Jeep Wrangler vs Peugeot E-3008

What's the difference?

The changes to this updated Jeep Wrangler are small but meaningful. The inclusion of airbags, the updated media screen, and a feisty engine which suits the plucky nature of this off-roader make it a better Wrangler than ever.  

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

The E-3008 is heading into an increasingly competitive mid-size EV SUV segment and the Peugeot brings design flair, impressive practicality and outstanding efficiency to the table. Safety and dynamic performance are good but not class-leading, while the ownership package is likely to be competitive. Price is almost always a high-ranking factor on a new-car purchase priority list and here it's critical. This car has a lot to offer but if buyers are to be tempted away from better known brands the ask will have to be on the money.

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

The Jeep Wrangler looks like a cartoon of a four-wheel drive, that’s how familiar and well-known the design is. It’s almost generic, like the word Jeep.

You could say the design is iconic, given that the roots of this SUV stretch back to the little Willys off-roader built for the US army in World War II. And to this day the slotted grille, pronounced wheel guards, short and upright windscreen, even the removable doors are still with us in this latest incarnation.

That’s why each generation of the Wrangler only sees very subtle tweaks to famous shape and look, in much the same way a Porsche 911’s design changes at the rate of dripping water reshaping a rock.

Changing the styling completely would destroy the look which connects the Wrangler to its past and the nostalgic appeal would be over. 

So, this update sees more than subtle styling changes in the form of a tweak to the grille with the addition of a metallic-look trim around each of the slots while the mesh insert now has larger openings.   

Along with this there’s a new front bumper. The Wranglers we tested had the optional heavy duty steel front bumpers.

There’s also some interior changes in the form of a new dashboard trim, horizontal air vents and then there’s the 12.3-inch media display which goes a long way to making the cabin look more modern.

Still, the interior is busy with buttons and switches in a design that seems to mix the look of heavy machinery controls with a prestige car. The Nappa leather of the Rubicon grade lifts the quality feel higher.

All Wrangler interiors also have an internal roll-over cage which covers the entire cabin, for the fixed metal roof and removable roof body style which are standard on the Overland and Rubicon.

Only the Rubicon is offered in a two-door and a four-door, while the Overland and Sport S are four-door only.

The Rubicon two-door looks cute and fun to my eyes, while the four-door versions look a bit more serious and beefy, but both definitely still give off tough and adventurous vibes.

The wheelbase difference between the two is as giant as it looks. The Rubicon two-door’s wheelbase is 2459mm while the four-door Rubicon’s, along with the Sport S and Overland, is 3008mm.

The Wrangler ranges in length from 4334mm for the Rubicon two-door to 4882mm for the four-door Wranglers. Width is the same for all Wranglers at 1894mm and the height ranges from 1879mm in the Rubicon two-door to 1901mm in the four-door versions.

The E-3008 is a high-waisted, fastback-style SUV with the turret sloping dramatically behind the top of the C-pillar. It boasts an impressively slippery 0.28 drag coefficient.

There are sharp character lines on the bonnet, around the grille and down the car's flanks, while the tail tapers in from the sides towards a narrow hard deck at the base of the rear screen.

What Peugeot describes as a 'floating' spoiler sits at the rear of the roof and the 'Sofia' 20-inch wheel design on the GT grade we drove at the launch looks amazing. The Allure's 19-inch 'Lulea' rim is similarly graphic.

Interesting detail is the flush closures around the side windows with thin panels dropping in to fill the gap between the glass and sheet metal. Neat and aero-efficient.

And the interior is just as arresting with the big 21-inch screen covering almost half the dashtop and the small (but not tiny) flat top and bottom steering wheel affording a clear view to it.

The two-tier dash is divided by a cross-hatched illuminated section that carries into the front doors. My advice is to tone the brightness down at night because the disco-style reflections can be disconcerting.

