• Aug 23rd 2010 at 8:25PM
  • 43
Peugeot 3008 Hybrid4 – Click above for high-res image gallery

Peugeot's first production hybrid is finally coming to market next spring, but most of the technical details are out now. The 3008 Hybrid4 is the first light-duty diesel hybrid to come to market – it is also the first through-the-road (TtR) hybrid.

The mid-size crossover uses a system that consists of a fairly conventional 163-horsepower 2.0-liter inline-four diesel engine driving the front wheels and a 37-horsepower electric motor at the rear axle, which operates completely independent of the internal combustion drivetrain – hence, "through-the-road hybrid."

The diesel drives through an electronically controlled and mechanized six-speed manual gearbox that can either be shifted manually or left in full automatic mode. A more powerful 8 kilowatt high-voltage integrated starter-generator on the engine provides automatic start-stop capability as well as the ability to charge the nickel-metal hydride battery from the engine.

When the battery has sufficient charge, the electric motor alone can propel the 3008 at lower speeds or provide on-demand all-wheel-drive. The rear-mounted motor also provides regenerative braking to charge the battery. The combined output of the two powerplants? 200 horsepower and 369 pound-feet of torque.

This mechanically simpler TtR hybrid drive allows Peugeot to produce a less expensive diesel hybrid than would be possible with a power-split system like the one used by Toyota, all while taking advantage of the highway cruising efficiency of compression ignition. The 3008 Hybrid4 is rated at 61.9 miles per gallon (U.S.) on the EU combined driving cycle with CO2 emissions of just 99 grams per kilometer. Eventually, Peugeot will also add a plug-in version of the Hybrid4 with a lithium-ion battery. Click past the jump for the full skinny after looking over our high-res gallery below.

[Source: Peugeot]


  • Powered by a 2.0 litre 163 bhp HDi diesel engine and a 37bhp electric motor
  • Potential 74.4mpg, with 99g/km of CO2
  • All electric mode (Zero Emission Vehicle)
  • A maximum combined power output of 200 bhp
The Peugeot 3008 Crossover, with HYbrid4 technology, is the first diesel 'Full Hybrid' production car in the world

By launching the world's first diesel full hybrid vehicle - the 3008 HYbrid 4 - Peugeot will be writing a new chapter in motoring history. The combination of a fuel efficient 2.0 litre 163 bhp HDi diesel engine and a 37 bhp electric motor is the optimal combination for a hybrid vehicle. Unlike previous hybrid vehicles which have chosen to use a less fuel efficient petrol engine, the Peugeot 3008 HYbrid4's diesel engine provides superior Combined Drive Cycle fuel consumption of 74.4mpg, and CO2 emissions of 99g/km.

The use of diesel hybrid technology also brings a range of other benefits:
  • High performance combined with excellent driveability
  • Freedom and simplicity of use with the possibility of choosing four different operating modes: ZEV (Zero Emission Vehicle), Four-wheel drive, Auto and Sport
  • Silent operation, when driving in electric only mode
  • Peace of mind offered by the safety inherent in a four-wheel drive vehicle
  • Environmental friendliness with CO2 emissions from 99g/km

The Peugeot 3008 Hybrid4 is designed to appeal to demanding, technophile customers who are in search of a rewarding and original vehicle.

In terms of performance, the Peugeot 3008 HYbrid4 benefits from the combined power of the HDi diesel engine and electric motor during acceleration and when an immediate surge of power is required (the "boost" function). The maximum combined power output is 200 bhp, 163 bhp from the 2.0 litre HDi FAP diesel engine and 37 bhp from the electric motor. A maximum torque of 500 Nm is available, split with 300Nm at the front from the HDi diesel engine and 200 Nm at the rear generated by the electric motor.

