Peugeot 5008 Review 2025

Peugeot's successfully hauled itself out of the doldrums with a succession of sharp-looking models that haven't been compromised when it comes to practicality. Typifying this trend thanks its attention-grabbing SUV styling and classy seven-seater cabin is under our scrutiny here — read our full Peugeot 5008 review to find out if its talents are more than skin-deep.

As part of a manufacturing group of no less than 15 brands, with all sorts of component-sharing going on between them, it's hard to differentiate your products. Ignoring the fancy-pants offerings of Maserati and the only sold outside of the UK, it's Peugeot which is consistently doing the best job of standing out from the massive Stellantis empire.

Just look at the latest Peugeot 5008. Yes, from the side it looks similar to the closely related Vauxhall Grandland and — by extension — the incoming Citroen e-C5 Aircross, but from the front? Oh là là! The way the grille blends into the bumper looks fantastic, in a way that just might make you forget all about how rubbish mid-to-late noughties models such as the Peugeot 207 were. 

Its surprise and delight mantra continues inside where there's a sharply styled, fabric-trimmed dashboard and a Y-shaped centre control that looks like it's been taken from Tony Stark's lounge. Meanwhile, Peugeot's i-Cockpit layout is stubbornly present. This involves a high-set instrument sceen which is viewed over the top of a small steering wheel. At least, that's the intention. Depending on your height you might find that in your usual driving position some of the display is obscured. Peugeot insists its customers love it. 

Further back, you'll find a third row of seats. They're not massive but that's usual for seven-seater SUVs of this size, including the Skoda Kodiaq and the Volkswagen Tayron. If you need a more spacious back row you'll need to go for a larger alternative — the Hyundai Santa Fe fits that bill.

Drop the 5008's back seats down into the floor and you'll have a massive load space and five seats, while also folding the middle row will give you a carrying capacity that'll be the envy of the Ikea car park. 

It all sounds good so far but start to drive it and things take a turn for the mediocre. It's a shame that Peugeot has done so well in making the 5008 so stylish and practical only to lumber it with the same lacklustre 1.2-litre mild hybrid engine that blights so much of Stellantis's models. 

It's unrefined and underpowered for a car of this size and weight, with your only alternative being to spend a lot more on the plug-in hybrid version, the suitability of which is very much going to depend on how you're going to use it and if you're able to charge it at home.

It's because of the poor engine choice that we rate electric Peugeot E-5008 higher overall. 

The Peugeot 5008 focuses on comfort and composure over sportiness and is all the better for it. Although some major road imperfections make themselves known in the cabin the suspension generally does a good job of ironing out nastier surfaces, while speed bumps are tackled with a reasonable degree of grace. 

While some body roll is experienced if you corner quickly, it's not enough for the 5008 to feel wayward and in, any case, it's not a car that encourages you to press-on with any great enthusiasm. We didn't experience any traction issues but it's not like the 5008 is powerful enough to make its front wheels scrabble under normal circumstances. 

The steering is light and quick with the feeling of speed further emphasised by the small wheel. You don't really get much feedback from the road surface but that's normal among similar SUVs.

Once the engine of the base Hybrid model has finished making a lot of consternation getting you up to cruising speed (more on that shortly), refinement is very good, with wind and road noise kept to a low level. 

Aside from the fully electric E-5008s reviewed seprately, there are two combustion-engined choices for the Peugeot 5008.

First up is the 1.2-litre Hybrid 145 which is actually a mild hybrid-assisted three-cylinder turbocharged petrol rather than a full, self-charging hybrid. Together the engine and small electric motor produce 145PS and 230Nm of torque, which isn't much considering the 5008 weighs 1822kg in this guise, with a 0-62mph time of 11.3 seconds being the result.

While the 5008 doesn't feel like it wants to be sporty at all a bit more go wouldn't go amiss, simply because that poor little engine has to be thrashed just to get the car up to motorway speeds. Three-cylinder engines aren't exactly known for their refinement, with the Peugeot's making an unpleasant racket when being pushed hard.

There's nothing left in reserve for overtaking when you are at higher speeds and to make matters worse, the six-speed dual-clutch automatic gearbox never seems like it's in much of a hurry to shift ratios. The issue goes beyond its laid-back gear changes and delays in kicking down — the most irksome thing of all is how long it takes the car to get going off the line in the first place. Think that gap on the roundabout looks big enough to shoot the 5008 into? It probably isn't...

You do get some electric-only running, for instance, when you're coasting to a stop but much of the time you won't even realise the 5008 is hybridised. 

The Plug-in Hybrid 195 is a bit more like it in terms of performance, combining a more refined 1.6-litre four-cylinder petrol with a larger electric motor for total outputs of 195PS and 350Nm, dropping the 0-62mph time to 8.3 seconds.

Euro NCAP's rating for the Peugeot 5008 was obtained via crash-test data of the smaller Peugeot 3008. They're so similar structurally that the safety body hasn't felt the need to do a full range of tests on the bigger one. 

That rating is four stars, which might come as a shock when five-star results are the norm for SUVs of this size. It seems its driver assistance systems played a sizeable role in dragging the overall rating down, with the 5008 managing just 62% on that part of the test.

Meanwhile, it was awarded 82% for adult occupant protection, 85% for child occupant and 79% for vulnerable road users. The five-star rated Skoda Kodiaq, for comparison, scored 89%, 83% and 82% in those categories, plus 78% for its safety assistance systems.