It feels open in the front with plenty of breathing space thanks to the dash's broad lower level, trimmed in a fabric-based but suitably tough material. Peugeot says the aim is "living room ambience" and if the words angular and cozy can live together they describe the overall look with genuine aluminium trim pieces enhancing the contemporary, high-tech feel.

Always a subjective call but I reckon the E-3008 looks sleek inside and out.

When we review most SUVs practicality is scored on things like legroom, storage space and boot size. But in the case of a vehicle with removable doors and roof, and a cabin that has one-way drainage valves so you can hose the interior out, practicality takes on a different meaning.

The Wrangler’s practicality seems focussed on serving adventurous folks in search of a muddy off-road expedition and, so, while there is storage it’s mainly nets for door pockets, moulded wells on top of the dash, and smaller hidey holes to makes sure loose items don’t get flung around the cabin.

Given the roof can be removed there’s also a lockable glove box and centre console storage box.

When it comes to cabin space the Wrangler’s interior feels a bit cramped. The footwells up front don’t offer much space and headroom throughout is restricted by the roll cage which stretches from the front to the boot.

The four-door Wrangler has five seats and good legroom in the second row, even for me at 189cm tall. As mentioned above, headroom is limited in places because of the safety structure. Boot space behind those rear seats is 898 litres.

The two-door Rubicon has four seats. The back ones aren’t the most spacious and the boot behind them is almost too small to mention at 365L, Two pieces of carry-on luggage wouldn’t fit back there and we had to put our bags on the rear seats.

The rear tailgate for all Wranglers is side-hinged (opening left to right) and splits to allow just the window section or lower part to open separately.

For charging and powering devices all Wranglers have two USB ports up front (one -A and one -C) and four USB ports in the second row (two -A and two -C). There are also two 12V outlets on board (front and rear).  

There are two cupholders, seatback map nets and directional air vents for the second row.

The Wrangler sits high and climbing into the rear seats might be a challenge for smaller kids or even fully-grown humans, but there are chunky handholds at the pillars for extra help.

So, the Wrangler has excellent practicality, but this is geared more to its intended purpose of adventuring off-road rather than the city commute and school pick-up.

Measuring a fraction over 4.5m end-to-end, a little more than 1.9m wide and just over 1.6m tall the E-3008 sits squarely in the medium SUV category.

There's plenty of room up front thanks mainly to the low and broad dash design and there are plenty of storage options including large (trimmed) door bins with enough space for large bottles plus dual cupholders in the centre console.

The gearshift sits on the dash which frees up space for two huge storage boxes in the console; the first's lid opening laterally for ultra-easy access and the second (cooled) compartment between the seats topped with a longitudinally divided lid/armrest.

Add a generous wireless charging pad and an oddments tray on the driver's side near the door and it's hard to complain about places to put stuff.

Moving to the back, despite the E-3008's swoopy roofline, at 183cm tall I enjoyed ample head and legroom sitting behind the front seat set to my position, and getting in and out is easy thanks to wide-opening doors sitting in large apertures.

Again, storage is generous. There are decent door bins (not trimmed this time) with room for bottles, plus netted map pockets and a fold-down centre armrest with two cupholders and a slim tray built-in. Adjustable air vents are welcome, as is the oddments tray underneath them.

Connectivity and power runs to two USB-C sockets and a 12V outlet in the front, the same options in the back and a third 12-volt jack in the boot.

Speaking of which, the E-3008 delivers the same 520 litres (VDA) of boot space (to the parcel shelf with all seats up) as its predecessor, extending to 1480 litres with the 40/20/40 split rear seat folded.

There are four tie-down anchors, multiple bag hooks and the boot floor can be lowered to accommodate taller loads, which is nice. But that functionality comes partly because there's no spare wheel, which isn't nice.

Single-motor variants are rated to tow a 1250kg braked trailer (1350kg for the dual motor).

Given the car's Australian launch is still some way off it's no surprise local pricing and specification is yet to be confirmed. But we can make some assumptions based on available trim levels and projected production scheduling.