To manage all the available performance a control selector mounted on the centre console enables the driver to choose between four different operating modes.
  • "Auto" mode: the entire system is automatically controlled, including operation of the HDi diesel engine and the electric motor. This provides optimal driving for fuel consumption and dynamic performance
  • "ZEV" mode (Zero Emission Vehicle) provides access to an extensive all-electric mode. Activation of the HDi diesel engine is programmed to coincide with only more sustained phases of acceleration. This requires the high-voltage batteries to be sufficiently charged and turns the vehicle into a "city run-around" par excellence due to the total absence of noise and emissions.
  • Four-wheel drive mode (4WD) instructs both power trains to operate together as far as possible; the rear wheels are driven by the electric motor and the front wheels by the HDi diesel engine. It offers peace of mind, safety, improved driveability and accentuates the vehicle's dynamic character. At low speed it allows "all-terrain" capabilities equivalent to those of an SUV. The driver will, therefore, no longer be concerned by the prospect of a slippery track or a snowbound uphill drive to a ski resort
  • Sport" mode favours quicker gear changes at higher engine speeds than normal mode. In this mode, the notion of "controlled power" comes into its own, coupling the diesel engine with the electric motor provides more dynamic performance, optimally distributed and transmitted to the road by the four wheel drive for a level of stability and driveability that will appeal to motoring enthusiasts.

With the Peugeot 3008 equipped with HYbrid4 technology, the aim is to appeal to customers who expect both environmental-friendliness and technological sophistication, and also genuine driving enjoyment.

Indeed, as well as the social benefit of the steep reduction in fuel consumption, the level of performance provided by this technology will delight even the most demanding customers in terms of road holding, responsiveness, driveability, peace of mind regardless of road conditions and the possibility of enjoying silent operation in town in the all-electric mode.

HYbrid4 technology brings together Peugeot's best technologies and experience: HDi diesel engines, electric vehicle knowledge, second-generation Stop & Start and electronically-controlled sequential manual gearboxes.

The "hybrid" power train simply combines an HDi diesel engine and an electric motor. With their exceptional efficiency, HDi diesel engines are thermodynamically more efficient than a petrol engine and offer a 30% reduction in fuel consumption. Clearly the HDi diesel engine is the best internal combustion engine choice.

For the "electric" component, Peugeot has historical expertise in the field of electric vehicles. To date, the 106 Electric, marketed between 1995 and 2003, remains the world's best selling zero emissions car (in total nearly 10,000 vehicles were produced). At the end of 2010, Peugeot will become the first to launch a latest-generation 100% electric vehicle in Europe, the Peugeot i0n.

Pursuing the common sense approach of capitalising on the best existing components and expertise, it was only natural to use Peugeot's electronically-controlled 6-speed manual gearbox, not only for its engine management capabilities but also for its ability to optimise fuel consumption. To improve performance even further a second-generation STOP & START system is also used.

The choice of hybrid architecture was also guided by the search for optimal efficiency and consistency. Hybrid technology uses two power trains which can operate alternately or simultaneously:
  • The HDi diesel engine operates in its most optimal operating window on longer, out-of-town journeys. A diesel engine still remains the most efficient and versatile choice to power any vehicle
  • The electric motor takes over from the HDi diesel engine in phases of lower power demands, particularly when pulling away, driving at low speed and decelerating (for energy recovery). These are precisely the features that characterise urban driving

Changeover from the HDi diesel engine to the electric motor occurs automatically, due to a STOP & START system which places the HDi diesel engine in standby and restarts it as and when conditions require (the operation of the accelerator pedal, low battery charge level, etc...).

The two power sources also complement each other in certain driving conditions ("boost" effect during hard acceleration, or when overtaking another vehicle, for example). The performance of the HYbrid4 is therefore directly comparable to that obtained with a single HDi diesel engine of a much higher capacity, with good levels of responsiveness backed by a real breakthrough in terms of reduced fuel consumption and CO2 emissions (around 35 % less in the combined cycle for equivalent performance).

The electric motor and its ancillary equipment (inverter, converter, etc) are fitted at the rear of the vehicle. This provides a number of advantages not only in terms of customer benefits and it also helps reduce costs and optimise the production process.

The original layout of the Hybrid4 system allows for the possibility of four-wheel drive. The HDi diesel engine drives the front wheels, while the electric motor (in the rear drive train) drives the rear wheels.

Everything is controlled electronically ("by wire") and there are no mechanical links between the front and the rear drivetrains. This gives the system many advantages over a "traditional" mechanical system.
  • No structural constraints affecting the layout and design within the passenger compartment
  • 4x4 and environmental-friendliness are no longer contradicting terms

The installation at the rear, of all the vehicle's "electrical components", has further technical and economic benefits.

Firstly, it avoids the need for any major redesign of the vehicle's engine compartment, while also improving weight distribution. It also leaves intact the possibility of using a range of different capacity engines, for possible future introduction.

Secondly, this architecture is achieved by means of the use of a simple and compact rear module containing the electric motor, its ancillary equipment and also the rear drive train and suspension.

