Peugeot 5008 review

Our opinion on the Peugeot 5008

We highly rated the previous Peugeot 5008 as a versatile family car, and the good news is that this latest incarnation provides more of what we already liked. Space and practicality have been improved, there’s more equipment onboard, and you have a diverse choice of powertrains – including an all-electric version for the first time. 

The design inside and out is even more striking than its predecessor, and its interior style and quality continue to impress. The entry-level 5008 Hybrid should suit most needs, but you go for a plug-in hybrid for lower Benefit-in-Kind (BiK), or the all-electric E-5008 with even lower tax costs, along with greater refinement and further polish to the driving experience.

About the Peugeot 5008

The move to electrification shows just how far the 5008 has come since it was introduced in 2009 as a slightly ungainly seven-seat MPV. Its second outing in 2017 reinvented the 5008 as a stylish large SUV, which was much better received by both motoring critics and car buyers alike. It’s very much evolution rather than revolution with the third-generation model, which builds on the foundation of its popular predecessor. 

Right now, every Peugeot 5008 and E-5008 is fitted with seven seats, but the brand’s UK boss has confirmed to Auto Express that next year it will be introducing a five-seat version for those who don’t need the third row. 

So far, we’ve tested the 5008 and E-5008 extensively on UK roads, even running the 5008 hybrid in GT trim on a long-term test. We also twin-tested the 5008 against the Kia Sorento and the Peugeot came out on top thanks to its high class cabin and impressive driving experience.

Peugeot 5008 prices and latest deals

Prices for the Peugeot 5008 start from around £40,500, which is a little bit more than seven-seat versions of the Skoda Kodiaq. The 5008 Plug-in Hybrid, meanwhile, has an electric driving range of up to 48 miles, and starts from just over £43,500. In comparison, the plug-in hybrid Skoda Kodiaq iV boasts an even more impressive EV range of 75 miles and starts from just under £42k, but it only comes with five seats, whereas the Peugeot has seven. 

Finally, the all-electric E-5008 is priced at just under £49,000 in 73kWh form, or around £51,500 for the Long Range 97kWh model. The former provides up to 311 miles of range, while the latter boasts a range of up to 414 miles. An all-wheel drive version with 315bhp is only available in top-spec GT trim and costs nearly £59,000.

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Family buyers will be pleased to hear the Peugeot 5008 continues to prioritise comfort and refinement over driving thrills. The suspension does a decent job absorbing the bumps and various other imperfections on UK roads, and relatively low amounts of wind and road noise make their way into the cabin at higher speeds. Buyers of the 5008 can choose from three distinct powertrain systems: a hybrid, a plug-in hybrid, or a choice of three fully electric layouts in the E-5008.

Performance, 0-60mph acceleration and top speed

The Hybrid combines a 134bhp 1.2-litre turbocharged petrol engine and an electric motor with 22bhp. The e-motor is designed to boost torque low down, adding 51Nm between 750rpm and 2,499rpm. It’s not quite giving its best at the top of the rev range, so the maximum system output only comes to 143bhp. 

The hybrid tech makes the car much smoother than non-hybrid Peugeots of recent years, both when pulling off from a standstill and coming to a halt. The e-motor is only there to aid with moving off and add a little low-down punch when the engine is under load, so while it doesn’t offer the full EV experience, it’s a fairly competent set-up. 

The vibration of the  three-cylinder unit is noticeable as it comes to life, but noise is otherwise very well suppressed. While performance is adequate, the modest power output means it does start to struggle a little when the car is loaded up with either plenty of luggage or seven occupants.

We have spent time in the electric Peugeot E-5008, specifically the base ‘210’ model. Driving the front wheels is a single e-motor that produces 201bhp and 345Nm of torque. Power delivery is smoother and much more progressive than in some EVs we’ve encountered, but there’s still enough oomph available for 0-62mph in 9.7 seconds. We’re yet to try the slightly more powerful 227bhp 97kWh version, but its only marginally quicker 9.6-second acceleration time suggests it’ll feel similarly capable as its 73kWh sibling. 

The Plug-in Hybrid version combines a larger 1.6-litre turbocharged petrol engine with a more potent electric motor and a 21kWh battery. The system power output is 192bhp and there is 350Nm of torque – enough for 0-62mph in 8.3 seconds.

Town driving, visibility and parking

For a reasonably large car (nearly 4.8 metres long and 1.9 metres wide), the 5008 feels fairly easy to drive at low speeds. Not only does good forward visibility play a part in this, but so does light steering and a fairly tight turning circle by the standards of seven-seat SUVs.

However, the brake regeneration set-up isn’t the slickest system, and there can be quite a noticeable step between the motor regen and the physical discs and pads stepping in.

