PEUGEOT 408 (2026) REVIEW: FACELIFTED HYBRID MODELS TESTED

►Updated Peugeot 408 driven

►Revised PHEV and new looks

►Still not as sporty as it appears

Back in 2023 Peugeot launched the 408, a high-riding coupe-SUV, a body style very much in vogue at that time. Yet despite its mostly positive reception across the board, it wasn’t exactly a roaring success. But there were no shortage of rivals: the Toyota C-HR continued hoovering up sales, while the Citroen C4 and discontinued (not very good) Renault Arkana offered alternative takes to plug the gap between genres.

You might even be wondering if you’ve ever seen a 408, so let’s place it: it sits somewhere between the 308 hatchback and 5008 seven-seater. Its striking design is hard to miss, and I shudder at the thought that it’s been (wrongly) referred to as a baby Urus.

Now, in 2026, a mid-life refresh is on the cards so we went to France to see if it can win over buyers this time round. If you’re wondering how we reached our verdict, head over to the how we test cars page to see why you can trust us. Otherwise, carry on down to see how it got on.

Should you buy a Peugeot 408? If you prefer to take a car by the scruff of the neck, even if only on occasion, walk away. If you’re after a more relaxed, yet unconventional take on the family car, then this comfortable, spacious and strikingly styled SUV-coupe is worth a look.

At a glance

Pros: Comfortable and spacious, premium-feeling, smooth and quiet at low revs…

Cons: Noisy and grumbly at higher revs, iffy infotainment

What’s new?

So, what’s this refresh all about? Well, out go the distinctive Peugeot ‘sabretooth’ fangs and in with the new three-claw DRLs, a chunkier rear and a softer face to match the 308. And it wouldn’t be 2026 without backlit badging and a massive Peugeot wordmark across the boot. There’s a new standard paint colour too – Flare Green Metallic – that’s much brighter in the sun than in pictures, while the hybrids get new 19-inch wheels.

Inside things are largely the same, though there a few tweaks. The 10.0-inch touchscreen and instrument cluster get updated graphics, and there are new fabrics including Alcantara with leather-effect trim on the top-spec GT Premium models. The cabin felt smart before and the new materials add a handsome bit of perceived quality.

As before, there’s a choice of hybrid, plug-in hybrid or the fully electric e-408 powertrains. But aside from the visuals, the plug-in hybrid powertrain gets a healthy upgrade, gaining more power and an improved electric-only range, while the rest of the line-up have broadly carried over unchanged.

What are the specs?

We’ll start with the self-charging hybrid. Called the Hybrid 145, this pairs a 1.2-litre three-cylinder petrol engine with a 21kW e-motor built into the six-speed dual-clutch automatic transmission, producing 143bhp and 170lb ft of torque. That’ll get it from 0-62mph in 9.4 seconds. Peugeot says it can drive in electric mode 50 per cent of the time, to deliver 56.5mpg WLTP. Or a single kilometre of emission-free driving at low speeds.

The Plug-in Hybrid 240 is where the changes are. This gets a 1.6-litre four-cylinder petrol engine paired with a 92kW electric motor via seven-speed dual-clutch auto. The combined output stands at 237bhp and 266lb ft, cutting the 0-62mph time to 7.5 seconds.  Better yet, electric-only driving range goes up from 40 to 53 miles WLTP for the facelift, thanks to a 14.6kWh lithium-ion battery. A full charge takes two hours and five minutes via a 7.4kW wall box.

How does it drive?

One of the sportier traits comes from the directness of the steering, helped by the dinky i-Cockpit wheel. At low speeds, though, it can feel a little too light, occasionally leaving you guessing what the front wheels are doing. Up the speed and reassuringly the steering weights up. The brakes are firm and predictable for the most part, although the PHEV has a touch of unwanted sponginess at the top of the pedal. Even so, responses are suitably synced-up to your inputs, so regardless of the lack of feel, it’s easy enough to settle into its rhythms.

The 408 can’t pivot with the agility to disguise its generous dimensions, though. Hit a bend sharply and the body leans into corners, but it grips well. Weight transfer is more noticeable in the heavier PHEV, as is a slightly rougher ride, but it’s never sloppy in corners or harsh on rougher surfaces. Body control is most polished when carving long sweeps of tarmac where the 408 feels confidently tied down for a car this size.