The costs of the rear module are, therefore, reduced because of the technical possibility of deploying the same HYbrid4 technology into different market segments, in different body shapes, etc..., regardless of the type of internal combustion engine used.

A real breakthrough in terms of reducing fuel consumption and CO2 emissions, while improving dynamic performance levels, providing four-wheel drive and an electric only mode, HYbrid4 technology brings a number of benefits without compromises.

Furthermore, the driveability, safety and eco-efficiency of the system are based on simple, reasonable and consistent technological choices.

The Peugeot 3008 Crossover was chosen as the first application of this innovative technology.

The Peugeot 3008 HYbrid4 – In Detail

2.0 litre HDi FAP 163 bhp diesel engine
With a capacity of 1997 cm³, this Euro 5 engine develops a maximum power of 163 bhp at 3750 rpm and a maximum torque of 300Nm at 1580 rpm. To obtain this level of performance it uses Peugeot's latest generation ECCS (Extreme Conventional Combustion System) combustion chamber design, a variable-geometry low-inertia turbocharger, a high-pressure injection pump allowing a maximum pressure of 2000 bar and solenoid injectors with eight apertures.

Naturally this is combined with the latest generation "octosquare" Eolys additive-enhanced diesel particulate emission filter (FAP) system.

Electronically-controlled 6-speed manual gearbox (BMP6)
The HDi diesel engine is mated to an electronically-controlled manual six-speed sequential gearbox:
  • In automatic mode its electronic control helps provide significant savings in fuel consumption, compared to a traditional automatic gearbox or even a traditional manual gearbox
  • It offers real driving satisfaction derived from the possibility of choosing the gear change mode at any time - manual or automatic - with either the gear lever or via controls behind the steering wheel

The gear change quality of the gearbox has been enhanced with HYbrid4 technology, as the rear electric motor is activated during gear changes to improve the smoothness of the operation, and sustains drive in between gear changes.

Latest-generation STOP & START system
This system places the HDi diesel engine in standby when the vehicle is at a standstill (at traffic lights, a stop sign or in a traffic jam, etc) and when the vehicle is being driven in electric-only mode. It significantly reduces fuel consumption and emissions in urban driving conditions while also enabling.the HDi diesel engine to be restarted instantly and smoothly, when required.

The "high voltage" STOP & START system has a maximum output of 8 kW and can generate enough energy to supply the power requirements for the rear electric motor if required (four-wheel drive mode).

Rear suspension
To ensure a dynamic performance on a par with Peugeot's reputable road holding standards, the rear electric module also includes a multi-arm rear suspension within which are housed the electric motor and the reduction gearbox.

The ESP system fitted to the 3008 HYbrid4 incorporates an "improved traction control system" (ASR) able to exploit the car's four-wheel drive capabilities to the full on challenging surfaces. The performance of the system can be enhanced by the fitment of optional 16'' 'Mud & Snow' tyres.

Electric motor
The synchronous permanent magnet electric motor is located at the rear of the vehicle. It provides a constant 27 bhp, with a peak output of 37 bhp. It generates a constant torque of 100 Nm, or a peak of 200 Nm when necessary.

PTMU (Power Train Management Unit)
The PTMU is the electronic control unit that automatically manages the different operating modes of the HDi diesel engine and the electric motor, programmed to optimise fuel consumption.

An inverter and a converter are used to control the electric power. The inverter controls the torque of the electric motor by regulating the electrical current supplied from the high-voltage battery pack. It operates in a voltage range of between 150 and 270 volts. The converter reduces the 200 volts from the high-voltage battery pack into 12 volts to supply the vehicle's onboard systems.

On the Peugeot 3008 HYbrid4 all these components have been made as compact as possible to optimise the installation and weight effect in the vehicle.

High-voltage battery pack
The Ni-MH (Nickel Metal Hydride) batteries are located under the boot floor, near the electric motor. The high-voltage battery pack is in addition to the standard 12V battery under the bonnet, which carries on performing its normal duties.

In the medium term, this battery technology remains the most appropriate in terms of cost and industrialisation for vehicles produced in large volumes.

Energy recovery
An energy recovery system (the electric motor becomes a generator) enables the kinetic energy created by the vehicle to be transformed into electrical energy to recharge the Ni-MH batteries during deceleration (release of the accelerator pedal and during braking). This recovery system enables the driver to re-deploy the "free" (Kinetic) energy to reduce fuel consumption accordingly.