We also found that the hybrid system falters when moving away from a standstill if you try to drive on electric power because its 21bhp electric motor lacks the grunt to propel this big Peugeot. It’s more useful as an aid to the petrol engine, providing a small boost of power at low speeds that can be helpful when merging into traffic. If you want the full electric experience, the E-5008 is even better, with smooth power delivery and greater refinement.

Country road driving and handling

It’s certainly a stretch to suggest that the 5008 is fun to drive, but compared with its seven-seat SUV rivals, the Peugeot appears agile and light in the corners, making it feel more like a family hatchback than a lumbering SUV. 

There’s a good reason for that: the 5008 is light compared with similar models. At just over 1,700kg, the French model is more than a quarter of a tonne lighter than the Sorento. The light steering that is so useful at low speeds feels a little too light on a twisty road.

The brake pedal doesn’t inspire confidence, either, because the initial travel is very soft. Lean on it a little harder, though, and the brakes offer plenty of power.

Motorway driving and long-distance comfort

The car’s impressive refinement continues at higher speeds, where the Peugeot’s soft ride comes into its own. If we’re being very picky, the large wheels seem to transmit a little fidget into the cabin however fast you’re travelling. It’s not harsh, but it’s always present, taking the edge off what is otherwise a really comfortable cruiser. We suspect this is because the car has been set up to cope with a cabin full of passengers and luggage rather than partially loaded with just two adults onboard as we tended to have on our drives.

The hybrid system can allow for the engine to switch off and coast once you’re up to speed, adding to the level of refinement when cruising on the motorway. The electric E-5008, even though it isn’t the most potent EV out there, still has enough in reserve at higher speeds to keep pace with the flow of traffic or overtake.

“While the dual-motor E-5008 is the only 5008 to boast four-wheel drive, Peugeot still caters for buyers who might choose to take their car onto rougher terrain. The £300 Advanced Grip Control is an optional pack, which looks like good value. It adds Sand, Snow and Mud driving modes, each with specific traction and stability control settings, plus hill-descent control to keep a steady, controlled speed while driving down steep off-road tracks. Finally, Michelin Cross Climate 2 SUV tyres improve grip in adverse conditions.” – Alex Ingram, chief reviewer

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The latest evolution of the Peugeot 5008 offers buyers a choice of models to suit their lifestyle and driving habits. For instance, if it's the maximum convenience you’re after, the entry-level 5008 Hybrid doesn’t need to be plugged in for a charge. Instead, it recuperates energy when the car slows down to top up its 0.9kWh battery. 

The small battery only allows the 5008 Hybrid to cover very short distances at low speeds on battery power alone, but that’s enough for it to return up to 52.5mpg, according to Peugeot. During our long-term testing of a Peugeot 5008 Hybrid GT over the course of over 16,000 miles, we managed to achieve an average of 45.5mpg.

Above this is the 5008 plug-in Hybrid, which, as its name suggests, needs charging whenever possible, because it features a much larger 21kWh battery. But the benefits are fuel efficiency up to 356.2mpg.

Electric range, battery life and charge time

The Peugeot 5008 Plug-in Hybrid offers a pure-electric range of up to 48 miles thanks to its 21kWh battery, which should allow most people to commute to work or do the school run without using any petrol. The plug-in hybrid Skoda Kodiaq iV can cover 75 miles on battery power alone, but it is only available with five seats.

The 5008 Plug-in Hybrid has a maximum charging speed of 3.6kW, so fully recharging it will take around five-and-a-half hours from a typical 7kW home wallbox charger. In comparison, the equivalent plug-in hybrid Kodiaq is capable of up to 11kW of AC charging, and can even handle 40kW DC rapid charging, for a 20 to 80 per cent battery top-up time of under 30 minutes.

Finally, there’s the fully electric E-5008, which is available with a 73kWh battery that offers up to 311 miles of range, and a larger 97kWh battery in the Long Range version with up to 414 miles of range on one charge. We’ve done a separate review of the Peugeot E-5008 electric version.

Insurance groups 

The Peugeot 5008 starts in insurance group 23 for the entry-level hybrid and goes up to 35 for the plug-in hybrid. Costs are likely to be lower than the Hyundai Santa Fe, which starts in group 33 and goes up to 36 for the plug-in hybrid. However, the Skoda Kodiaq should be more affordable to insure because it starts in group 18 for the entry-level mild-hybrid petrol, while the plug-in hybrid Kodiaq iV is in group 24.

The regular 73kWh E-5008 starts in group 33, while the more powerful and larger capacity battery 97kWh Long Range version starts in group 35. Details about the Dual Motor version haven’t been announced yet.

