Peugeot 408 vs Mazda Cx-6E

What's the difference?

The Peugeot 408 GT Hybrid delivers heaps of standard equipment and safety tech for what is now a much more competitive price. It’s also super fuel-efficient, which is right for these turbulent times, offers thoughtful practicality and the wagon-fastback-crossover-SUV look is striking. The price paid for miserly economy is a peaky small-engine powertrain and the ownership promise isn’t exactly class-leading. That said, it deserves consideration in its new, even more competitive under $60K mid-size SUV segment.

It might be the product of the brand's Chinese partnership, and in fact it might not even be a Mazda under the skin, but it definitely feels more like the Japanese brand than you might be expecting.

Does it feel quite enough like a Mazda? That's going to be up to you. But it certainly looks the part, inside and out.

Note: CarsGuide attended this event as a guest of the manufacturer with travel, accommodation and meals provided.

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

Peugeot Design Director Matthias Hossann has been guiding the brand’s look and feel since 2020 and the result is a recognisable approach across the range with enough flexibility to give each model its own personality.

Recurring themes include the dramatic, fan-like grille with body-colour elements, narrow angled LED daytime running lights (DRLs) slicing through the outer edges of the nose and sinister tapered headlights set into the front corners.

The rear end maintains the visual drama with a stacked, angular treatment sectioning off the ‘Claw Effect’ LED tail-lights (the Peugeot brand mark is a Lion), chamfered mid-section and chunky bumper.

And among what increasingly feels like a mass of same-same newcomers the 408’s sloping turret and high, wide haunches give the car a distinctively sporty fastback look.

The interior is classy and clean although the almost uniformly grey colour palette is unrelenting.

The two-tier dash adds visual interest and a combination of sweeping curves and clean, straight lines around the cabin lift the tone. Nappa leather trim with the ribbed seat centre panels using perforated hide also looks classy.

But then we come to the ‘iCockpit’ instrument display and steering wheel combination. It’s based on the idea that reducing the size of the steering wheel and lowering its position while flattening its top and raising the location of the instrument binnacle is a better solution than the traditional look-through-the-steering wheel approach.

It doesn’t work for everyone and it doesn’t work for me. As noted in previous Peugeot reviews, after more than a decade in existence various members of the CarsGuide editorial staff continue to struggle with the arrangement, while others love it. 

For me, the wheel feels too low, yet the top of it obscures the lower part of the instrument panel. While it may work well for others I see it as the answer to a question no one was asking.

Mazda's designer is rightly proud of what he's managed to achieve here, and says every panel, and everything you touch inside, is Japanese, not Chinese. 

The brand has inarguably made a very attractive SUV here. It’s sleek and modern feeling, but it has soul and character, too. Oh, and the brand insists the aerodynamic raised air curtain on the bonnet was done by Mazda first, and not the Ferrari Luce.

The black and swept-back roofline lends a sporty feel, too, while both the 19- and 21-inch alloy options suit the vibe.

But there is one view I’m not keen on, and that’s standing (or driving) directly behind it. Stay close to the car and you don’t really notice it, but take a few steps back — or follow behind one — and the rear end looks somehow blobby and out of proportion.

It's the one weak spot in an otherwise very good looking package.

The Mazda treatment has occurred in the cabin, too, and the touchpoints are suitably plush, though it is entirely lacking in tactile buttons or switches.

Pride of place instead is the massive screen, which is a whopping 26.4 inches. Honestly, though, only about half of that is of any real use. The passenger side has super limited functionality – it's limited to stuff like changing the theme of the screen or the radio station – and so it feels wasted and a bit pointless on that side of the cabin.

At close to 4.7m long, around 1.9m wide and a bit less than 1.5m tall with a 2790mm wheelbase, the 408 sits in the middle of the typical mid-size five-seater footprint.

Ample room in the front, although the lower section of the two-tier dash protrudes a fair way towards the driver and front passenger and the centre console is broad so it feels snug rather than airy.

Storage includes generous door bins with room for larger bottles, a lidded (and illuminated) bin between the seats that doubles as a centre armrest, two cupholders in the console with an oddments tray ahead of them and a decent glove box with an extra pocket built into the lid.

Switching to the rear, sitting behind the driver’s seat set for my 183cm position, there’s loads of leg- and headroom and enough width for three adults when required and more than enough for a trio of up to mid-teenage kids. Centre rear is less of a short-straw position, too, thanks to a relatively low and flat central tunnel.

The lack of a fold-down rear centre armrest is a miss mainly because it means there are no cupholders in the rear. But there are decent door bins with a space for smaller bottles, netted map pockets on the front seatbacks and a storage cubby at the back of the front centre console.

Speaking of which, individual air vents in the back of that console are a welcome addition.

