Peugeot 3008 vs Lexus ES300H

What's the difference?

The new Peugeot 3008 GT Premium Hybrid might not be the most spacious SUV for passengers, but it makes up for it with ample boot space and a standout design. It’s fresh-faced, interesting and packed with comfort features that elevate the everyday driving experience.

Is it expensive? Absolutely. But it also delivers a genuinely premium cabin that many rivals can’t match, along with refined on-road manners and efficiency that make it a pleasure to drive.

It doesn’t hit every note perfectly but there’s definitely a melody here worth listening to.

There’s no denying the Sport Luxury is imposing, spacious, plush, chock-full of kit, efficient, speedy and pleasingly relaxing up to a point.

But its interior is also dated and true ride comfort can be elusive beyond smooth roads for this top-of-the-line version to make the grade as a proper luxury sedan.  

The ES 300h feels more like an aspirational Toyota than a Lexus for the (wealthier) masses, especially after recent triumphs like the latest NX and RX SUVs. The Camry DNA is difficult to disguise, as the amused strangers who sat in our test car uninvited thinking it was their Camry highlights.

Sure, the hybrid is no Chevy V8, but in many other ways, the Sport Luxury seems like the modern successor to the Holden Caprice experience.

The third-generation Peugeot 3008 boasts a striking silhouette, with coupe-like lines at the rear and well-proportioned overall dimensions that give it a confident, refined stance.

Signature Peugeot elements like the claw-inspired LED headlights and tail-lights lend it a distinctive, modern edge, which elevates its presence in a crowded SUV segment.

That said, the extensive use of black plastic cladding around the lower body detracts from the otherwise premium exterior and feels out of place.

Step inside and the cabin is easily one of the most captivating interiors I've been in recently. There's real design flair here: a multi-level centre console, sculpted ambient lighting panels that highlight the angular dashboard, and a rich, eclectic mix of materials. From quilted Nappa leather seats to textured grey knit fabric and brushed aluminium accents, it’s a refreshingly bold and beautifully executed space.

Add the panoramic sunroof and long equipment list, it's a cabin that you'll like to spend a lot of time in.

Historically, cars like the ES appeal to an older and more conservative demographic, who value imposing, conspicuously-expensive looking sedans offering the luxury of space. This is the Cadillac model and our Lexus embodies it.

Which is why hire company operators snap such vehicles up. Great for airport-hotel-airport runs.

But it’s weird, given how much of Lexus’ design language is in the ES’ elaborate nose and tail treatments, how generically Toyota this looks. Certainly, our test car’s 'Sonic Quartz' white paint job does not help.

Just to reinforce this perception, two strangers were fully sat inside our unlocked test Lexus before they realised it wasn't their actual car parked nearby – a white Camry of course.

How they laughed. But if I had paid over $80K for my ES, I certainly wouldn't be amused.

The best part of the cabin is easily up front. There's generous space, and the seats are comfortable, even before you engage any of their functions. Longer trips have been a dream. I particularly enjoyed the massage settings, though the session durations felt a bit inconsistent.

Storage in the front is cleverly designed, with plenty of options: a sunglasses holder, a large glovebox, a phone shelf, a deep centre console and ample drink holders. It’s easy to keep the space tidy and organised.

Charging options are solid, with two USB-C ports, a 12-volt socket and a wireless charging pad.

The updated multimedia system has a screen that is wider than it's tall, making the icons small and easy to miss while on the go. I did tap the wrong one a few times!

That said, I appreciated the customisable quick-access and instrument panels, and connecting to the wireless Apple CarPlay was seamless. The touchscreen can be a little laggy, but overall the system is functional and intuitive once you're used to it.

Owing to its relatively short 4542mm length, rear legroom is tight, and the bench isn’t wide enough to comfortably seat three adults over long distances. This just makes it feel cramped for a mid-size SUV and it's something my eight-year old noticed straight away.