Tax

The 5008 Hybrid falls into the 31 per cent Benefit-in-Kind (BiK) tax band, while the 5008 Plug-in Hybrid attracts an eight per cent BiK rate thanks to its EV range and CO2 emissions as low as 18g/km. Of course, company car drivers will be most interested in the pure-electric E-5008, which like all EVs, currently attracts a BiK rate of just two per cent. 

Once you’ve discounted the first year Vehicle Excise Duty (VED) and the registration fee, only the entry-level 1.2 Hybrid in Allure trim sneaks under the £40,000 luxury car tax limit. Everything above this requires paying the expensive car supplement, sometimes referred to as the luxury car tax. That means you’ll need to pay an additional fee above the standard annual VED from the second time the vehicle is taxed until it is six years old. 

Depreciation

According to our expert data, the latest Peugeot 5008 is predicted to maintain between 50 to 51 per cent of its resale value after three years or 36,000 miles, while, the electric Peugeot E-5008 is predicted to retain more of its value than its hybrid or plug-in hybrid siblings, between 50-52 per cent. 

For comparison, the Skoda Kodiaq should retain between 52 to 57 per cent of its value over the same period, while the Kia Sorento manages 53 to 63 per cent.

To get an accurate valuation of a specific model, check out our free car valuation tool... 

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Until now, the Peugeot 5008 has always been, in effect, a stretched, seven-seat version of the Peugeot 3008. However the two cars have diverged slightly, with the 3008 adopting a sloped, coupe-esque roofline, while the 5008 has stuck with a boxier shape to provide maximum cabin space. 

All 5008s come with lots of hi-tech kit as standard, with entry-level Allure including LED headlights, 18-inch alloy wheels, wireless Apple CarPlay and Android Auto, wireless smartphone charging, three-zone climate control and a reversing camera. The GT model upgrades the alloy rims for 19-inch wheels, while it gets more advanced ‘Pixel’ LED headlights, eight-colour interior ambient lighting, heating for the steering wheel and front seats, second-row sunblinds, front parking sensors, adaptive cruise control and a hands-free electric tailgate.

Interior and dashboard design

Peugeot’s interior design team has been on top form for the best part of 10 years now, and the 5008 is as good as it gets – no other model in this class looks as stylish, unique and luxurious. 

The sweeping dashboard that wraps around the driver looks like it could have been lifted straight from a concept car, but it’s one that really works. The curving panel ahead of the driver integrates both a digital instrument display and a touchscreen infotainment set-up, while a lower secondary touchscreen, which can be programmed to display shortcut keys to the driver’s preferences, is well positioned.

The lower span of the dash that extends into the centre console houses a few physical controls: the window heater, the drive-mode select switch and volume dial, among others.

Materials and build quality

That slick design is backed up by a sturdy finish and great material quality. It’s hard to pick out much hard plastic in the areas that are closest to hand, and everything feels solid and upmarket. It’s smart enough to compete with the fit and finish levels of many more expensive premium German SUVs.

Infotainment, sat-nav and stereo

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As with the rest of the 5008’s interior, the infotainment system looks stunning. Peugeot calls it a 21-inch display; in reality it’s two smaller screens linked together to form one near-continuous, gently curving panel.

The graphics are sharp and the colours are bright, but the system isn’t the slickest on the market, occasionally lagging in response to touches. During our test of car infotainment systems we examined a Peugeot 3008 using the same infotainment system as the 5008 and ranked it as one of the most distracting systems to use. We struggled to navigate the cluttered menu layout. 

Our senior photographer, Pete Gibson, also found the system to be glitchy when he ran a Peugeot 5008 during a long-term test. There were times when the screen went blank on him and required him to stop the car and switch it off and on again in order for the system to reboot.

“Inside, the ambient lighting adds extra sparkle to the interior of the Peugeot 5008. Concave, patterned panels are gently backlit, creating a soft glow that looks great at night.” – Alex Ingram, chief reviewer

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Until now, the Peugeot 5008 has always been, in effect, a stretched, seven-seat version of the Peugeot 3008. However, the two cars have diverged slightly, with the 3008 adopting a sloped, coupe-esque roofline, while the 5008 has stuck with a boxier shape to provide maximum cabin space. 

It’s best to consider the 5008 as a five-seater with sixth and seventh seats that are there for occasional use. The first two rows are among the most spacious and comfortable in the seven-seat SUV sector, but the French machine’s third row is cramped.

Dimensions and size

The Mk3 Peugeot 5008 measures 4,791mm from nose to tail, which is 150mm longer than its predecessor. The wheelbase has been stretched by 60mm too. For context, that means this 5008 is slightly larger than the latest Skoda Kodiaq, but not quite as big as the Hyundai Santa Fe or Kia Sorento. 

