2025 Peugeot 5008 GT Review

Peugeot renews its biggest SUV, the 5008, entering its third generation. But does its modest powertrain work in a large seven seater? 

Peugeot has taken a mutli-energy strategy with its new line-up. That’s to say that in big European markets, it offers models like its new 5008 with the choice of all-electric, plug-in hybrid and ‘self charging’ hybrid powertrains. The electric models sound good too, one with near 500km of range, and another with 240kW of power. Bet they’d be expensive however, and probably why Peugeot NZ is only offering the regular hybrid option here. That is the least costly but even so that sees the 5008 GT hybrid land here for $67,990. So you can imagine how much the plugged versions would be. That means Peugeot’s largest offering is powered by the same petrol-electric set-up as its smallest. We quite liked how the 1.2T hybrid moved the little 208, but how will it go in a vehicle weighing 480kg more, and pushing more air? 

Practicalities 

The 5008, now in its third generation, sits on a lengthened version of the 3008 platform. Where that five-seat SUV measures up at 4.5m, this three-row vehicle sits on a longer wheelbase and is just shy of 4.8m overall. That makes it a decent-sized family wagon. There’s an easy entry to the second row via the large rear doors, the seats positioned quite high. And there’s good legroom when that row, with a 60/40 split, is pushed right back on its sliders. 

Rear passengers get window shades, power points and A/C controls too. Despite its overall width being just shy of 1.9m, accommodations are more of the 2+1 arrangement across the bench, the middle spot proving tight. And the way the middle seat’s belt hangs from the roof suggests it’s more of an occasional pew as well. Three kids proved doable but even so, two of them opted to try their luck in the back row. 

Access to the rear-most seats is okay, the seat titling and sliding forward, as long as that middle seat belt doesn’t get in the way, that is. Once seated, the pair were quickly squawking for more legroom, though their brother wasn’t keen to oblige. A stern look and he reluctantly sacrificed some legroom for his sisters. So a little give and take is required for more harmonious three-row travelling. At least all the seats fold and convert easily enough, the third row split 50/50 and sinking into the floor when not required. 

Typical of the seven-seat genre, there’s not much luggage space left over with all seats in use, although the 5008 does have some handy room under the boot floor (no spare wheel though, just a repair kit). And Peugeot it seems includes this in its quoted 348L of boot space in seven-seat mode. With the rear row stowed, the hold is wide and long, if lacking in height for more bulky loads. It did swallow the week’s grocery shop, although that now has a bag or two less than usual as prices continue to increase, squeezing household budgets. Can’t wait for Nicola to come down hard on those supermarkets…yeah, right.

Snazzy up front

Having an SUV-ish ride height lets you slide into the seat up front, which is a nicely contoured number. It pampers with heating, ventilation and massage, and is clad in Nappa leather too. But it’s a $6k extra, pushing the price to $74k. As you are sitting up that bit higher in the 5008, Peugeot’s i-Cockpit concept works better. The wheel still feels a bit small for a big vehicle but you don’t have to position it in your lap to see the display above it. It all depends on your size and preferred seating position as to how well this set-up will work for you. Nice to see that the wheel has been updated with some modern driver assistance buttons.

The screen, said to be 21-inches in size, takes up two-thirds of the dash. It’s a slimline number, with a smaller touchscreen set below it for the menu buttons. It looks sharp, though the response could be quicker. And familiarity helps; there’s a bit of French logic to some of the menu layering while a few swipes and taps are usually required to get things done. Some regular buttons for the climate control help. 

The gear lever/switch is sited on the dash and is a bit of a stretch but it frees up space for a stylish take on the centre console, complete with charge pad, cup holders and a couple of storage bins. It’s a cabin awash with style with its curvy dash and fabric lining while it puts on a light show at night. 

Performs okay? 

The 5008 has a 1.2T triple running via a six-speed dual-clutch which is also home to a 48V motor. Output is rated at 110kW and 230Nm, while Peugeot has two fuel use figures on the spec sheet. One says 5.1L/100km and the other 5.4, while the rightcar website says 5.7. The long term average for this vehicle was sitting at 8.2 while we saw 8.6L/100km. 

With this set-up, the motor can power the 5008 along but generally that’s only for low-speed running in the car park, in slow moving traffic and occasionally on a light throttle at a steady cruise. You know it’s in hybrid mode when the speedo numbers turn blue on the dash.

During urban running, this works okay. Aside from some low speed vibrations that don’t suit a $70k SUV, it gets by, the engine and motor working harmoniously together. Just don’t expect it to fire off the mark if you’re wanting to slot into a gap in the traffic.

It rides well enough, though speed bumps need a cautious approach to avoid bottoming out the suspenders; it’s not a tough SUV this. The steering is light and the 5008 can be parked without effort. Despite some thick pillars and smallish side mirrors, outward vision is okay, helped by cameras all around (though a larger surround view image would be good). 

It makes its way to 100km/h in a leisurely 11.3sec and on the highway its small herd of horses has its work cut out. Overtaking stragglers is best left for long passing lanes, preferably downhill ones. There’s a bit of tyre roar on rough surfaces, and the suspension doesn’t quite brush off larger bumps as well as it should. It’s fairly stable however, and steers well enough. Though with a torsion beam rear end, the odd mid-corner bump can corrupt the steering. 

There’s a raft of driver assistance features but they are not repeat offenders when it comes to alerts. Although the car did issue a warning twice to say the ADAS system had gone offline. 

What else is there? 

There are some quality competitors in this segment like the Kia Sorento, also a hybrid for similar money but with a much stronger powertrain and AWD. And the new MG QS shows it up on value. 

Looking across at other Euros, the Skoda Kodiaq, another FWD SUV with 110kW is $57k, or $64k for the better specified Plus model. And Volkswagen will have its new Tayron seven-seater here soon too, which might be worth waiting for.  

Peugeot 5008 GT
$67,990  /  5.4L/100km  /  129g/km
0-100 km/h 11.3s
Ambient cabin noise  71.9dB@100km/h
Engine  1199cc / IL3 / T / DI
Max power  110kW@5500rpm
Max torque  230Nm@1750rpm
Drivetrain  6-speed twin-clutch / FWD
Front suspension  Mac strut / swaybar
Rear suspension  Torsion beam
Turning circle  11.2m (2.3 turns)
Front brakes  Ventilated discs
Rear brakes  Discs
Stability systems  ABS, ESP, TV
Safety  AEB, ACC, BSM, LDW, RCTA, ALK, AHB
Tyre size  f/r-225/55R19
Wheelbase  2901mm
L/W/H  4791 / 1895 / 1694mm
Track f-1630mm  r-1636mm
Fuel capacity  55L
Luggage capacity  348 / 916 / 2232L
Tow rating  750kg (1300 braked)
Service intervals  12 months / 15,000km
Service plan  $1990 / 3yrs / 45,000km
Warranty  5yrs / 100,000km
ANCAP rating  ★★★★★ 
Weight (claimed)  1705kg