The seats are well-padded, though, and rear amenities are strong with directional air vents, heated outboard seats, two USB-C ports, a 12-volt socket and the usual cupholders and map pockets.

Boot space is generous at 520L with a flat load floor. The 48-volt battery means there's no spare tyre, but the powered tailgate with kick-function was a lifesaver during errand runs this week. For more flexibility, the rear row folds in a 40/20/40 split.

The ES 300h may look like a gussied-up Camry on the outside, but there’s very little evidence of the Toyota inside the stretched cabin, with Lexus-specific seating, trim and dashboard.

However, if you’re familiar with the latest LS, NX or RX models, much of what you see is now dated, previous-gen tech, and that’s an issue in some key ways.

Let’s start with the SL positives, though.

Quiet and free from rattles, the interior is defined by its first-class fit and finish, and then closely followed by the vast length inside, with ample room up front to stretch out and relax in. The ES’ substantial width adds to the sense of spaciousness.

Ventilation is excellent, exemplary even, with strong and effective climate control all around the car. Great for very hot days.

The front seats provide practically infinite adjustment in most directions, and include a handy thigh-support extender that – like everything else inside – moves electrically.

Comfy and supportive, they do a fine job. Effective heated and vented cushions and backrests are further bonuses.

But let's call out the hard front headrests. They feel cheap. And the ES’ age now shows in other, eyebrow-raising ways for an $80K-plus machine.

The dash is a messy mix of now-dated Lexus styling cues – from the ugly asymmetrical centre console to the single circular instrumentation dial for speed and tachometer.

The original IS 200's analogue watch face theme was cool in '99. Today's iteration looks basic.

Storage seems poorly judged given the vastness of this sedan, provided for by cavities in the sub-sized centre armrest, glove box and door bins. Note that the latter cannot hold bottles.

Then, there’s the ill-conceived touchpad that requires brain-surgery precision when fingered to navigate the main display screen when driving (though now it's also a touchscreen, and not before time); after years of various iterations of this, it remains alien and confounding in the extreme to operate. Rest assured, it's been banished in newer-gen Lexuses.

Also annoying is the infernal ‘please obey all traffic regulations’ voice warning, just like you find in a Yaris; the limited and easily-flummoxed voice-control tech and the dated and low-fi graphics for the needlessly complicated sat-nav system.

We relied on CarPlay because the in-built item endlessly let us down. Chuck them all out.

However, there are upsides to a dated interior, because even though this is a confusing and at-times intimidating button-fest, it’s still preferable to the today's everything-behind-a-touchscreen mania.

Give us physical switches and buttons every time, like the ES. Yes, the Lexus also has them replicated within the central display, but the point is, the driver has a choice.

You shouldn't be shocked to learn that the Sports Luxury impresses most as a sumptuously comfortable back-seat experience.

Rear access is easy, the passengers can adjust the front seat, climate control and audio systems via handily-sited switches (meaning they're replicated thrice in some instances).

Limo luxury amenities include individually-reclinable and heated outboard seats that are downright sumptuous, blinds for all glass (electric for the rear window), a lined centre bin, face-level air vents, two USB ports, a 12V outlet, generously-sized elbow rests on the doors, overhead lighting and door pockets are also included.

This is tailored as an airport/hotel shuttle and very comfortable doing so.

No folding backrest, though, meaning the boot – though not small at 454 litres – lacks the load-through facilities now common in most other sedans, including the Camry.

Under the flat floor is a space-saver spare with the words ‘SPACE MISER MKIII’ emblazoned across it. Classy.

In summary, the ES’ interior is one of two parts – comfortable but dated up front, invitingly lush out back. Perfect for its intended station in life then.

The second-oldest Lexus nameplate after the LS flagship, Australia skipped the fifth-gen version from 2006 to 2012 altogether because it was ousted by the smaller, sportier and more-popular IS series.

However, the latter’s 2021 demise saw the situation flipped, with the ES retaking the mantle as the affordable Lexus sedan torchbearer, while also belatedly replacing the larger GS.

