Peugeot 5008 Review 2026: Prices, specs and verdict

What is the Peugeot 5008?

The 5008 is Peugeot’s largest and most family-friendly SUV, boasting seven seats and a range of hybrid, plug-in hybrid and electric power options.

It’s also the French maker’s range-topping model, with the 508 executive car now put out to pasture.

In simple terms, the 5008 is very much like the smaller 3008, just with an extended rear-end and a taller roofline to cater for an extra row of seats.

Now in its second generation, the Peugeot 5008 offers a greater dose of desirability and premium touches inside – particularly in higher trims. But it hasn’t forgot its practical roots, with more space for passengers and luggage than before.

Our in-depth review assesses the Peugeot 5008 as a large SUV and compares it to its closest rivals.

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Verdict: is the Peugeot 5008 a good car?

If you’re looking for a smartly styled but spacious and comfortable seven-seat SUV, the Peugeot 5008 or electric e-5008 are surprisingly good value choices.

Keen pricing isn’t the only draw, though, because the 5008 has a posh, kit laden interior, loads of boot space, genuine room for seven adults and a comfortable and quiet driving experience. Our favourite is the entry-level hybrid 5008, which is the best version to drive and the cheapest to buy despite modest performance.

Pricing, specs & rivals

Prices for the Peugeot 5008 start at £37,045 at the time of writing. That makes it about £2,000 cheaper than a seven-seat Skoda Kodiaq and more than £10,000 cheaper than a Hyundai Santa Fe. Only the MG S9 undercuts it.

That starting price gets you in a 5008 Hybrid 145 in Allure trim. Upgrading to the electric e-5008 takes that price to £39,095, or £41,795 if you want the new long-range battery option. Topping the powertrain range is the 5008 Plug-in Hybrid, at £43,045. This offers seven seats, while a Skoda Kodiaq iV only has five.

Allure trim offers a decent equipment tally for an entry-level model, including 19in alloy wheels, LED headlights, privacy glass, three-zone climate control, keyless entry and start, sat-nav, wireless phone charging and power-folding door mirrors. 

Allure Premium trim adds £1,100 to that base price and brings some useful additions such as adaptive cruise control, a 360-degree camera system, front parking sensors, blind spot monitoring and automatic high beam. In terms of sheer value, it would be our pick.

GT trim is the first trim level that can’t be had for under £40k, meaning even the smallest engine is liable for the Expensive Car Supplement addition to VED car tax. Kit upgrades include 20in alloys, Alcantara upholstery, adaptive matrix beam LED headlights, an electric tailgate, heated front seats and a heated steering wheel.

Topping the 5008 range is GT Premium trim, from £41,995. It throws in all the luxuries including ergonomic front seats with massaging, 10-way electric adjustment and memory functions, part leather, heated rear seats and a host of driver assist upgrades.

It’s worth noting that, unlike many electric large SUV rivals, every version of the e-5008 sits under the £50,000 list price threshold – meaning all avoid the Expensive Car Supplement for electric cars.

Rivals

The Peugeot 5008 is one of the most affordable seven-seat SUVs on the market, but there’s still some tough competition to consider. Similarly priced options include the Skoda Kodiaq, Volkswagen Tayron, Nissan X-Trail, Chery Tiggo 8 and MG S9. The Hyundai Santa Fe and Kia Sorento are pricier but offer more space and premium touches.

While options like the Volvo XC90 or Audi Q7 are at another pricing level entirely, you might want to consider the Jaecoo 8 if using the third row of seats often isn’t a priority. But if practicality matters more than desirability, check out the Citroen Berlingo or Vauxhall Combo Life.

On the electric side, the closest competitors to the e-5008 are the Mercedes-Benz GLB and the much more expensive Hyundai IONIQ 9 or Kia EV9.

Interior comfort, quality & technology

You can check out a more in-depth view on the 5008’s interior by reading our Peugeot 3008 review, because from the front seats forward it’s identical in almost every way.

That means you get a smart, design-led look that’s a step above related Stellantis models from Citroen and Vauxhall. Quality is a match for the Hyundai Santa Fe and generally better than the Skoda Kodiaq, with lots of plush finishes and, on GT models and above, some dramatic ambient lighting effects.