Man-machine interface
A 7'' 16/9 colour screen or a multi-function display, according to the car's specification, informs the driver in real time of the operating status of the hybrid power train. It also shows, for a given journey, operating times in different modes and the status of the battery charge.

On the instrument panel the left-hand dial indicates the percentage of power used or recovered during phases of braking or deceleration. Different scales indicate the battery status: Charge, Eco (optimal operating range), Power, Boost (maximum use jointly with the HDi diesel engine).

To develop its HYbrid4 technology, the PSA Peugeot Citroën Group has teamed up with suppliers offering the best expertise in each field. Based on the manufacturer's technical specifications, BOSCH has provided its expertise with respect to the electric motor, the power electronics, the reversible high-voltage alternator / generator and other systems managing the dialogue between these components, the braking and trajectory correction systems (ABS and ESP). Similarly, SANYO has provided its extensive knowledge in the field of Ni-MH high-voltage batteries.

A distinctive design
The new Peugeot 3008 HYbrid4 is distinguished by its cutting-edge technology, combining responsible driving and driving enjoyment, but also by its specific styling.

At the front, Peugeot's latest design cues have been adapted to match the 3008's generous dimensions and to mark a break with existing models. The headlamps now have an integral bar of LEDs providing a daytime lighting function and accentuate the 3008's appearance. The 3008 HYbrid4 also proudly wears the Marque's new Lion badge on its bonnet.

At the rear, the rear spoiler has a two-tone finish with a high gloss black section, helping to differentiate it from the other 3008 models in the range, as do the chrome badges which decorate the sides and rear of the car.

Inside its roomy architecture, the driving position bears all the hallmarks of a top-of-the-range vehicle, or even that of an aircraft cockpit. An expansive fascia panel, controls within easy hand's reach and an ergonomic centre console clearly separate the territory of the "pilot". Combined with a raised and dominating driving position it has everything in place to reward its drivers and offer a range of new driving experiences not previously found in a conventional hybrid vehicle.

Distinctive materials are deployed throughout to accentuate the Crossover feel and explore new avenues of expression. This is true in particular of the new and specific Guérande & Tramontane two-tone leather finish which subtly combines bright pale grey on the seat cushions with a black finish on the sides of the seats.

The gear lever with its modern and elegant design is a key feature of the HYbrid4 technology. It enhances the technological ambience in the same way as the 7'' colour display which provides information on the flow of energy. A specific steering wheel bearing the signature HYbrid4 adds a touch of exclusivity to the car.

"Multiflex" interior
Due to its intelligent "Multiflex" interior and clever integration of the batteries and the innovative rear suspension, the Peugeot 3008 HYbrid4 can also be transformed to offer a considerable load capacity under the parcel shelf of 420 litres (362 dm3 VDA), with 66 litres (29 dm3 VDA) available under the boot floor.

The split lower tailgate opens to reveal a boot with a flat floor equipped with longitudinal securing rings that exude quality and strength. From the boot, a rear seat folding system, controlled by switches mounted on the load area side trims, allow the seats in the second row to be folded automatically, 'as if by magic'.

Combined with the folding front passenger seat, the 3008 HYbrid4 offers a perfectly flat floor from the tailgate to the fascia panel. This frees up a gigantic 1501 litre compartment that is easy to load.

Driving aids:
Comfortably seated behind the steering wheel, drivers will note among the equipment at their disposal certain references to the world of aviation.

For example, to ensure that the driver never needs to take an eye off the road ahead, and as in a jet aircraft, essential driving information is projected onto a retractable transparent panel which cleverly extends from the instrument panel. The Head-Up Display system can be adjusted by means of toggle switches.

These switches, located above the centre console, add a further touch of style to the in-car ambience. They also control another original item of equipment - the Distance Alert system. As its name implies, this function helps the driver to keep aware of the safe distance from the vehicle in front, according to the 3008's speed.

Another item of equipment that helps to ensure maximum driving convenience is the Parallel Park Assist (PPA). This system assesses the size of a space during parking manoeuvres and determines the possibility of parking in it.

Similarly, the electric handbrake coupled with the Hill Assist function, helps the driver during manoeuvres but also optimises the interior space within the vehicle.

Finally, a latest-generation satellite navigation system helps to guide users on their travels.