Lane-keeping assistance and autonomous emergency braking are included on the 5008 as standard. It's a little disappointing to see safety features, including an enhanced blind-spot monitoring system and a rear cross-traffic alert, bundled into an option pack along with the 360-degree camera system. You'll pay £700 for it on the Allure and £600 on the GT.

Towing capacities for the Peugeot 5008 depends on the engine choice.

The Hybrid 145's maximum limit for a braked trailer is 1000kg with the Plug-in Hybrid 195 capable of hauling 1300kg.

A tow ball is a £600 option. 

Although there are some harder, cheaper-feeling plastics inside the Peugeot 5008 most of them are below your eyeline. Your view, instead, is dominated by the large, fabric-clad sections of the dashboard, which look great. Its design is intended to flow into the door panels, creating a wraparound effect — ultimately that's diminished somewhat by the elements not quite lining-up.

Otherwise everything feels solid and put together nicely. While there is some of our least favourite car interior material — scratch-prone shiny black plastic — it's used relatively sparingly. 

As was also the case with its predecessor, the Peugeot 5008's interior embodied a theme it calls i-Cockpit. Here its been updated so that the instrument pod has been replaced by a curved, dual-screen 21.0-inch panel that also houses the infotainment touchscreen. It's in an ultra-widescreen aspect ratio with the outer portions reserved for climate control virtual temperature adjusters, leaving a relatively small section in the middle for everything else. 

Consequently, most on-screen controls aren't massive or the easiest to use in motion. Although the touchscreen is very responsive it's moot because the setup can be laggy when switching between different functions. 

Although navigation is included and works fine, it's not as good as Google Maps. Just as well that wireless Android Auto and Apple CarPlay are included as standard, although we did have some issues with the connection dropping out when using the former. 

Peugeot 5008 prices start at £39,890 for the Hybrid 145 in Allure trim, with the GT specification version costing £43,320. There's a hefty premium if you want the Plug-in Hybrid 195 alternative — it's £43,560 for the Allure with the GT weighing in at £46,940. Other than different colours, priced at £750, there aren't many optional extras to inflate the price further. 

The cheapest seven-seater Skoda Kodiaq for comparison is £39,000, which comes with a more refined 1.5-litre four-cylinder mild hybrid engine, while its Volkswagen Tayron cousin starts at £40,130. Plug-in hybrid Kodiaqs and Tayrons can't be had with the seven-seater layout but diesel versions can be.

The Kia Sorento is cheapest when it's fitted with a 193PS 2.2-litre diesel priced at £42,675, with the Hyundai Santa Fe proving the priciest overall — a 215PS 1.6 Hybrid is the range's starting point reflected in its £47,890 ticket.

Only the cheapest Peugeot 5008 escapes the Expensive Car Supplement — also known as the premium car surcharge — and even then only by a whisker. It costs £39,890, so if you want any colour beyond the standard Ingaro Blue metallic or choose a single extra-cost option aside from the £20 tyre inflation kit, you'll be on the hook for an additional £425 annually from years two to six of ownership.

That's on top of the £195 yearly Vehicle Excise Duty (VED) from year two onwards, which now applies to all cars, with PHEVs no longer exempt or discounted.

Company car drivers are unlikely to consider the 5008 Hybrid 145 with its 32% Benefit-in-Kind (BiK) taxation rate but 9% for the Plug-in Hybrid 195 seems much more reasonable. Then again, the electric Peugeot E-5008 is taxed at just 3%.

WLTP Combined cycle fuel economy figures of 44.6-52.5mpg are quoted for the mild hybrid 5008s, although we reckon you should expect more like 42-45mpg with a mix of motorway and urban driving. The PHEVs have the usual comedically high claims of 212.7-356.2mpg which will be difficult to replicate without very heavy reliance on the high-voltage battery.

The 145 should be much cheaper to insure than the plug-in hybrid, sitting in insurance groups 23-24, depending on trim level, compared to 35-36. 

Peugeot 5008 Plug-in Hybrid: Range and charging

If you're able to keep the Peugeot 5008 Plug-in Hybrid 195's battery topped-up you might be able to complete most journeys without using any petrol at all thanks to its EV driving WLTP Combined cycle range of 39-55 miles. 

Its 17.8kWh battery can only be charged via an AC connection, such as a domestic wallbox. As standard it's limited to a flow rate of 3.7kW meaning a flat-to-full recharge will take 5 hours 30 minutes. A 7.4kW on-board charger is optionally available for £400 — Peugeot doesn't quote recharge times for that but it will likely be in the three-hour ballpark.

There are two familiar-sounding trim levels available for the Peugeot 5008 range — Allure and GT.

Standard equipment for the Peugeot 5008 Allure includes:

• 18-inch alloy wheels — Hybrid 145 only
• 19-inch alloy wheels — Plug-in Hybrid 195 only
• 21.0-inch curved dashboard display screens
• Tri-zone climate control
• Dark-tinted rear windows
• Rear parking sensors
• Reversing camera
• Keyless entry and starting
• Interior ambient lighting
• LED head and tail lights
• Wireless Apple CarPlay/Android Auto
• Wireless smartphone charging pad

Upgrading to the Peugeot 5008 GT adds:

• 19-inch alloy wheels — both engines
• Adaptive cruise control
• Front parking sensors
• Heated leather steering wheel
• Handsfree electric tailgate
• Manual rear window blinds
• Extended ambient lighting system
• Heated front seats
• Second row central armrest
• Pixel LED headlights with automatic main beam
• 3D LED rear lights