The E-3008 is offered globally in entry-level Allure and top-spec GT grades with a choice of three powertrains - single-motor standard range, single-motor long range and dual-motor all-wheel drive.

That said, the single-motor standard range set-up will be the only configuration available until production of long-range and dual-motor versions begins in 2025.

So, initially we can expect the E-3008 Allure to include the latest version of Peugeot's 'i-Cockpit' dash layout and multimedia system featuring a single-piece, curved and swipe-able 21-inch panoramic screen combining media, instrumentation and vehicle control displays (as well as 'OK Peugeot' voice recognition). It's optional on the Allure in France but a safe bet as standard here.

Then you can add auto LED headlights, cloth and synthetic leather trim, keyless entry and start, an HD reversing camera (with rear parking sensors), six-speaker audio (with digital radio), dual-zone climate control, 19-inch alloys and the 'i -Connect' system, including wireless Android Auto and Apple CarPlay.

Step up to the GT and you're rolling on 20-inch rims, while you also pick up two-tone paint, pixel LED headlights, front parking sensors, an auto tailgate, Alcantara trim (genuine leather is an option in France), customisable ambient interior lighting, Focal 10-speaker premium audio (with 12-channel 690W amp), heated front seats and steering wheel, a head-up display and an induction smartphone charger. Also likely is the 'VisioPark 360' system (incorporating four cameras and 12 sensors).

As mentioned, Australian range and pricing are yet to be finalised but in the notoriously pricy UK market cost-of-entry for the E-3008 Allure is around £46,000 ($89,000 on a straight currency swap) with a roughly €45,000 ($75,000) starting price in France.

To be competitive locally we'd argue the E-3008 Allure will need to be under $70,000, putting it in the same ballpark as the Hyundai Ioniq 5 (2WD 125kW - $65,000) and Ioniq 6 (2WD 111kW - $65,500), Kia Niro EV (S Electric FWD - $66,590), Renault Megane E-Tech ($64,990), Tesla Model Y (RWD Single Motor - $65,400) and Volvo EX30 (Single Motor Extended Ultra - $64,990).

Worth noting that Hybrid and Plug-In Hybrid versions of the new 3008 will follow this pure EV, with timing and local availability yet to be confirmed.

One of the biggest changes Jeep could make to the Wrangler without causing complete mayhem for fans is to the engine and even then there will be folks who don’t like what they’re about to read.

Deep breaths, okay? Right, so, in this update the V6 petrol engine has been replaced by a 2.0-litre turbo-petrol four-cylinder. 

At 200kW the new four-cylinder makes a smidge less power than the V6 but more torque at 400Nm. An eight-speed automatic transmission shifts gears and sends the drive to all four wheels.

If you’re a Wrangler fan you’ll most likely know about this engine swap, but you’re wondering how this four-cylinder feels.

The answer is, really good. Jeep has got it right. It’s a torquey, responsive engine that feels energetic and suits the Wrangler's personality well.

In the short time I’ve spent on and off the road I’m convinced this turbo-four will be a good companion wherever you decide to go.

And go pretty much anywhere you can, with all Wranglers being ridiculously capable off-road thanks to their ladder frame chassis, high- and low-range gears, outstanding ground clearance (233mm-257mm, depending on variant ), excellent approach angle (41.4 to 44 degrees, depending on variant) and a departure angle to match (37 degrees for the both Rubicons; 36.1 for the Sport S and Overland).  

The Rubicon comes standard with Jeep’s 'Rock-Trac' on-demand four-wheel drive system and this update adds a full float rear axle. Sport S and Overland grades have Jeep’s 'Selec-Trac Active' on-demand 4WD set-up.

Single-motor standard-range versions of the E-3008 are powered by a 157kW/345Nm permanent magnet synchronous unit, while the AWD dual motor keeps the front set up and adds a 83kW/166Nm motor at the rear.