The Peugeot Connect 3-D Media Navigation (NG4) includes all the benefits of the Marque's existing satellite navigation systems. These include a juke-box function, linked to a hard disc, Peugeot Connect services, GSM function, a USB connector, a DVD player, a Bluetooth® system and a display which shows specific buildings in full 3D.

The Peugeot 3008 HYbrid4 is a Crossover with an exceptional technological content offering unique versatility and safety, unrivalled driving enjoyment and CO2 emissions of a very low level. Peugeot's choice of the diesel hybrid demonstrates that it is possible to combine uncompromising environmental demands with driving experiences not previously available in a hybrid vehicle.

The 3008 HYbrid4 will be produced in France (in Sochaux and Mulhouse) and marketed in the spring of 2011 in Europe.

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    • 1 Second Ago
      • 5 Years Ago
      Seems to be a sweet concept, well packaged. The only thing I'm afraid of is the price. The non-hybrid version of the 3008 is already quite pricey, so that could hurt (I wouldn't be surprised if it's priced 33-35K€ in France)
      • 5 Years Ago
      Seems like a real innovative step towards greener, more efficient cars! Really impressed and glad it will be available so soon, its not just a crazy pipe dream for hippies anymore!
      For hiring cars the green way try http://www.whipcar.com/hire-cars-in-guildford/
      • 5 Years Ago
      Looks pretty interesting.
      Too bad we don't have this brand in the states as they seem to do some of the most interesting stuff.
      I'll still be watching out for reports on how well this works for them.

      My initial reaction is that it might be odd/disconcerting to drive a vehicle which switched between front and rear wheel drive. However, perhaps it is something one would quickly adjust to. Who knows? Not me.
        • 5 Years Ago
        I doubt the switching between front/rear drive would be perceptible given the low power output of the rear wheel motor and the conditions under which it would operate alone.
        • 5 Years Ago
        I was thinking of driving on ice or snow or black ice or what-have-you.
        You know - the old 'front wheel turns away from the slide but rear wheel turns into the slide' thing.

        But, I don't know. That is something more instinctual about the way the car is moving and which part is sliding and what you will do about making it stop sliding.
        It is not something you stop and think about at the time.
        I bet one would adapt quickly enough.

        In any event, other than very slow conditions it seems this will be operating as either front or 4x drive.
        • 5 Years Ago
        I think it would be weird now that you mention it. Particularly how one end of the car lifts up ( depending on what wheels are being driven ) when you press on the throttle.. with one powertrain per set of wheels, i can imagine that this would make the car have a see-saw motion... lol.
      • 5 Years Ago
      I welcome the experiment if nothing else but it's certainly not a drivetrain design I would choose.
      and I think the conclusion that this is cheaper to make than a prius style drive is wrong. unless there is a huge license fee for the PSD.

      it has the same components; battery, electric motor, electric generator and ICE but instead of just the planet gear PSD it needs two gearboxes and two differentials and the front one is a multigear conventional gearbox much more complex than the PSD by itself.

      it's an awful design without future, even worse than the prius but it might have worth in broadening the electric canvas and incite a panic in the tar mind suits in charge of the various car makers. like the mindless herd they are, the more of them move in a direction the more likely they are to quickly follow.
        • 5 Years Ago
        The electric engine does not have a gearbox AFAIK.
        At the moment it uses a GKN axle to provide differential power to the two rear wheels, but as the technology improves the economics and control systems mature then two electric motors could be used for the two rear wheels in this design.
        The only complexity is in the electronic melding of the two systems.
        As diesel engines get more efficient, any one can be dropped in without re-development, and likewise for the electric engine.
        The whole design path is much simpler and cheaper because the two systems do not need integration until they are actually in the car.
        • 5 Years Ago
        well since an electric motor can do with a fixed gear it can all be done in a differential which normally has a gear ratio in itself. but it's still a gearbox.

        and plugin series hybrid is the most flexible layout. this has no merit.

        the obvious drivetrain that they are all avoiding is battery electric drive with a tiny ICE generator for the occasional range extension. it is a vastly superior drivetrain for all involved.

        how can this not be obvious.. instant freedom from fossil fuels, easy and cheap to make.
        compared to this heavy fossil fuel burner..
        • 5 Years Ago
        I agree Dan, there is a lot of extra equipment in there.
        • 5 Years Ago
        I would say that the relative simplicity and the independence of the electrical and internal combustion systems are the biggest merits of the design.