The fundamentals aren’t forgotten about, either. The 5008 still gets Peugeot’s love-or-hate small steering wheel and high set drivers display, where you look over the steering wheel at the dials rather than through them. These don’t always work for taller or shorter drivers in smaller Peugeots, but the high-set seat in the 5008 means most people can get comfortable behind the wheel.

The seats are supportive and visibility is good, with big windows aiding your view out the sides and rear of the car. Overall, it’s a nice place to sit – and far from bargain basement.

Infotainment, sat-nav, stereo and connectivity

One key aspect of the 5008’s interior is its tech-heavy approach. This might not suit all tastes at first, but with some practice you’ll find it mostly works well.

There are no fewer than three screens, two of which form a big 21-inch curved display panel running in the driver’s line of sight on a plinth. The third screen is a small touch display, called i-Toggle, that offers up to ten large and configurable shortcut buttons.

The main touchscreen is bright, crisp and easy to control from the driver’s seat. It’s not the fastest or slickest but is perfectly usable, although some of the menus are a bit fiddly.

We’d also prefer physical climate controls than having the shortcut take us to a menu, but the ability to add these shortcuts helps bypass the menu structure.

Of course, wireless Apple CarPlay and Android Auto also feature, while the driver’s display gives you key info in a clear yet stylised fashion. In terms of connectivity, all models feature a wireless phone charging pad – though it’s a bit awkward to access under the i-Toggle display.

You’ll find just one USB-C up front in the 5008, with two USB-Cs in the rear for charging devices. There are also three 12-volt sockets throughout the cabin if that isn’t sufficient.

As for audio, most will find the standard six-speaker sound system delivers good quality, but the upgraded 10-speaker Focal system on GT models is very punchy.

How practical is the Peugeot 5008?

With dimensions of 4,791mm in length, 1,895mm in width and 1,694mm in height, the latest Peugeot 5008 is 150mm longer, 50mm wider and has a slightly lower roofline than the old model. It’s also quite a bit smaller in every dimension than the Hyundai Santa Fe.

Nevertheless, this is a very spacious car even by the standards of the class. There’s loads of space up front even for the tallest or broadest adults, while adults in the second row of seats have plenty of headroom, legroom and space to slide their feet under the front seats. Those seats also slide and have reclining backrests, while the floor is completely flat.

Fans of the old 5008 might be disappointed that you don’t get three equal-sized second-row seats anymore – it’s a classic two-seat layout with a smaller centre seat. Another minor issue is that headroom is reduced by quite a bit with the panoramic glass roof specified. Also, the electric e-5008 has a slightly higher floor, meaning rear passengers have less foot space and under-thigh support from the seats.

While a Skoda Kodiaq can match the 5008’s space in the front two rows, the Peugeot wins out when it comes to space in the third row of seats.

There’s a touch more legroom and headroom, and given both cars are quite tight for adults back there that little bit makes all the difference. It’s just about possible to sit an average-sized adult behind a six-footer with the seat slide forward a bit. Whereas the Skoda’s rear seats aren’t that comfortable for adults, they could put up with longer journeys in the back of the 5008.

You also get the third row of seats in the plug-in hybrid model, unlike the Kodiaq and Tayron. Like those cars you only get ISOFIX child seat mounting on the middle row of seats rather than the back row – but whereas the old 5008 had three ISOFIX points across that row, the latest car only has two. You also don’t get one on the front passenger seat, which you do in most other rivals.

Storage and boot space

There’s a decent amount of storage in the front of the 5008, with a useful under-armrest cubby, a pair of good-sized cupholders, another lidded storage cubby by the front passenger’s knee and large, felt-lined door bins.

There’s also a sunglasses holder in the roof, but the glovebox is a bit compromised with some wiring taking up a good chunky of space on right-hand drive models.

The middle row of seats has two cupholders in the centre armrest, some nets in the front seatbacks and useful door bins. Things are more basic in the third row of seats, with some shallow cupholders in the armrests and that’s about it.

