A remarkably comfortable cabin with strong sound insulation, refined ergonomics, and handling that feels effortless, all while the price sits at budget-model levels. The suspension proves durable, rust resistance is excellent, and even chips show no corrosion. This combination makes the car an underrated gem in the crossover segment. Add in the surprisingly low attention from traffic police and potential hijackers, and you get a crossover that many people may have overlooked.
Yet this Peugeot 3008 is widely familiar to many. In terms of capacity and practicality it can rival several compact crossovers. It offers a 180 mm ground clearance and a front-drive layout, which helps keep maintenance costs in check.
The range of powertrains is broad: a turbo-diesel with an automatic transmission, a turbocharged petrol THP unit delivering 150 or 156 hp paired with a traditional automatic, as well as naturally aspirated 120 hp gasoline engines (VTi) that deliver exceptional value and simplicity.
All around, the 3008 is a very comfortable crossover, with one notable point of debate—the EP6 petrol engine developed in collaboration with BMW. Still, the performance remains impressive: on highway runs the naturally aspirated version consumes about 5 liters per 100 km, and at steady speeds of 90–100 km/h the fuel range can exceed 1000 km. The engine runs quietly and upkeep is affordable: maintenance in an unofficial specialist service near Moscow is around 8,000 rubles, with native oil and related consumables remaining inexpensive by today’s standards.
The clutch typically requires replacement around 150,000 kilometers, and the suspension merits routine checks and repairs at a modest cost. The engine, however, is where more frequent attention is advised.
There are many stories about the engine. Regardless, owners should carry a cooling pump spare. In 2010 the pump was categorized as a consumable, with a plan to replace it every 15–20 thousand kilometers. Previously metal pumps were standard; today a metal pump can be installed again, which helps prevent antifreeze leaks.
The main advantage of the 10–12 year-old EP6 engine is its cast iron sleeves, while the drawbacks include oil consumption, a stretching timing chain, and valve carbon buildup. All of these issues require regular investments in the engine. Experts often recommend changing the timing chain every 70–90 thousand kilometers, depending on driving style. Oil intervals are typically 5,000–7,500 km for turbo versions and 7,500–10,000 km for naturally aspirated versions.
Over the production run, the EP6 petrol engine has seen updates, and there is detailed discussion about its evolution in dedicated analyses. In many cases oil consumption from the engine can be managed cost-effectively by replacing valve stem seals. In unofficial service settings, an oil-seal replacement can run around 25,000 rubles, including parts and labor, plus sealants and lubricants, making maintenance feasible given the overall reliability and lower routine costs.
And that’s not all of the interesting “alternatives” with mileage similar to a new Niva Legend, considering price points. There are several other economical options worth considering, discussed in depth in Sergey Zinoviev’s article, which surveys seven of the cheapest crossovers on the secondary market and the challenges they often present.
A depiction of the Peugeot 3008 closes this overview, illustrating how a compact family crossover can blend comfort, practicality, and affordable ownership when approached with informed expectations.