This all coincided more-or-less with a facelift later that year, which brought revised front-end styling, uprated safety, updated multimedia, extra kit and a beefier body, among other changes.

Plus, a (slightly) cheaper non-hybrid ES version returned, dubbed 250. Starting from $61,620 (all prices are before on-road costs), it uses the Camry’s 2.5-litre four-cylinder atmo petrol engine.

However, the 300h hybrid from about $2K more is the better seller, with its electric motor and battery pack assistance. Our test SL flagship kicks off from $78,180, and heaves with standard equipment.

On the safety front, the usual array of driver-assist tech is present, starting with Lexus’ pre-collision system that includes Autonomous Emergency Braking (AEB), blind-spot monitor, adaptive cruise control and lane-keep warning/assist. See the safety section for more.

The biggest change inside is the now-touchscreen-enabled 12.3-inch display, boasting a 360-degree view camera, Apple CarPlay, Android Auto, digital radio, a 17-speaker Mark Levinson audio system, CD player (!) and shockingly sub-par satellite navigation.

Beyond that, Sports Luxury buyers also score tri-beam LED headlights with adaptive high beams, an informative 8.0-inch driver display, a heated steering wheel, sunroof, powered heated/vented front seats (with memory setting for the driver), a wireless charger, head-up display, keyless entry/start, powered steering column (including retraction for easier access), active noise-control tech, rear privacy glass with sunshades, a powered boot lid with kick sensor, semi-aniline leather with a choice of walnut trims, tri-zone climate control, powered/reclining/heated outboard rear seats with centre armrest climate and audio controls, 18-inch alloys and performance (but not adaptive, crucially) dampers. More on that later.

All Lexus models also include an ‘Encore’ aftersales subscription program offering myriad offers and services including 'free' car rental.

Everything but the cliché sink, then, but is the 300h SL actually good value for money?

No rival can match the Lexus’ mix of sheer size, hybrid efficiency, spec generosity and aftersales support.

But around that $80K mark, the cheaper yet roomier Skoda Superb and smaller Volvo S60/V60 and VW Arteon 206TSI all feature all-wheel drive, as do the classy Audi A4/A5 quattros, while the rear-drive-biased BMW 3/4 Series, Genesis G70 and Alfa Romeo Giulia are far more focused on character and athleticism. Serious competition all.

And, as we found out, none can be mistaken for a Camry. Image is important at this level.

All grades of the 3008 are powered by the same mild-hybrid setup, featuring a 1.2-litre three-cylinder turbo-petrol engine that's paired with a small electric motor and a 48-volt battery. Power is sent through a six-speed dual-clutch transmission, with the system delivering combined outputs of 100kW of power and 230Nm of torque.

Performance is modest, with a 0-100km/h sprint time taking 10.2 seconds. It’s perfectly adequate for everyday driving around town and in traffic, but the lack of urgency becomes more noticeable when overtaking at highway speeds. Still, the hybrid system offers smoother low-speed acceleration and improved efficiency over the outgoing petrol-only model.

Doing duty in a cornucopia of Toyota products, the ES 300h’s A25A-FXS engine remains the same as the pre-facelift model, meaning it is a 2487cc (2.5-litre), double overhead cam, 16-valve Atkinson Cycle in-line four-cylinder petrol unit with variable valve timing.

In this application, it makes 131kW of power at 5700rpm and 221Nm of torque between 3600rpm and 5200rpm, and sends that through to the front wheels via an e-Continuously Variable Transmission (CVT) with a sequential shift facility offering artificially stepped 'ratios' for a more-conventional automatic transmission sensation.

A series/parallel full hybrid system, the engine is backed up by a permanent magnet synchronous electric motor, delivering 88kW and 202Nm, and is fed by a tiny 1.6kWh Nickel-metal hydride battery pack.

With only a couple of kilometres of pure-EV driving availability, and only under light throttle or when coasting along, the latter is recharged via the petrol engine as well as recaptured energy from the regenerative braking system. Combined power output is 160kW. No combined torque maximum is stated.

