Peugeot 2008 vs BYD Atto 3

What's the difference?

The Peugeot 2008 is a handsome and accomplished little SUV that’s fun to drive and has a cabin that feels a little bit special.

In reality the 2008 is too expensive and isn’t as practical as most of the mainstream compact SUVs.

This is the car you buy with your heart, not with your head.

BYD hasn’t made dramatic changes to the Atto 3 for 2024, but has it done enough to lure in more buyers? 

The additional equipment, namely the larger infotainment screen and new tyres, will certainly help make the Atto 3 more appealing. And the technology behind EVs is more understood by the average motorists, so the barriers to making the switch to electrification are dropping.

But the single biggest factor is likely to be the price. At a time when inflation (and other reasons) is driving the cost of new vehicles up, having your updated model go in the wrong direction will only help make potential buyers take notice.

Especially when you consider Toyota’s closest rival to the Atto 3, the bZ4X, starts at $66,000, while the Tesla Model Y is priced from $55,900, making both significantly more expensive propositions. Heck, the cheapest Toyota RAV4 hybrid model starts at $42,260, only marginally cheaper than the Atto 3 Standard Range.

So, if BYD can make its value argument strongly it will help lure more new buyers to take the plunge into the world of EVs.

The Peugeot 2008 is a smooth operator with head-turning French flair, but the devil is in the detail.

It’s not just the 2008’s well proportioned dimensions or the healthy dollop of exterior black highlights that catch your eye, but Peugeot has added a range of design cues to symbolise the Lion on its badge.

The tail-lights have a 3D effect that make them look like cat’s claws and the daytime running lights on the front resemble a scratch mark. These pair perfectly with the lion head crest on the grille.

Look deeper and you notice the attention to detail.

The 2008's redesigned front grille's slates are colour matched to the car's body colour.

Dual exhaust pipes are finished in chrome, giving the impression of performance even if the car doesn’t deliver on it.

The GT variant gets a two-tone paint job with a black roof contrasting with the body's colour.

Inside there are plenty of high quality finishes. The centre console is festooned in gloss black and there is a lovely carbon-effect textured insert on the dash and doors. 

Some hard plastics below eye-level and on touch points such as where your knee might rub are less impressive. The rear seat loses some of the lustre of the front pew with tough plastics covering the back of the front seats and most of the doors.

In a couple of words, not really. At least when it comes to the exterior design.

In fact, the biggest design change for 2024 is actually the colour of our test car, the new Cosmos Black. Apart from that, the rest of the Atto 3 is unchanged visually, which is becoming something of a trademark for EVs, at least from newer brands like BYD and Tesla. 

Instead of worrying about adding a new grille, different headlights or an alternative alloy wheel design, brands like BYD are focusing on updating batteries, the technology and other software enhancements to keep their models fresh.

The only exterior change is at the rear, where the previous 'Build Your Dreams' lettering has been replaced by a simple 'BYD' badge.

As for the interior design, kudos to BYD for not following Tesla down the cost-saving-disguised-as-minimalist-design path, but personally the design aesthetic and the variety of colours and trims used aren’t to my taste, but I can see why others may love it. The ‘guitar string’ door pockets are likely a particularly polarsing design choice.

BYD has added a new interior option, with a black/blue trim for the examples finished with grey and black exteriors, while white and blue painted cars get a blue/grey interior.

Step inside and there is no hiding the 2008’s diminutive proportions.

It’s 4300mm long, 1815mm wide and 1550mm high, which puts it closer in size to the mini Mazda CX-3 than the larger CX-30 it is more aligned with price-wise.

This all adds up to a snug fit in whichever row you sit.

There are a couple of cupholders in the centre console - a smaller one for a standard takeaway coffee and a larger one for drink bottles.

Slight storage bins in the door can hold a regular drink bottle but there isn’t much room for much else.

The wireless device charger is hidden away behind a compartment below the central screen that opens with a push and there are two USB-C ports up front and the rear seats score a USB-C and A connection.

Rear seat passengers do without a dedicated aircon vent, unfortunately.