The motors are produced by the Stellantis-Nidec joint venture in Tremery, France and the single-speed transmission is also manufactured in France by Stellantis in Valenciennes.

A 400V high-voltage lithium-ion battery, with a NMC (Nickel, Manganese and Cobalt) chemical composition is located under the floor.

The new turbo-petrol, four-cylinder means better fuel economy than the V6 it replaces. We have yet to test Jeep’s claims that after a combination of open and urban roads the four cylinder uses 9.2L/100km in the sport S and Overland grades and 9.9L/100km in the Rubicon.

In comparison, Jeep says the previous V6 uses 10.1L/100km in the Rubicon and 9.9L/100km in the Overland. Our own testing saw consumption closer to 13L/100km.

We’ll have the new Wrangler in our garage soon and we’ll be able to put the fuel consumption claims to a real world test.

In terms of range, the two-door Rubicon has a 61-litre fuel tank and in theory a range of up to 680km. The Sport S and Overland have an 81-litre tank and can get up to 880km, while the four-door Rubicon’s 81-litre tank should manage 830km.

Of course if you’re off-roading you’ll use more fuel and the range will drop accordingly.

The 157kW single-motor standard-range version packs a 73kWh lithium ion battery for a claimed (WLTP) range of 525km.

The 171kW single-motor long-range car swaps in a 98kWh battery for a whopping 700km range. And the 239kW dual-motor AWD model reverts to the 73kWh battery/525km range spec.

AC charging capacity is a choice of 11kW and 22kW (with the former likely for our market) and up to 160kW for DC, delivering a 20-80 per cent charge in 30 minutes. The charging plug is Type 2 for AC and CCS Combo2 for DC.

V2L (vehicle to load) capability is a significant E-3008 feature, the car's 400-volt architecture allowing its battery to power large electrical devices.

Claimed (WLTP) energy consumption for the single-motor standard-range car is 16.7kWh/100km for the Allure grade and 17.4kWh/100km for the GT.

Over a roughly 110km launch drive taking in some urban stop-start, highway running, B-roads and twisty mountain sections we recorded 16.1kWh/100km which is a pretty solid result for a close to 2.2-tonne mid-size SUV.

Every one of the Jeep launches I’ve attended over the past 15 years has involved a pretty decent off-road component and it’s clear the company has a lot of faith in its product.

This Wrangler launch’s off-road test had been scaled back due to days of flooding rain beforehand, but the section that was passable was enough to remind us of what we already know and that is the Wrangler is formidable.

A Queensland bush off-road course full of steep, muddy hills, ruts, rocks, dirt and slippery descents was still all there for us to test the Wrangler Rubicon four-door.

Fun and comfortable are the first words that pop into my head when recalling how the Rubicon fares. This is a super-capable beastie that feels planted, secure and adept at all times.

We tested low- and high-range four-wheel drive, locked the rear differential and let the hill descent mode do its thing and get us down the sides of hills that felt so close to vertical all we could see through the windscreen was the ground.

What's also clear is the new turbo-petrol, four-cylinder feels well suited to the job, with plenty of torque along with a feisty and responsive nature that fits the Wrangler better than the old V6.

There was also plenty of time spent on the road in the four-door Rubicon and its smaller two-door sibling. And was here it was also super clear the Wrangler felt like we’d taken it out of its natural habitat.

At 110km/h on the motorway the two door Rubicon feels light and floaty in its suspension, with steering adjustments having to be made constantly, like actors pretending to drive cars in movies, as the Wrangler wanders around in its lane. The Wrangler wander is a known trait and isn’t specific to this updated car. 

And even though our launch drive took us on some great winding country roads which would have been perfect for a Mazda MX-5, the Wranglers found the fast tight turns difficult to handle.

I’m sure I heard a sigh of relief from our Rubicon as we pulled off the road and selected low-range four-wheel drive before bouncing up what looked to be a sheer cliff, with ease.  

