2025 Peugeot e-408 Review: Fastback Design, Real-World Range, and Tech Scrutiny

The Peugeot e-408 enters the European market as a mid-size electric fastback, combining a raised ride height with a swept-back roofline. It occupies a distinct space between traditional five-door hatchbacks and conventional mid-size crossovers. Key direct rivals in the German market include the Tesla Model 3 Rear-Wheel Drive, which carries a base price of 42,990 euros, the Volvo EC40 Single Motor starting at 52,690 euros, and the Hyundai Ioniq 6 53 kWh priced from 43,900 euros. In hindsight, Peugeot chose a crossover fastback silhouette rather than a traditional sedan to appeal to buyers stepping out of compact SUVs. German order books open with the Allure specification at 46,300 euros, while the higher GT trim begins at 51,810 euros.

Official WLTP testing rates the energy consumption of the Peugeot e-408 between 14.7 and 15.2 kWh per 100 kilometers. The manufacturer claims a combined driving range of up to 453 kilometers on a single charge. WLTP figures suggest an efficiency rating supported by active air shutters in the front bumper and full underbody panelling that reduces aerodynamic drag to a coefficient of 0.28. These laboratory ratings reflect ideal test conditions on standardized driving cycles rather than variable daily usage.

Real-world driving conditions generally reduce certified electric vehicle range figures by 15 to 30 percent depending on ambient temperature, driving style, and road selection. In urban environments with ambient temperatures near 20 degrees Celsius, driver tests suggest a realistic range of approximately 380 to 410 kilometers on a full battery charge. Cold weather and sustained high speeds cause a steeper performance drop. At a steady 130 km/h on the Autobahn in mild spring weather, energy consumption averages roughly 21 kWh per 100 kilometers.

Peugeot fits the e-408 with a 58.2 kWh usable nickel-manganese-cobalt battery pack operating on a 400-volt architecture. The NMC 811 chemistry provides higher energy density per kilogram than lithium iron phosphate alternatives, allowing the engineers to fit 60 kWh of gross capacity within a relatively shallow floorpan. However, this chemistry requires active liquid cooling to maintain optimal operating temperatures during repeated fast-charging cycles and summer driving. Cold weather efficiency relies on a standard heat pump system that scavenges thermal waste to warm the cabin and pre-condition the cells before fast charging. Peak charging speed reaches 120 kW at a DC fast charger, allowing a 20 to 80 percent replenishment in 30 minutes.

Underneath the fastback bodywork sits the EMP2 V3 platform, a multi-energy architecture adapted from internal combustion models rather than a dedicated electric vehicle foundation. Adapting a shared platform kept manufacturing costs lower at the Mulhouse plant in France; however, it required keeping a long front overhang and a raised center tunnel inside the cabin. Body construction relies heavily on high-strength steel stamped panels to protect the underfloor battery housing during side impacts. Thermal management routes refrigerant through a front-mounted heat exchanger and dedicated chillers for the battery pack. A single front-mounted permanent magnet synchronous motor delivers 157 kW and 345 Nm of torque to the front wheels.

The front suspension uses MacPherson struts, while the rear axle relies on a twist-beam setup. Multi-link rear suspension architectures offer independent wheel articulation over bumps; the twist-beam chosen here reduces manufacturing complexity and preserves cargo volume beneath the trunk floor. Dampers are passive, tuned to absorb sharp pavement expansion joints while keeping body roll controlled through quick direction changes. The low center of gravity provided by the floor-mounted battery helps offset the slightly firm low-speed ride on optional 19-inch wheels. Vehicle weight comes in at 1,756 kilograms, which is lower than many comparable electric crossovers.

The cabin features Peugeot’s i-Cockpit layout, positioning a small steering wheel below a high-set 10-inch digital instrument cluster. Drivers must position the small oval steering wheel lower than usual to clear the line of sight to the speed display. Primary infotainment functions run through a central 10-inch touchscreen paired with customizable touch-sensitive shortcuts called i-Toggles. Adjusting simple cabin settings through sub-menus while driving works like trying to set an analog alarm clock while wearing thick oven mitts. My son noted that the digital i-Toggle shortcuts look modern, but they lack tactile feedback when driven over rough pavement. Touchscreen controls cannot be operated without taking eyes off the road for several seconds at a time. A physical volume dial and hard switches for window demisters sit on the lower console below the display screen.

Interior dimensions yield 471 liters of rear cargo capacity, expanding to 1,611 liters when the rear seats are folded. Rear knee room measures 188 millimeters thanks to a 2,787-millimeter wheelbase, though tall passengers lose headroom near the sloping rear tailgate. Infotainment response relies on Stellantis’ latest software platform, offering integrated TomTom navigation that calculates charging stops along mapped routes. Standard driver assistance features include lane positioning assist, traffic sign recognition, and adaptive cruise control with stop-and-go functionality. The standard infotainment system includes wireless Apple CarPlay and Android Auto integration.

Stellantis builds the e-408 at its Mulhouse plant in France using components shared across several group vehicles. Mechanical simplicity is enhanced by the front-mounted permanent magnet motor and single-speed transmission, eliminating multi-clutch assemblies and complex mechanical differentials. Twist-beam rear suspension hardware carries fewer rubber bushings and ball joints to wear out over time compared to complex multi-link setups. Recent German TUV reports for Stellantis products indicate solid mechanical hardware, though owner complaints across the broader brand portfolio often cite minor infotainment software glitches and sensor recalibration needs. Because the e-408 is a new entry with limited long-term field data, long-term electrical reliability remains unproven. Peugeot offers an eight-year or 160,000-kilometer warranty covering the battery, electric powertrain, and major mechanical systems.