Seats & passenger space

For all the cabin design’s wow factor, there’s a divisive feature that has split the opinion of our testers in Peugeots since its introduction: the i-Cockpit. A small steering wheel is designed to sit below the line of the digital dials, but depending on what drivers find most comfortable, the top of the wheel rim can block a portion of that panel. Some people get on with the layout, while others really struggle with it – even from one Peugeot model to another – so we recommend prospective customers try for themselves before making a purchase decision.

That aside, the dashboard line is fairly low relative to the seating position, so forward visibility is great for a car in this class. The cabin has lots of storage areas, including two covered bins and cup-holders between the front seats, plus wide and deep door pockets. If you want lumbar adjustment on entry-level Allure trim, you’ll need to spend £300 on the AGR Driver’s seat & front seat heating pack.

Deep cutouts in the backs of the front seats eke out a few extra millimetres of knee room for occupants in the middle row, but overall space is a little down on the larger Hyundai Santa Fe and Kia Sorento. The 5008 offers those in the back 545-948mm of knee room according to our measurements, while the Sorento has a more generous 735-957mm of space. The Sorento is also wider, with 1,576mm of elbow room compared with 1,432mm in the 5008. We also found the Kia to offer greater head room at 989mm compared with 967mm for the Peugeot.

The back seats in the 5008 are sculpted and comfortable to settle into, and there’s loads of foot room beneath the front seats and only a very small hump in the floor. Even the middle seat, though narrower than the outer ones, is soft and comfortable, making it a nicer place to sit than the equivalent spots in the Kodiaq or Sorento. We found middle row seats are mounted higher than those up front, a bit like stadium seating, to give those travelling in the back a slightly better view.

You can stick adults in the third row if you have to, and the middle bench can slide forward by up to 15cm to provide some extra legroom, but some people will find their knees pressing up against the bench in front. What’s more, the only amenities are two small cup holders. 

Boot space

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Thanks to a 259-litre boot with all seven seats in place, the 5008 beats the Sorento for storage, but can’t quite match the Kodiaq. That capacity includes an underfloor storage area, something that the Kia doesn’t have.

Fold the third row of seats down, and the 5008’s volume starts to lag behind its closest rivals. Yet a 748-litre boot is very generous, as is the 1,815-litre volume in its two-seat layout. The seats leave a pronounced dip in the floor at their bases when folded, so the load area isn’t as flat or level as it is in some competitors. The lip to load items into the boot is also higher than some of its rivals, we measured it to be 788mm or 61mm higher than a Kodiaq.

Towing

The 5008 Plug-in Hybrid can tow up to 1,300kg, which is the highest towing capacity in the range. Below that are the 73 and 97kWh E-5008 models that can both tow up to 1,000kg, while the entry-level 5008 Hybrid can only tow up to 750kg.

“Disappointingly for a seven-seat car, however, there are only two Isofix points for mounting a child seat, whereas a Kodiaq provides three child seat mounting points.” – Alex Ingram, chief reviewer

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Euro NCAP’s safety scores for the 5008 are actually based on the smaller 3008, although the two cars have near-identical structures up front and safety tech on board.

An overall result of four stars is due largely to the 5008 missing out on some standard driver-assist tech. To get all of the systems, buyers must add the 360-degree Vision and Drive Assist Pack, which brings a self-steering function to the adaptive cruise control, a 360-degree parking camera, blind-spot monitoring, rear cross-traffic alert and driver-attention assist.

Peugeot finished seventh overall in our 2025 Driver Power rankings, with owners loving the exterior and interior design of their cars, while the practicality, economy and ride and handling all received praise, too.

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Best buy: Peugeot 5008 1.2 Hybrid Allure

We recommend the entry-level 1.2 Hybrid because it helps keep the price and running costs affordable for family car buyers, and provides just about enough performance while still managing respectable fuel economy.

The same goes for trim level because entry-level Allure comes with all the essentials while keeping the price below the £40,000 limit (after first year VED and registration fee are discounted).

Peugeot 5008 alternatives

For those looking for the best large SUV, the Skoda Kodiaq has you covered. It’s our large SUV car of the year winner because of its keen pricing, practicality, and well made and easy to use interior. We especially like its innovative ‘Smart Dials’ that make simple tasks such as adjusting the climate control or putting on a heated seat childs play. Company car drivers will also appreciate how far the plug-in hybrid can go on a charge and how quickly it can be recharged.  

The Hyundai Santa Fe is another top large SUV choice. It’s head-turning looks have real presence while its additional size compared with even the extremely spacious Kodiaq means you’ll have no trouble getting everyone and their luggage in for a day trip or annual family holiday. It’s expensive, though, which is why the Kodiaq remains our top choice.

While there aren’t many seven-seat EVs, the E-5008 does pose a threat to electric SUVs like the Kia EV9 and Hyundai Ioniq 9.