With an impressive power-to-weight ratio of 92kW/tonne, the 1740kg 300h needs 8.9 seconds to reach 100km/h, and maxes out at 180km/h.

To handle all that movement and mass, the steering is an electrically powered rack and pinion set-up, the front suspension consists of MacPherson-style struts and the rear suspension is made up of a multi-link arrangement.

The new mild-hybrid powertrain brings a solid improvement to efficiency, with an official combined fuel consumption of 4.9L/100km. Paired with a 55-litre fuel tank, that delivers a theoretical driving range of up to 1122km, which is an impressive figure for a mid-size SUV.

Over the past week, I’ve done a mix of longer highway drives, urban errands and the usual big grocery hauls. My real-world average came in at 6.1L/100km, which is still a strong result for this segment.

The system also features regenerative braking, which while not customisable, is noticeable in everyday driving. It kicks in strongly enough to give the sensation of heavy braking at times, particularly in city traffic and it reminds you that it's working behind the scenes to recover energy.

Rated as Euro 6, the ES 300h requires a minimum brew of 95 RON premium unleaded petrol.

But that’s where the bad news stops, because over 626km of all sorts of driving in hot weather with the tri-zone climate control in full workout mode, we averaged an extremely commendable 5.6 litres per 100km. Well done, Lexus.

That’s against the official combined average of 4.8L/100km, which equates to just 109 grams per kilometre of carbon dioxide emissions. Not bad.

With the 50L tank brimmed, expect a real-world range of about 890km – or 1041km using the official average fuel consumption figure.

Either way, the 300h is mighty frugal for a 5.0-metre long and 1.8-tonne luxury machine. But cab and hire companies already knew that from their Camry hybrids, right?

The 3008 has been genuinely enjoyable to drive. It’s easy to handle, with responsive steering and a stable, confident feel at higher speeds. The transmission generally keeps the powertrain in the right gear, only occasionally over-revving during open-road driving.

Power delivery is prompt enough for stop-start traffic and quick city lane changes. That said, there's a noticeable dip in performance when overtaking on the highway and it’s a clear reminder that this isn’t a high-output powertrain.

Visibility is generally good, though the narrow rear window can limit your view, especially when passengers or a child seat are in the back. Still, the pillars didn’t obstruct my view from the driver’s seat.

The suspension is on the firmer side, so you will feel the larger bumps, but it strikes a decent balance for everyday driving.

There’s a bit of body roll when cornering, which prevents it from feeling as sporty as its coupe-inspired design might suggest.

Parking is a breeze thanks to the clear 360-degree camera system, ample sensors and a tight 10.64m turning circle. My only gripe is that the rear camera points slightly downward, which can make the view feel narrower than expected.

In the right conditions, the ES 300h is a big, squishy, comfy drive. At low speeds, for instance, thanks to an airtight cabin that does a great job isolating its pampered occupants from the outside world.

You cannot hear the car on start-up because the electric motor whirrs this Lexus off the line instantly, silently and effortlessly. And aided by all the surround-view cameras, the steering is light and direct enough to make parking a breeze. Automotive Valium to soothe your weary head after a long day.

Likewise, get the ES out on a smooth motorway and that relaxed feeling remains, with the 300h being right at home as it lopes along quietly and steadily. Cocooned in sumptuous leather and walnut, the adaptive cruise control gently rolling with the ebb and flow of traffic, it’s easy to zone out in here.

Find an empty stretch of road and you might also be impressed at how instantaneous the 300h’s throttle response is, leaping into action and piling on the speed without even breaking a sweat. This thing ain't slow!

Likewise, if you must hurry through a tight set of corners, the Lexus will remain composed and in control, without skipping a beat. Even the brakes seem well tuned and nicely modulated – something that many electrified vehicles struggle to achieve. It’s all so nice and easy.

So, what’s the catch?