There is an issue with Peugeot’s i-Cockpit steering wheel and digital driver display, too.

If you like to sit low the chances are the steering wheel will cut off your view of the bottom part of the display. If you prefer to have the seat jacked up, you’ll have better vision of the readouts.

There are piano key-like physical controls for simple climate functions such as the de-mister and auto climate settings. More complex functions are done via the 10-inch central multimedia screen.

The boot is a decent size at 434L and can easily handle a weekly grocery shop or a few overnight bags.

There is only a space saver spare wheel, but this car is aimed at city driving where it is easier to source a replacement tyre.

The Atto 3 remains classified as a ‘Medium SUV’ but blurs the line between mid-size and small in terms of dimensions, especially inside. It’s not in the same size game as the Toyota RAV4 or Mitsubishi Outlander, but is close in size to the likes of the Honda ZR-V and Mazda CX-5.

While there’s a few key practical storage spaces, there aren’t as many as some newer rivals, which does suggest the Atto 3 design is starting to date or just wasn’t well thought-out enough in the first place; such as putting all the switchgear in the centre console rather than on the dashboard.

This was probably done, at least in part, to accommodate the rotating touchscreen, which seems like a poor design and practicality choice to me. Especially the new one, which at 15.8-inches when rotated to the portrait mode it starts to interfere with your vision and the layout is more user-friendly in landscape mode - both when using the native multimedia system or your smartphone connection.

Space is respectable in the back seats, and there’s both a USB-A and USB-C port for charging devices. While out the back the boot measures 440 litres, which is a respectable amount of space for an SUV this size, but there’s only a tyre repair kit instead of a spare wheel.

As we just mentioned, price has been a critical tool for carmakers looking to keep demand for EVs rolling along as the early adopters fade, and BYD is not immune from this. Earlier in 2024 the Atto 3 Extended Range, the model we’re testing here, started at $50,011 before on-road costs. Then in April 2024, BYD announced a drive-away deal for $45,990 for pre-registered demos. 

Now this updated model is priced from $47,499 (plus on-road costs), which is a jump up from the sale price, but is more than $3500 cheaper than the Atto 3 was at the start of 2024. Meanwhile, the Standard model is priced from $44,990 (plus on-road costs), which is also a saving of more than $3000 on the previous model.

The key difference between the Standard and Extended Range models are the batteries, so the specification is similar. Both variants are equipped with LED headlights, power tailgate, synthetic leather upholstery, power-adjustable front seats, 5.0-inch digital instrument panel and in-built satellite navigation.

One of the big ticket item changes for 2024 is the upgraded 15.8-inch multimedia touchscreen, which comes with BYD’s signature trick - rotating between portrait and landscape modes. This is upsized from 12.8-inch in the old model. Wireless Apple CarPlay and Android Auto are now standard too.

Lurking beneath the bonnet is a little three-cylinder 1.2-litre turbo-petrol engine that makes 96kW and 230Nm. That’s a decent amount of grunt from the little unit, but again you can get more oomph for less from mainstream rivals.

It is paired to an eight-speed automatic transmission that drives the front wheels.

There is no hybrid help, either.

As with the design there isn’t much to say about what’s powering the Atto 3 because it’s the same as the 2023 model. Both the Standard and Extended Range use the same front-mounted electric motor, which makes 150kW/310Nm and drives the front wheels through a single speed transmission.  

With 0-100km/h times of 7.9 seconds and 7.3 seconds respectively for the Standard and Extended Range, the Atto 3 won’t shove you back in your seat, but it has adequate performance for a mid-size SUV. 

Stiff emissions regulations in Europe mean these little turbocharged petrol engines have a fair bit of self control on the drink.

Peugeot claims the 2008 uses 5.4L/100km on the combined cycle. We used slightly more than this but spent most of the time in the cut and thrust of city traffic where cars use more fuel.

You’ll need to budget for pricier premium unleaded petrol, too.

The Standard Range has a rated driving range of 345km (WLTP) from a 49.92kWh ‘Blade’ lithium-iron phosphate (LFP) battery while the Extended Range’s bigger 60.48kWh unit increases that to 420km.