 The boot is large for the class at 508 litres (VDA) with the rear seat upright and 1583 litres with the 60/40 split-folding backrest folded down. The power tailgate (with foot sensor and pedestrian detection) also makes life easier.

Other thoughtful touches include four load tie-down anchors, a netted pocket on the right-hand side, elasticised straps on the left-hand side, specific lighting and a pair of bag hooks.

Power and connectivity options include two USB-C sockets, a 12-volt outlet and a wireless phone charging pad in the front, another two USB-Cs in the back and a second 12V plug in the boot. So no problems with charging capacity for phones and other devices.

Maximum braked trailer towing capacity is a useful 1300kg (750kg unbraked) but we have to put a big black mark against provision of a repair/inflator kit rather than a physical spare. Not good enough for the Aussie market. 

At 4850mm long and 1620mm tall, the CX-6e is longer but lower than the CX-5. But I'm 175cm, and I had no problem getting comfortable in the backseat. The leg room is huge, and I didn't find the headroom an issue at all, with clear air above me, even with the swept back roofline.

That's probably the biggest practicality perk here, with the backseat properly cavernous in that way they often are in modern EVs. There are also air vents and temperature controls for backseat riders, as well as cupholders in the middle-seat pulldown divider.

At the boot, you'll find 363 litres of storage space measured to the parcel tray (so more if you stack to the ceiling), and a total 1434 litres should you fold the second row and load all the way to the ceiling.

What you won't find, though, is a spare tyre. If you get stuck, a puncture kit is your only hope.

Discounting temporary drive-away offers, the Mazda CX-6e range opens at $53,990 plus on-road costs for the GT, and then climbs to $56,990 for the flagship Azami. There’s not a huge gap between those numbers, and that’s because both cars share the same battery and engine, and a lot of the same equipment.

As I write, the cheapest Tesla Model Y (the big dog in the electric SUV fight) is $58,900, so you'd have to argue Mazda has the pricing right.

The GT opens with:

• 19-inch alloys
• LED lighting
• Panoramic glass roof
• Black Maztech trim
• Heated and ventilated front seats
• A massive 26.45-inch multimedia screen
• Head-up display
• Wireless Apple CarPlay and Android Auto
• 21-speaker stereo

Stepping up to the Azami gets you bigger 21-inch alloys and digital wing mirrors — the latter of which I don’t like.

If it was my money, you’d find me in a GT.

The Peugeot 408 Hybrid is powered by a 1.2-litre, turbo-petrol, three-cylinder engine producing 100kW at 5500rpm and 230Nm at 1750rpm.

This compact, all-alloy, direct-injection unit works in concert with a single 15.6kW/51Nm 48-volt electric motor integrated into the six-speed dual-clutch auto transmission and energised by a 0.9kWh lithium-ion battery.

Drive goes to the front wheels only and Peugeot claims a 0-100kmh sprint time of 9.4 seconds.

There’s a single motor at the rear axle, making 190kW and 290Nm. Not a huge torque figure, but I like the way that the power is delivered here. It doesn’t feel overly aggressive, but it doesn’t feel underpowered either.

The 408 Hybrid’s official fuel consumption figure for the combined (urban/extra-urban) cycle is 4.5L/100km, the 1.2L turbo triple emitting 102g/km of CO2 in the process.

And it’s important to point out those official (ADR 81/02) numbers for the 408’s consumption and emissions are better than any of the direct competitors we’ve called out in the ‘Price & Features’ section above. 

Over a week of mainly city and suburban running with some freeway sections thrown in, we recorded an on-test average of 6.0L/100km. Impressive for a mid-size crossover weighing in at a bit over 1.4 tonnes.

Brim the 52-litre tank with minimum 95 RON premium fuel (ethanol blends not recommended) and using our real-world figure you can expect a handy driving range in excess of 860km.

Delivering the range is a 78kWh LFP battery, producing a WLTP driving range of up to 484kms. The DC charge rate is capped at 194kW, which should take you from 10-80 per cent charged in 24 minutes. AC charging is up to 11kW, too.

Even with the assistance of an electric motor in the transmission and a turbo on the engine, a 1.2-litre, petrol three-cylinder powering a more than 1.4-tonne five-seat car is always going to be an interesting equation.

And in practice, although the small triple’s peak torque (230Nm) is available from just 1750rpm it lacks the smoothness of larger capacity mild- and full-hybrid combinations. Especially at slower speeds, the powertrain feels relatively edgy and agitated.

Outright acceleration is fine (claimed 0-100km/h acceleration is 9.4sec) with decent mid-range pulling power for confident overtaking or decisive lane changing (a 15.6kW/51Nm boost from the motor playing its part) and the dual-clutch auto is a more polished example of what can be a fractious device. 