        It has to be noted that this hybrid model with the biggest gas engine already installed is not intended to get the best milage, it is unfortunately aimed for the caviar-ecologist, who needs a high powered luxury vehicle with a hybrid badge on it. Probably to sooth their guilt over original sin.

        However, Peugeot sells different size motors already for the 3008. They have a 1.6l diesel as well as some turbocharged 1.6l gas engines. These could be mated to the same electrical motor with minimal problem. Also as the electrical motors and battery technologies improve, they can offer the models with smaller and smaller ICE engines. Perhaps in subsequent models, we'll see it with a direct injected 3 cylinder before it finally becomes a total electric car.

        For now it's just a technology showcase.
        • 5 Years Ago
        Hi doraemonkey,
        I agree it is the flexibility of the layout which makes it a winner.
        You can build an awful lot of different systems onto the same basic platform as demand and prices including those for oil dictate.
        The first up will be the plug-in, electric range unknown, which I am still hoping will use lithium batteries.
        Switching to an electric motor for each rear wheel could be done without fundamental redesign, which if they used similar capacity 26bhp motors would give around 52bhp, and about 72bhp peak so that the ICE engine which presumably would be downsized would rarely need to fire up.
        If batteries progress well putting another GKN axle in the front and going for all-electric would also be possible.
        • 5 Years Ago
        dora, simple compared to what? don't just buy into the lie. check for yourself.
        you can draw various solutions out on paper to help the thinking. the prius is easily simpler. and series hybrid with a bare minimum ICE gen is much more elegant still.

        there is no merit to this design and noone will use it in the future. it's a simple case of scared visionless engineers and suits taking inept baby steps when the right solution is obvious.
        don't fall for the human fallacy that they must know what they are doing because it's such a big company. if they did then electric cars wouldn't be brought to the world by the little guy with them fighting against it.
        as deep throat said, they are not so bright guys and things got out of hand.

        take George Bush. worst possible president. a wet rag would have done incomparably better and that's no joke.
        you can see small glimmers of competence in some of the automakers. Carlos Ghosn has shown genuine initiative and made bold claims. still far short of what real intelligence would do but as automakers go it's a marvel. BMW has chosen to invest in carbon fiber, entirely for the wrong reasons but did it nonetheless while the rest of the time doing their best to avoid changing anything. BMW is among the worst and that's saying a lot.

        you can see the same obtuseness in other industries. the Dyson story is a classic. he took his bagless vacuumcleaner design to all the existing vacuum cleaner makers and they all saw no value in it and turned him down. then out of frustration he started his own company and last I checked it was the largest in the world.

        Einstein said it aptly when he said human stupidity is infinite. only slightly wrong.

        light weight aerodynamic battery electric drive with maybe a small ICE generator for range extension. any deviation from that and you can be sure they are clueless. or worse

        and peak oil cometh mercilessly and I hope it really punishes them but unfortunately it'll more likely just depress everything and people wont even connect the dots that it's happening.
      • 5 Years Ago
      I meant to add, the plug-in is due in 2012.
      • 5 Years Ago
      A diesel plus an electric motor and battery pack....hmmmm. Well, it will certainly be expensive.
        • 5 Years Ago
        In France, the 2WD regular 3008 2.0 diesel 163hp manual is priced between 27.550€ and 31750€, add 1200€ for the auto. Prius is priced 26-33K€, before the 2K subsidy (that the 3008 Hybrid should have too).
        That Peugeot will be better than the Prius in many extents (versatility, power, 4WD...), but quite more expensive too ...
        • 5 Years Ago
        I don't think so, Peugeot said they they won't release any hybrid until they won't reduce additional cost to 1,5-2k €.
        • 5 Years Ago
        Probably about the same as overpriced Prius. 3008 is reasonably priced.
      • 5 Years Ago
      The through the road dual power concept is not unique to this vehicle. R Q Riley's 3 wheel XR-3 Plans built vehicle uses the same concept with a 4 Cyl kubota engine driving the front wheels and an electric drive to the rear wheel. The XR-3 is a Plans built i.e. experimental hobie vehicle and multiple power combination's are available. Plans are available, so that those of you who seem to find fault with every manufacturers efforts, may feel free to build your own.
      • 5 Years Ago
      Well, jeez, all that work and it still only matches the Prius on mpg (and gets spanked on CO2 of course)?