The powertrain can’t deliver on this relatively sporty promise. It’s configured for comfort and a gentler approach. Hushed progress is made at low revs but demand a turn of pace and noise soars along with the revs. The additional power of the PHEV helps it get a shift on, but that’s after a full ‘Mississippi’ while the gearbox kicks down a couple of gears and the ICE wakes up to follow orders. There’s not much reward after giving it a kicking. Just get it up to speed smoothly, ride along on lower end of the rev counter and it’s a placid cruiser.

What about the interior?

The cabin still holds up as stylish and premium-feeling. It’s a busy space, with masses of different shapes and angles every which way you look, echoing the exterior. But it works. The small yet chunky flat-bottomed steering wheel twirls easily, and the buttons are large and intuitive.

The layout is driver centric with the slim 10.0-inch central touchscreen and i-Toggle bar angled towards you. The switches are built around the driver for functionality rather than a satisfying symmetry. The graphics have been updated, but the system is still slower to respond than it should be, and can’t have much time left before it feels completely outdated.

That i-Toggle bar is handy. It’s configurable like smartphone shortcuts for anything from Apple CarPlay and Android Auto to the heated steering wheel and climate controls. Amusingly (and nonsensically) every one of the five shortcuts can be configured to be the exact same thing. Below that sits a row of satisfyingly damped physical switches for key controls such as demisting, and there’s even a volume knob.

It’s a comfortable place to sit, with substantially stocky seats all round, and lofty passenger needn’t worry in the back row, even with the panoramic roof fitted. Soft-touch materials including Alcantara and leather effect trim break up the plastics nicely.

Our GT Premium test car was equipped with heated, massaging four-way electrically adjustable seats, with one massage named Cat Paw – though I reckon my real-life cat would have more shove.

Deep door pockets hold big bottles and there’s a roomy storage cubby in the centre armrest. The only trimming that lets it down is the silver-grey plastic around the gear and drive mode selector. Still, at least it isn’t the scratch-magnet that is shiny black plastic, so this should hold up.

Open the rear hatch and there’s a large, flat loading area offering up to 536 litres of space, which drops to 471 litres in the plug-in hybrid. The seats split 60/40 and include a ski hatch, and with the seats down, in the boot space expands to as much as 1,611 litres. Tall loads might need a rethink with that sloping roofline, though.

Before you buy

The facelifted 408 line-up starts at £31,995 for the Hybrid 145 and £38,495 for the plug-in Hybrid 240. Both cost more than the e-408 right now, but that is in part helped by the government electric car grant.

There are three trim levels: Allure, GT and GT Premium. Standard kit includes 19-inch wheels, LED headlights, adaptive cruise control with stop & go, four USB-C ports and a stingy 3.7kW onboard charger for the PHEV.

Moving up the ladder to GT for £2,500 and you get acoustically laminated front windows, the new illuminated grille and badge, scrolling indicators, nicer seat fabrics with green stitching, power tailgate and some useful front parking sensors.

Step up once more by £2,300 for the hybrid or £2,900 for the plug-in and GT Premium and it starts to feel more complete. You get 20-inch alloys, and a more like it 7.4kW on-board charger for the PHEV. Plus heated steering wheel, heated and massaging seats, a Focal premium hi-fi system, wireless smartphone charger (a £600 slap in the chops pre-facelift), a super sharp 360-degree parking camera and a few more driver assists.

The Renault Rafale is almost identically priced and claims it’s more dynamic than other SUVs in this class, but we weren’t convinced. While similarly spacious and practical, it has a grumbly engine when pushed, though steers nicely. It does, however, have a far better infotainment system.

Verdict

If a conventional SUV shape isn’t for you, then the 408 offers all sorts of styling cues from a range of body styles and makes it work as a distinctive, moderately high-riding alternative.

It’s definitely not as sporty as the looks might suggest, let down by powertrains that much prefer a gentler touch. Steering and grip are amusing but not enough for a keen driver. If you driving thrills, look elsewhere. A lightly used BMW X3, for instance.

Instead, take the 408 as a contented way to travel. Comfortable, spacious and practical enough for family duties and quiet when not under duress. The cabin is as geometric and striking as the outside, backed by premium materials and a well-screwed together finish.

Specs below for Peugeot 408 Plug-In Hybrid 240

2026-05-05T23:11:14Z