The 5008’s boot is usable with all seven seats in place, with a 348-litre capacity – almost twice that of the Kia Sorento in seven-seat mode. Although the space doesn’t look big at first glance, some of that capacity is in the underfloor storage space. You can also store the parcel shelf under there.

Fold seats six and seven and that space become an enormous 916-litre load area. That’s more than the Skoda Kodiaq and even the Hyundai Santa Fe, almost matching the much bigger and pricier Land Rover Discovery.

In short, even a family of four going on a long holiday would struggle to fill the 5008’s load area. And, better still, the electric e-5008 and the plug-in hybrid 5008 have the same boot capacity as the regular hybrid model.

Folding the middle row of seats down creates a load area that could rival a small van, with a vast 2,232-litre space that almost matches the Kia EV9. In short, the 5008 is exceptionally practical even by the standards of the class.

Performance & drive: What is the Peugeot 5008 like on the road?

You’d naturally assume that a 1.2-litre three-cylinder petrol engine simply isn’t up to the job of moving a large, seven-seat SUV. But that’s the engine you get in the Hybrid 145.

The turbocharged Puretech unit (now chain-driven rather than using a wet belt system) is paired to a 48-volt electric motor and a six-speed dual-clutch automatic gearbox. Peugeot claims that the electric motor can power the car alone up to 50% of the time in town, but in our experience it only gently accelerates the car up to about 15mph before the engine fires up.

Still, despite a 0-62mph time of over 11 seconds (trailing the entry-level Kodiaq or Santa Fe) it’s actually got a fair amount of mid-range grunt and only feels a bit timid when loaded to the gills with people and luggage. If you’re known for having a light right foot, it will be perfectly acceptable.

The 5008 plug-in hybrid offers more effortless performance. Blending a 1.6-litre four-cylinder turbo petrol engine with a 123hp electric motor and seven-speed dual-clutch automatic gearbox, the combined system output is 195hp. Although the engine is noisy when revved, the PHEV gets up to speed more strongly – even if the gearbox is a bit hesitant at times.

For the e-5008, the single motor models still offer modest acceleration by EV standards. The 73kWh version boasts 213hp, while the Long Range model has 231hp, but both offer near identical performance.

You won’t be wowed by the acceleration from a standstill either because (to avoid wheelspin) power away from the line is metered out quite gently. Once up to speed both feel noticeably stronger than the base petrol variant, however.

We’ve yet to drive the dual-motor 5008, but its performance is more promising on paper thanks to 325hp and a 0-62mph time of 6.5 seconds.

Power, 0-62mph times

• Peugeot 5008 Hybrid 145: 145hp / 11.3 secs
• Peugeot 5008 Plug-in Hybrid: 195hp / 8.3 secs
• Peugeot e-5008 73kWh: 213hp/ 9.7 secs
• Peugeot e-5008 97kWh: 231hp/ 9.6 secs
• Peugeot e-5008 Dual Motor: 325hp/ 6.5 secs

Ride and handling

The Peugeot 5008 is dynamically at its best in entry-level Hybrid 145 form. This is comfortably the lightest version, and it shows with a greater keenness to change direction, combined with a softer and more settled ride.

The plug-in hybrid, and particularly the electric e-5008, aren’t as composed on the road. The suspension allows more low-speed impacts into the cabin and feel heavier when turning into corners – because they are, at over two tonnes versus the Hybrid 145 1625kg. Thankfully, all three variants have a settled and comfortable ride at motorway speeds.

Overall, all versions are perfectly acceptable by affordable large SUV standards, although a Volkswagen Tayron feels more agile while also offering a more settled ride.

Noise and refinement

Both the 5008 and e-5008 are top-notch motorway cruisers for their price point, with low levels of wind and road noise and not too much engine noise to content with at a constant cruise.

Sadly, those engines (particularly the four-cylinder in the PHEV) can make quite a racket you’re extracting more performance out of them. This isn’t an issue in the e-5008, of course, which is hushed at all speeds. Overall, a Santa Fe is more refined, but then you’ll pay for it.

Euro NCAP: is the Peugeot 5008 a safe car?

Euro NCAP awarded the Peugeot 5008 and e-5008 four stars out of five in its crash testing programme.