First of all, while hushed when pussyfooting around, the illusion of posh sophistication is shattered once the accelerator pedal is prodded down hard, with the accompanying engine noise seeming incongruous.

Perhaps it’s because we’ve been lulled into an electric peace, but once the revs are up, no amount of sound-deadening will quell the mechanical roar.

And it's that same Camry hybrid symphony you've probably heard hundreds of times before, in the back of a taxi hurrying to the airport.

Except in the Lexus, it's far-more muffled. Like you're wearing headphones. 

Then there’s the question of bonding. While the ES 300h will do what’s asked of it capably and without complaint, there is nothing to connect car with driver.

By this, we mean that the steering is remote and feels numb at all times, with little to no feedback. Enthusiasts will search for the short way home. This is the anti-Alfa Giulia - technically a rival.

Most people will not care about that, but on the Sport Luxury’s 18-inch wheel and 235/45R18 tyre package – while modest by today’s standards – the ride quality is less than ideal on anything but smooth roads.

The ES can easily cope with small-frequency surface irritations, but seems to lack sufficient suppleness dealing with larger bumps and pot holes.

There’s an underlying and often unyielding firmness that undermines this car’s luxury aspirations. We’d dial back the taut handling for more cushiness if we could. Or fit a decent set of adaptive dampers.

Plus, the Dunlop Sport Maxx tyres aren’t as quiet as we’d expect on some of our coarser bitumen surfaces.

Comfy on smooth roads, fast when you need it to be, fit enough to go exactly where you point it to without losing composure, and wonderfully economical even when driven like it’s been stolen, the 300h has much to offer from a driving point of view.

But you won’t be aching to drive it just for fun’s sake. And you’ll quickly learn which roads are less than perfect in your neck of the woods.

Tested in 2018 under a less-strict regime, the ES delivers a maximum five-star ANCAP crash-test rating result. Back then, it scored especially strongly in Adult, Child and Vulnerable Road User categories, and quite well for Safety Assist tech.

There are 10 airbags in total (offering dual frontal, side chest, side head and front-occupant knee protection). The AEB system works between 10km/h and 180km/h, while the lane-tracing, lane-keep and emergency steering assist systems are operational from 50km/h to 200km/h.

Other driver-assist tech includes rear cross-traffic alert, blind-spot monitoring, adaptive cruise control with full stop/go and road-sign recognition and 'Intersection Assist' with 'Turning Assist'. The latter warns and brakes the car if the driver attempts to turn into oncoming traffic.

These are backed up by adaptive LED headlights with auto high beams, 360-degree view cameras, tyre pressure monitors and 'Lexus Connected Services' that can notify emergency services in an accident and track a stolen ES. An alarm with intrusion sensor is also fitted.

You’ll also find anti-lock brakes with brake-assist and electronic brake-force distribution, stability and traction control systems, three rear-seat child-seat tether anchorages and two ISOFIX latches, fitted to the outboard positions of the back bench.

The 3008 comes with a five-year/unlimited-kilometre warranty, which is okay but now feels a bit basic, especially when rivals like Nissan offer up to 10 years of coverage (under specific servicing conditions).

Peugeot also provides a five-year capped-price servicing plan, or you can opt to pre-purchase servicing for three, four or five years. The five-year pre-paid plan comes in at $1890, which works out to be more affordable than sticking with the capped-price option.

Servicing intervals are every 12 months or 25,000km, whichever comes first. That’s quite generous, particularly if you rack up a lot of kilometres annually.

Here is where Lexus really excels nowadays.

Since the beginning of 2021, it caught up with most other manufacturers by offering a five-year, unlimited kilometre warranty with roadside assistance – up from four-years and 100,000km previously. Free towing and loan vehicles are provided for that period, too.

Service intervals are at 12 months or 15,000km, whichever comes first.

The ES offers three years and 45,000km of capped-price servicing, with each one costing $495 – as well as a free loan vehicle and car wash.

Plus, there’s also Lexus’ ‘Encore’ aftersales subscription program offering myriad offers and services.