Diesel options are represented by three DV6 modifications of different capacities and a two-liter DW10.
Fully automatic transmissions are only available in supercharged petrol and 2.0-litre diesel versions, and these vehicles were produced for a limited time. In addition to the 1.6-liter diesel, a robotic automatic transmission with shift mechanisms from Magneti Marelli, very similar to the Italian SeleSpeed, was installed.
The hybrid version of the Peugeot 3008 is interesting in terms of design: the electric motor is not mechanically connected to the engine and drives the rear axle. The concept is clearly aimed at maximum cost reduction, but nevertheless allows you to get a conditional all-wheel drive on a platform already mastered in production without major body changes.
Overall, this car looks unusual and elegant, and the quality of the finish hints at Peugeot’s desire to consider itself a premium brand. It is a pity that the design of the car is too specific, and the "French", as I said above, we clearly do not like.
June 2009 Start of sales of Peugeot 3008 in Europe. Options with a 1.6 liter petrol engine (120 hp) with a manual transmission, a 1.6 liter turbodiesel (109 hp) in combination with a six-speed manual transmission or an EGS6 robotic gearbox and a variant with a two-liter turbodiesel (150 hp) .c.) in combination with a six-speed manual transmission. The body is only five-door, but there is a version with a panoramic roof.
September 2009 Launch of the most powerful 1.6 THP version with 155 hp engine and optional Aisin six-speed automatic transmission.
March 2010 Sales of a 2.0-litre turbodiesel (163 hp) version paired with a six-speed automatic transmission began.
July 2010 The 1.6-liter turbodiesel was upgraded to a Euro 5 version with 112 hp.
March 2011 Start of sales of the hybrid all-wheel drive version with diesel engines of 1.6 l (112 hp) and 2.0 l (163 hp).
October 2013 Restoration of models. Updating the appearance, on-board systems, interior. The 1.6 liter diesel engines were replaced by a 114 hp version.
July 2015. The second small restyling. The 1.6 THP engine received a Euro-6 version (165 hp), cars with this engine lost their automatic transmission. The naturally aspirated 1.6-litre engine was replaced by a supercharged 1.2-litre three-cylinder engine (130 hp). The Peugeot 3008 with this engine was only offered with a six-speed manual transmission. Diesel 1.6 also received an upgrade to Euro 6 (120 hp).
October 2016 End of production.
As in all other cars on the PF2 platform, the body of the Peugeot 3008 uses both galvanized sheet metal and plastic. Body plates are galvanized on one side, but a good study of the body allows you to keep the metal almost in its original form. And the age of these cars is still far from advanced. Most manifestations of corrosion on the outside should be looked for literally with a magnifying glass. Small chips on the windshield and along the edge of the roof practically do not bloom. The edges of the arches also show minimal damage, and if there has been no body repair, the chances of seeing corrosion are minimal. In the oldest samples from Moscow and St. Petersburg, corrosion may appear on the inner edge of the arch, but it will not be visible from the outside for a long time.
It is worth taking a closer look at the doorway caps and sill trim, the joints of which spread red spots on cars from humid regions. The door trim is fixed a little better, and on the doors you only need to inspect the inner "wrong side" in the places where the rubber seal and all rubber inserts fit. The chances of finding rust elsewhere on an undefeated car are slim to none.
An inspection from below shows that the machines are far from being as perfect as they seem from the outside. The steel is still rusting, but the manufacturer has hidden all the problem areas that can only be reached with a hoist or by dismantling the cover panels.
Corrosion is visible on the underbody mountings and at the rear around the fuel tank. This is the norm: the metal is not covered by anything here, and only the seams are covered with a layer of sealant. Small superficial corrosion pits can be found in those areas of the body where ventilation is the worst and which do not heat up. But in general, the picture is similar to what can be seen in the Peugeot 307 and 308, but at an earlier stage. And we can say that the 3008 still has five years for really deep corrosion.
Unfortunately, most owners do nothing to correct the situation, and almost no one does anti-corrosion primers and hidden cavities. This is bad, because here the walnut is also prone to rotting from the inside. This is noticeable on samples that have undergone body repairs: for such cars, the threshold is cut off and replaced with a repair one.