Of course, our Adventure Expert Marcus 'Crafty' Craft will put the Wrangler though its paces once we have one in the CarsGuide garage.

The international launch drive focused exclusively on the single-motor, standard-range E-3008, in GT spec, and the program covered high-speed tollways, bumpy back roads, snaking mountain passes and coastal curves in the south of France.

Peugeot claims 0-100km/h in 8.8 seconds for the E-3008 in this configuration, which is pretty sharp on paper. But in reality performance is reasonable. Never slow, but pinning the accelerator doesn't bring the surging thrust of some of this car's potential competitors. That's partly because it tips the scales at a sturdy 2183kg.

There are three drive modes in single-motor models. 'Normal' is the default with power and torque slightly reduced when the accelerator is pressed between 0-70 per cent. Above 70 per cent and you have full power and torque. 'Eco' limits outputs while reducing heating and air con outputs and 'Sport' dials up the steering and accelerator settings.

Despite the drive battery being mounted under the floor for a low centre-of-gravity you can feel that substantial mass in the corners. It's far from ponderous but weight transfer as the car turns in is noticeable. Steering feel is okay rather than great. Even in Sport it's nicely weighted and quick but road feel is modest.

Suspension is strut front, multi-link rear and the GT's standard 20-inch rubber is 235/50 Michelin ePrimacy. On imperfect secondary roads (close to Aussie-spec in their ordinariness) bumps and thumps, especially high-frequency ripples, make their presence felt but not to an extreme degree.

On better surfaces the car is quiet and refined, even in the context of an EV, and the three-stage ('Low', 'Medium', 'High') regenerative braking set-up works well. The two higher levels automatically activate the brake lights and High will slow the car to 5.0-7.0km/h, so no single-pedal driving.

The physical brakes need to be greased in carefully, though, as they can grab a little if you press the pedal too sharply.

A 10.6m turning circle means tight, slow-speed parking manoeuvres are relatively easy to manage, with the GT's 360-degree overhead view and all-around sensors also a big help.

In terms of general observations, the highly-specified Focal audio system sounds good but not exceptional to our lo-fi ears, the dash layout not only looks amazing but works well from an ergonomic point-of-view (only snag is the media 'Home' button obscured by the steering wheel) and the front seats are supportive yet comfortable.

Last but not least the overspeed warning defaults to on every time the car is restarted. Peugeot isn't alone here (hello Hyundai and Kia) and we're told the cause is legislative requirements in multiple markets. Three clicks are required to turn off the warning chime and flashing display off.

Standard active (crash-avoidance) safety tech includes adaptive cruise control (with 'Stop & Go' function), lane keeping assist, lane-change assist, blind-spot monitoring (long-range up to 75 metres), traffic sign recognition, AEB (with day or night pedestrian and cyclist detection from 7.0-140km/h), active lane departure warning (with lane departure correction), 'Driver Attention Alert', 'Hill Descent Control' and 'Advanced Traction Control' (with 'snow', 'mud' and 'sand' modes). No sign of rear cross-traffic alert or rear AEB at this stage.

If a crash is unavoidable there are six airbags onboard - driver and passenger front, front side (thorax and pelvis) and side curtain (head and thorax). No front centre or knee airbags.

Expect three top tethers for child car seats across the rear row, with ISOFIX anchors on the two outer positions.

The Wrangler is covered by Jeep's five-year/100,000km warranty, which is off the mainstream market standard of five years/unlimited km.

Service intervals are recommended every 12 months and 12,000km and service prices are capped at $399. Jeep also offers lifetime roadside assistance if you service your Wrangler though Jeep. 

The E-3008 will be covered by Peugeot Automobiles Australia's five-year, unlimited kilometre warranty with the lithium ion drive battery covered for eight years/160,000km.

Although not confirmed at this stage, expect the service interval to be 12 months or 24,000km (as per the E-2008), and pricing to sit in the region of $1750 over five years ($350 annually). A cheaper (three- or five-year) pre-paid option is a near certainty.