      Hmm. It seems Diesel hybrid is not off to a good start.
        • 5 Years Ago
        Well - it is their first go at it.
        I like the simplicity of the idea.
        Also that they are independent.
        If it had the battery power to make some speed/distance on that alone then it becomes even more interesting.

        Can't you just see some college kid in 20 years nursing a system like that around because one end or the other has not run in like a year.
        But it's OK because he has worked out a route to the pizza place, and his girlfriend's place which he can stay under 45mph during.
        hahahahahaha.... that would totally be me.
        • 5 Years Ago
        All for the cost of two prii, i bet :P
        • 5 Years Ago
        It's not surprising since diesel has a higher carbon content than gasoline. See http://www.epa.gov/oms/climate/420f05001.htm.
        • 5 Years Ago
        @why not the LS2LS7?
        "Performance difference? I don't see any performance figures here."

        0-62 8,8s (0-60 about 8,5s), Prius - 10,4s. Top speed 130 mph, Prius - 112mph. + about the same fuel comsumption in bigger, heavier, better handling and equipped quality car for about the same price. Who wants Prius anymore?
        • 5 Years Ago
        Prius is 88g/km. So the difference is 11g/km/ not 7g/km. Yes, that is spanked.

        Performance difference? I don't see any performance figures here. Yes, it has more horsepower, but the performance difference isn't stated. Without the CVT-like operation that the Prius has, this may not have higher performance proportional to the HP difference. We'll just have to see when the car is tested to know.

        I agree it's just a first stab. That's what I said Diesel Hybrid is not off to a good start instead of saying it's proven it'll never amount to anything.
        • 5 Years Ago
        They have matched the CO2 emissions of the tiny Hyundai i110, on this page of the forum!
        That seems pretty good for a relatively big, fast, heavy car to me.
        BTW, this is a luxury car, with features like a panoramic glass roof.
        If they get the sales they may introduce hybrids further down the range with smaller engine sizes, which presumably would be better fuel economy.
        They figure top of the range buyers are the most likely to pay the hybrid premium.
        • 5 Years Ago
        @why not the LS2LS7?

        92g/km in EU cycle.

        CVT is very inefficient gearbox, wastes a lot of power. Hybrid4 is completely different system, electric motor has nothing to do with engine-wheels transmission.
        • 5 Years Ago
        You kinda forgot the part about it having 70 more HP and a whopping 200 lb.ft more torque. And I wouldn't call an extra 7 g/km 'spanked' (especially given the performance differential).
      • 5 Years Ago
      Take that, Yankee! - or rather, don't! ;-)
      They seem to have done a pretty good job of not intruding too much into the cavernous interior of the car, one of it's best points.
      As against the 420 litres under the parcel shelf and 1501 litres with everything folded flat including the front seat on this, the non-hybrid has 512 litres and 1604 litres.

      The electric motor is supposed to do a pretty good job of covering the transitions in the auto gear box, which is not one of the best units around.

      The only test drive of the hybrid I have seen is in French:
      • 5 Years Ago
      What a fascinating design! It's amazing Peugeot got a 6-speed manual transmission
      to work in concert with the EV rear drive in "four different operating modes: ZEV (Zero Emission Vehicle), Four-wheel drive, Auto and Sport".

      The car appears to be a 171-inch long AWD crossover, 4 inches shorter than a Prius but possibly more interior space. That kind of mpg and all electric mode in city for that kind of car is fantastic. This car would really put the hurt on the tired Ford Escape Hybrid if only it were available in the USA. And it's great to see Peugeot planning the logical next step of making a lithium-ion plug-in version.

      HSD is not a conventional inefficient CVT. You appear not to know what you're talking about.
        • 5 Years Ago
        I said CVT is inneficient, not HSD system. HSD is better because of electric engine which makes it up (efficiency). But when batteries are discharged or at higher speeds (when electric engine is off) fuel consumption goes up significantly (Prius does about 20mpg @100mph, ~140hp diesel manual about 30 mpg).
        • 5 Years Ago
        Hi Skierpage
        The packaging on the thing is amazing, and there are umpteen cubby holes including in the floor in front of the rear passenger seats.
        There are umpteen videos of all the features of the car on Pro driver on U-tube
      • 5 Years Ago
      This has the advantage of 4-wheel drive (a nice thing to have in bad road conditions). However, I don't see why this is thought of as simpler than Toyota's synergy drive: you subtract the Toyota's single planetary gearset and generator motor, and add a full transmission and a bunch of parts at the back end of the car. For this sort of thing, I liked Zytek's test car (from a few years ago) ( http://www.autoindustry.co.uk/news/07-12-06_1 ) that was electric around town and had a single-speed transmission for tooling down the highway on a small ICE and a simple generator motor off the ICE for use when the batteries ran low. Not as sophisticated as the very nice Volt set-up, but certainly cheaper than the Volt design and almost certainly cheaper, lighter, and less cumbersome than this Peugeot design. (Of course, if it was so darn good, why didn't anyone license it and make it...)