But engineering and tuning for maximum fuel-efficiency has an impact on driveability. For example, we noticed the air-conditioning system’s output softened at standstill, which led to some mild window fogging in stop-start traffic on a particularly humid morning. Haven’t seen that for a while. 

The strut front, torsion beam rear suspension delivers a compliant ride and responsive handling in classic Peugeot fashion. The steering in particular points accurately and provides good road feel. 

We’ve covered the intricacies of the i-Cockpit instrument and steering wheel configuration in the Design section as its shortcomings (for me, anyway) are more ergonomic than dynamic.  

The car is relatively quiet, thanks in part to sound-dampening acoustic glass and the Michelin e.Primacy tyres (205/55) which also grip persistently if you decide to slice through your favourite set of corners. Push the engine harder and it’s revvy note and exhaust rasp will start to make their presence felt. 

Regenerative braking is helpful and the physical brakes (ventilated discs and the front and solid rotors at the rear) are nice and progressive.

The front seats are firmer than the Peugeot norm but remain comfy enough and they provide enough side support to keep you well located. 

Despite the swoopy fastback design, all-around vision is surprisingly good and an overall length under 4.7m, an acceptable 11.2m turning circle, a clear reversing camera and a 360-degree camera view make parking straightforward. 

It's not just outside and in the cabin where Mazda has worked its magic, it has done a whole bunch of stuff under the skin as well, retuning things like the steering, the suspension and the brakes, changing the tyre brand, and tweaking the damping to deliver a car that drives more like a Mazda than what you might of an electric Chinese SUV.

And it does feel more engaged from behind the wheel, but it also feels a little bit like Mazda has done the very best they can do with the package they've been given, rather than start from a clean sheet of paper.

There are some elements of the drive experience I'm not 100 per cent convinced by. One of them is a fairly busy ride, even on relatively smooth and straight roads, where it can feel a bit bouncy through the suspension. And another is the fact that it feels like it's been dialed up to 11 in places – the accelerator, for example, is super responsive, so even breathing on it can get that kind of surging feeling through the cabin, reminding you to be a little bit more gentle with your inputs.

Elsewhere, though, it is a composed and quiet package. We did a lot of driving through the city and then on flowing country roads, and it handled it all well. In fact, Melbourne is beset by potholes at the moment, and I actually targeted a few of them to see how it would handle them, and while the ride can feel busy in places, it does also soak up those really big road imperfections really well.

The two-tonne-plus kerb weight only really lets itself be known in super tight and twisty stuff. Otherwise, the CX-6e is happy just to flow along, a feeling helped by the not-stratospheric power outputs which suit the nature of this electric Mazda, too. 

If you were to blindfold me, I probably wouldn't immediately guess that I was driving a Mazda, but equally, I wouldn't say I was driving some new brand of Chinese SUV either. I think it straddles those two worlds, and it does it pretty well.

There’s no ANCAP rating yet, but Mazda is hopeful of five stars. It is waiting for EuroNCAP testing, but for now the CX-6e launches as an unrated vehicle.

I do like the fact that both models share the same safety package (I don't think you should have to spend more money to be safer), which means things like:

• Rear cross-traffic alert
• Auto emergency braking (AEB) with pedestrian and cyclist detection
• Seven airbags
• 360-degree camera and more

Not all of it feels particularly Mazda, though. The driver attention monitor, for example, gets more annoying the more time you spend with it (every time you yawn it will tell you to pull over, for example), and the over-speed warning chirps you every time you stray over the limit by even a kay or two.

Peugeot covers the 408 with a five-year/unlimited kilometre warranty, which is perilously close to sub-par in 2026 with an increasing number of brands at seven, eight and up to 10 years conditional. The battery warranty at eight years/160,000km matches the market.

Roadside assistance is included for five years, service is recommended every 12 months/15,000km and pre-paid servicing is offered across three-, four- or five-year plans, with the latter at $2070.

That’s a not insubstantial average of $414 per workshop visit, which Peugeot says will save you $893 compared to pay-as-you-go over the five years.

For reference, a Toyota RAV Hybrid service for any of the first five years is $260, although pricing steps up after that period.

Peugeot has a well established network of 31 dealers mainly covering major cities and key rural areas, primarily on the east coast. Currently, no presence in Tassie or the Northern Territory, while Perth and Adelaide are the only representation in WA and SA. 

The CX-6e is covered by Mazda’s five-year, unlimited-kilometre warranty, which is a little underwhelming by today’s standards. The battery is covered for eight years or 160,000kms.

Service intervals are 12 months or 20,000kms, and a capped-price servicing program will see you paying a total $1860 over the first five years of ownership.