A rusty door sill amplifier and its lower edge from the inside are more likely to be the norm, and in five years the thresholds will begin to be changed as massively as on the Peugeot 307. Meanwhile, no traces of internal processes are visible from the outside, they prefer to ignore this danger.
The very tight design of the front end creates a funny problem: debris in the form of rotting branches and leaves sometimes accumulates in the body cups, and small rust spots are visible along the edge of the pillar support near the body seams. Also, the foam inserts of the panels under the windshield have a bad habit of collecting moisture and rubbing a little against the metal of the body, which ultimately leads to several small pockets of corrosion. This area is difficult to see but highly recommended.
On the doors, inspect the thresholds under the rubber seal – rust in these places will tell you that there are already problems inside the threshold.
A large windshield is not only a great view, but also a high probability that it will break. After 150 thousand runs, the glass noticeably rubs: for the purpose of passive safety, in collisions with pedestrians, it becomes softer, and Chinese glasses are noticeably stiffer. The glass in the doors for smokers is easily and naturally scratched, and on the driver’s glass, by 200k mileage, vertical scratches are usually noticeable, wiped with sealant.
Headlights with lenses burn out, and on cars before restyling they usually shine very conditionally. Most cars have optics with a simple reflector, and the headlights are overwritten at most. True, Peugeot really does not like the owners, so it will be difficult to replace the DRL bulb on your own.
There is no need to talk about the fact that chrome elements do not last long in our climate. The wrong choice of chemistry in car washes and common road chemistry lead to the fact that all shiny elements gradually become matte. For cars in simple trim levels, this is not a problem, but the 3008 has "Arab" versions, in which even the mirror housings and all door trims have a chrome trim. For them, our climate is a real disaster. However, many things can be purchased on Chinese marketplaces for reasonable money.
The foam seal on the water deflector panel under the windshield tends to freeze to the hood in winter and often comes off when the hood is opened.
A curious feature of the Peugeot 3008 is associated with windshield wipers: they have one motor for each brush, and the front ones are synchronized only by wires (left leading), and in general their work is tied to on-board electronics. In case of violations in the electrical system, failures of the BSI unit or banal corrosion of the connectors of the gear motor itself, when the ignition is turned on, the wipers will rush like crazy.
The Peugeot 3008 has such a good option as keyless entry. Side door handles are quite reliable, and although some of their breakdowns do happen, they have not yet become massive. But the back door could have the option to “open from the foot” – the sensor recognized the movement of the foot under the rear bumper. And only this sensor usually no longer works. There are few cars without a key, and mostly late copies, so the statistics of such breakdowns is small, but hints at a constructive miscalculation.
Well, it is worth noting that the original key rings wear out surprisingly quickly. The body of the key fob needs to be changed after five years of operation – the buttons sink and its coating is scratched. Luckily, Chinese key cases are cheap and easy to replace.
|Detail||original price||Not original price||Non-original price 2|
|Front halogen headlight||19 408||TU 13 945||Valeo 16 151|
|Windshield||28 513||CAG 25 292||KMK 11 577|
|Front fender||17 378||Polcar 16 898||Coa 12 397|
|Front bumper||23 911||Polcar 17444||Fair 11 904|
|Hood||31 777||API 26 319||TIG 30 444|
A very high-quality interior at one time was a great advantage of the Peugeot 3008 over German minivans and crossovers of the same price category. It has everything: a nice design, excellent workmanship of all elements, excellent uniform style and an abundance of soft plastic. Plus, it’s quite comfortable inside. True, only if there are silent tires and it is hot outside – during peaks and in the cold season, poor sound insulation from arches and creaks interferes with the cabin. Well, let’s keep in mind that the French have a very mild winter and they have already forgotten about our frosts.
Of the frank minuses, one can name very weak original steering wheels, which already at 50 thousand kilometers it seemed that the car had passed 300: exfoliated skin in spots, bald spots and scuffs. The steering wheels were changed under warranty, and the replaced ones work fine, even with runs of more than 200 thousand, they look in a deplorable state, but nothing more.