        • 5 Years Ago
        @David Martin: Sorry, perhaps poorly written on my part. I did not intend to state that there is a full transmission in the back, but rather there is a full transmission (the 6 speed trans on the diesel up front) and a bunch of parts on the back (motor, differential, clutch, drive shafts, etc.).
        • 5 Years Ago
        'What do you do when the battery pack runs down?'

        It's not clear if the Peugeot is designed to recharge the fairly puny battery pack of perhaps 1.4kwh from the engine, it certainly allows regenerative braking.
        The stop/start 8kw output allows 4 wheel drive under all circumstances:

        How smoothly everything integrates remains to be seen, although the early testers were pleased.
        This compares more nearly to the Prius than the Volt, with it's more limited cabin space and 40 mile all electric range.
        Even the plug-in is likely to compete with the Prius plug-in not the Volt, as they have no wish to incorporate that big a battery pack.
        Hyundai also seems to be going for a 20 mile all electric range rather than 40, with it's need for a big and expensive battery pack.
        Once the 40 mile all electric range of the Volt is exhausted though, the Peugeot is going to get much better mileage - the Volt seems to get perhaps 30 mpg:
        • 5 Years Ago
        The extra parts seem to be limited.
        The Toyota just like the Peugeot has an electric motor and a battery which is not in an ICE car.
        Sure, the rear axle is a bit more complex, but the mechanical system integration is non-existent in the Peugeot, and they can put in the latest diesel and electric motor as available.
        As and when they go to separate motors for each rear wheel, most of the complexity of the axle goes away.
        Mind you, you have got company. One of the German manufacturers, perhaps BMW, denounced the Peugeot system as being too heavy and redundant.
        I am a fan of modular, conceptually simple systems.
        • 5 Years Ago
        I would think the best system has electric drive for anything below highway speed and ICE drive at highway speed because electric is most efficient for stop and go and ICE is most capable of traveling long distances. However, there are understandable issues that arise: is the motor strong enough for acceleration, and can the battery pack put out enough power for such fast acceleration? What do you do when the battery pack runs down? How do you smoothly integrate the ICE on highways, which has its own stop and go issues? For these issues and others, there has to be a commitment to some architecture that best compromises all these issues. For reasons I don't understand (but which probably has to do with battery power limitations), we have not yet seen a manufacturer develop a vehicle that's truly capable of all-electric city driving (I think the Fusion's 93KW motor could do it, but not with that tiny battery) and that kicks in the ICE with direct drive on the highway. Presumably, with an eye toward inevitable improvements in technology, the winning architecture is series electric with ever-better batteries and ever-smaller, lighter, more efficient ICEs tied to a generator: this way, there's no transmission to worry about, no driveline lash or other driveline issues, no part-throttle situations, and easier electrical-flow management. But, the Peugeot offers an interesting challenge, and it will be fun to compare it to the Prius and Volt in drive experience, efficiency, emissions, and durability.
        • 5 Years Ago
        A full tranmission at the back? It's go the GKN slip differential and clutch:
        'GKN Driveline announced the development of an electric-drive axle for use in the Peugeot 3008 HYbrid4. The axle allows the front-wheel-drive vehicles to have all-wheel-drive performance, supplemental traction and torque, hybrid fuel economy and the ability to operate in "all electric" drive mode with zero emissions.

        Peugeot's electric drive axles incorporate GKN Driveline's proprietary disconnect clutch technology, which facilitates on-demand all-wheel-drive (AWD) and contributes to overall all-terrain functionality and fuel efficiency. '

      • 3 Years Ago
      They should have used a smaller diesel, like a 1.2 or 1.4 Liter. This way it could actually achieve stellar highway and city MPG. This SUV is kind of a joke, could have gotten a Prius V with nearly the same cargo space.
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