While that’s lower than the Skoda Kodiaq, it’s on a par with the results for entry-level versions of the Hyundai Santa Fe. This is because, like the Peugeot, there’s nothing fundamentally wrong with the car’s crash test performance, but the 5008’s safety assistance tech is missing a couple of key features.

One of these is driver monitoring – the Peugeot doesn’t use eye-tracking tech to detect if the driver is distracted. The other is that the 5008 can’t detect the presence of rear occupants and warn the driver if, say, a child is left in the back.

Overall, we’d argue that the 5008 still meets the class standard in terms of crash protection. Scores of 80% for adult occupant protection and 85% for child occupant protection are strong, while vulnerable road user protection is good too.

As well as the usual automatic emergency braking, lane-keeping assist and traffic sign recognition, every 5008 gets six airbags and post-collision braking. Allure Premium trim adds blind spot monitoring, adaptive cruise control and rear cross-traffic alert, while GT Premium trim adds full ‘Highway Assist 2.0’ semi-automatic lane positioning and lane changing.

Running costs and fuel economy

The 5008 isn’t just good value to buy, it’s also efficient to run. The entry-level Hybrid 145 promises up to 50.5mpg on the WLTP combined cycle, which is more efficient than the most frugal Kodiaq petrol and considerably better than a Santa Fe hybrid.

In theory the plug-in hybrid 5008 will be considerably cheaper to run still, promising a combined economy figure of over 100mpg and a range on a full charge of up to 47 miles from its 21kWh battery.

As with all PHEVs, though, you’ll only get near that MPG figure if your journeys are within that battery range and you barely wake the petrol engine. In our experience, high thirties MPG is achievable with a depleted battery in normal driving.

Electric range and charging

Early versions of the all-electric e-5008 were only available with a single motor and 73kWh battery pack. This version is still offered and boasts a range of up to 309 miles on a charge according to WLTP testing.

Now, the range has expanded to include a dual motor version with the same battery pack. It loses a bit of efficiency compared to the single motor car and has a claimed range of 292 miles.

Topping the e-5008 range is the 97kWh Long Range variant. This battery is smaller than the IONIQ 9’s 106kWh pack, but the Peugeot boasts more range thanks to impressive quoted efficiency, It promises up to 411 miles on a charge, making the 5008 one of the longest-range electric SUVs at its price point.

In terms of charging, the 73kWh e-5008 has a quoted peak DC charging rate of 160kW. That’s far from class-leading but isn’t too bad given the price point, and all models have battery preconditioning via the car’s built-in navigation to help increase the chances you’ll hit that peak.

You might be disappointed with the 97kWh version still boasting the same quoted peak charging rate. However, across the charging curve (the charge rate across the session) it manages a higher average of 135kWh versus the 73kWh battery’s 90kWh. It’s actually a bit faster from a 10-80% charge as a result.

In terms of home charging, all e-5008s boast 11kW charging capability. They also offer a Vehicle-to-Load function of up to 3.6kW to power appliances or camping equipment.

Charging speeds

(Figures from EV Database)

• 7kW charging:  11hrs 45 mins (73kWh) / 15hrs 30 mins (97kWh)
• 11kW charging:  8hrs/ 10hrs 30 mins
• 50kW rapid charger (10 to 80% charge): 72 mins / 86 mins
• 300kW+ rapid charger (10 to 80% charge): 36 mins / 32 mins

How much does the Peugeot 5008 cost to insure?

The 5008 is unlikely to break the bank for insurance costs, especially in Hybrid 145 form where it starts from a reasonable insurance group 23. Upgrading to GT trim takes it one group higher. That’s not quite as low as the cheapest Skoda Kodiaq, but it’s in line with the Nissan X-Trail.

The plug-in hybrid, meanwhile, is likely to be a bit pricier to insure thanks to its base insurance group of 34 – quite a bit higher than a Kodiaq iV.

The e-5008, meanwhile, kicks off from insurance group 34, rising to 36 for the Long Range model and 42 for the dual motor, all-wheel drive model. Those are all lower than the cheapest Hyundai IONIQ 9.