The most ridiculous and serious problem is getting wet and falling off felt mats for soundproofing the trunk. They stick to the body under the side panels of the trunk lining and eventually get wet and fall off. And just below them are gratings for interior ventilation. As a result, the 3008 climate system stops working normally: the fan howls, but does not create air flow, and when the windows are opened, the air begins to noisily exit the car. You can solve the problem in five minutes, but you need to know what happened and what to do about it.
A broken electric parking brake button is a huge problem, but it can also be fixed quickly and cheaply.
Otherwise, everything here is top notch, except for the leather on the seats. Fabric seats hardly notice wear and tear, and only in cars with mileage well over 200,000 does the driver’s seat begin to rub at the seams. And on rare cars with leather, the seams are already hairy for a hundred thousand km.
The rough glove compartment lid is rather a feature associated with the use of soft-touch plastic and the ergonomics of the model.
Weather, in the absence of problems with felt mats that have fallen on the ventilation shutters, does not cause problems. On a run of 150 thousand km, you need to be prepared for the fact that the fan starts to make noise due to wear on the brushes and collector. The stove flows only if it is not known what is poured into the cooling system instead of antifreeze, and the engine overheats (the radiators cannot withstand this, neither the main nor the stove).
The air conditioning system is reliable, and if the car has not been in an accident, then the most likely cause of its failure will be a clutch failure or simply a lack of pressure in the system.
You may have already noticed that I mentioned the BSI block. Along with it, there is another important block under the hood – BSM, and I talked about how many problems they cause in a review of the Peugeot 307/308 and the first Citroen C4. With the launch of 3008, the main problems were solved, the stability of the on-board network was achieved, but it is necessary to recall the main features of the PSA electrical system on the PF2 platform. The tightness of the BSM block under the hood is very arbitrary, it’s not in vain that it says “do not wash” – it is afraid of water even after a significant improvement in waterproofing. So you have to be careful with puddles, washing the engine compartment and the like.
The block within the anti-corrosion framework was made even less maintainable, and the relays are still soldered on the main board, including the fuel pump power relay. If it doesn’t work, there are several options for fixing the problem: find a suitable BSM disk and flash it, open the old one or hang up an external relay, if possible. It’s good that such a malfunction is more typical for cars with a mileage of more than 200 thousand, and most 3008s are only approaching these numbers.
The BSI block almost does not cause problems here, but the strange work of the wipers, the failure of the light and alarms are all his tricks. Repairs are expensive and troublesome, especially if the dealer does it. It is better to find PSA specialists who decouple the blocks and know how to transfer configuration data from a new block to a used one.
In gasoline cars, a small generator resource is not encouraging. Already for a hundred thousand kilometers, its bearings and brushes are decently worn out, and the relay-regulator can last even less. For this we must say "thank you" to the hot temper of the engine.
There are many complaints about the rapid aging of batteries.
I already mentioned the parking brake button and the complex wiper system above, but there are other smaller electrical faults besides them. These are punctures with the wiring of the ABS sensors of the rear wheels and overheating of the main unit of the upper multimedia system due to dusting and aging of the thermal paste, and a malfunction of the left steering column switch, in which the cable breaks and the bluetooth signal disappears on some versions of radio tape recorders and pixels drop out on black and yellow screens. All this is not very expensive to fix (almost all the elements are in the Chinese version), but the mess with them is inevitable. And the more complex the equipment of the car, the more problems there will be. Fortunately.
Well, that’s all for today. Let’s dwell on the fact that the body of the Peugeot 3008 is very good: if the car is not broken, it is unlikely that you will be able to find a copy that is too rusty and requires expensive repairs. The interior is even better: high-quality materials and a good level of comfort will make Peugeot respect even those who do not consider “French” cars good. But there are still problems in electricity, and some of them must be able to be solved correctly, with the search and involvement of specialists in this brand. In this case, it will be possible to get by with little bloodshed, and if you are not worried about regular minor flaws, then 3008 will please you from this side.
It is a pity that the design of this car was appreciated only by lovers of the French style, of which there are not so many in our country. Yes, and among them there are those who are afraid of French gearboxes and EP6 engines. However, more about this in the second part of the review.