Charging is capped at 70kW (DC) for the Standard and 80kW (DC) for the Extended. 

One of the major hurdles for EV brands is convincing people that they won’t run out of charge every day. At 420km the Extended Range Atto 3 will get most people through multiple days of commuting, so even with public charging you shouldn’t worry about range anxiety. 

Those drivers with commutes longer than 420km per day should be looking at something other than an electric car (and probably a job closer to home).

On the road the 2008 is a bit temperamental.

Most European cars are fitted with stiffer suspension than the cosseting springs found in Japanese machines.

This means you’ll feel bumps and road imperfections through your seat more than other SUVs. It has particular problems ironing out consistent smaller bumps, which can unsettle it and lead the 2008 to skip across them.

The counterbalance to that is a more dynamic drive experience, with the 2008 exerting excellent body control through the bends as it is held in line by the stiffer set-up.

Pair this with sharp, direct and well-weighted steering and it's a fun little SUV to take on a twisting country back road.

Three cylinders might not sound like a lot, but in the real world this is all the 2008 needs.

Its 96kW and 230Nm won’t set the world on fire but the torque is accessed from just 1750rpm, which endows the 2008 with some punch off the mark and it feels zippy when navigating the daily commute.

Don’t confuse that for outright speed, though, the 2008 completes the benchmark 0-100km/h dash in 9.3 seconds.

The transmission is fine when you are accelerating or cruising at motorway speeds, where it uses its many ratios to keep the engine humming along in its sweet spot. There are paddle shifters if you want more control.

In stop-start traffic it isn’t as an accomplished performer. It can struggle to find the right ratio and this leads to a jerky movement reminiscent of dual-clutch autos.

The cabin is well insulated with the outside world kept mostly at bay, but you’ll hear the three cylinder’s charming little rumble when you put your foot down.

Parking is a cinch thanks to its petite proportions and the 2008 has no issues navigating tight city streets or underground car parks.

Driving the updated Atto 3 feels… fine. Nothing special or class-leading, but within the expectations buyers should look for in a mid-size SUV. Which is meant as a compliment to BYD, as it is still a relatively new brand in this very competitive market and there are certainly some noticeably worse rivals in this same segment. 

The Atto 3 may not be the most comfortable, most powerful or most dynamic mid-size SUV, but it’s a perfectly nice thing to drive and it will get you from Point A to Point B quietly and smoothly.

Another of the major changes for 2024 is BYD’s decision to ditch the fantastically named, but not very good Atlas Batman tyres, replacing them with Continental rubber. The Atlas tyres were a major drawback on the old model, lacking grip and detracting from the driving experience, with the new ‘Contis’ solving those problems. 

In terms of safety, both Atto 3 variants get a comprehensive list of both passive and active safety features, enough to score a five-star ANCAP rating.

There’s airbag coverage for all occupants, 360-degree parking cameras, adaptive cruise control, autonomous emergency braking, forward and rear collision warning, blind spot detection, lane departure warning, lane keeping assist, rear cross-traffic alert, rear cross-traffic brake and door open warning.

Most of these systems behaved themselves during our testing, although the forward collision warning did seem overly sensitive at times, and sounded alarms over potential accidents that simply weren’t a problem. Still, compared to some modern brands, the BYD systems performed well.

Peugeot covers the 2008 with a five year/unlimited km warranty, which is the standard coverage today.

The French brand offers a range of prepaid servicing packs that’ll save you a handy amount compared to pay-as-you-go maintenance.

A five-year plan is the best value, costing $1700 for five scheduled visits every 12 months or 15,000km. That’s $638 cheaper than the pay-as-you-go servicing.

BYD offers a six-year/150,000km warrant for the vehicle, with eight years/160,000km coverage for the batteries.

Service intervals are every 12 months of 20,000km and while a minor service is only $165, every second visit is more expensive, ranging from $498 to more than $600. There may be less oily bits under the bonnet but there’s still a cost to owning an electric car.