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2025 Peugeot 5008 review
Peugeot 5008 Pros Peugeot 5008 Cons The Peugeot 5008 is Australia's only seven-seater from France, and it has a whole heap of Euro panache to its styling and execution. Now available in upgraded 'third-generation' guise, the exterior is abundantly extraverted, and the interior is wow moment after wow moment. But unfortunately, some of those wows are bad ones. Mainly, in the very back row. Read on to see what this the largish mid-size SUV is like, in detail. The latest Peugeot 5008 Hybrid range is not ridiculously expensive, compared to some mainstream rivals. The variant tested in this review is the high-grade GT Premium, which attracts a 21 per cent premium over the base grade – but justifies that extra outlay with a whole heap of extra equipment… but it does have the same powertrain. If you're thinking about seven-seat hybrid SUVs, there are some standout options from mainstream brands, like the Hyundai Santa Fe, Kia Sorento and Toyota Kluger, and even new options like the Chery Tiggo 8 plug-in hybrid. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool The cabin design is very similar to the smaller 3008, and that's no surprise. And, honestly, it's a gorgeous space… so long as you're okay with having a teeny-weeny steering wheel that sits low in your lap and you have to look over the top of. That's the way Peugeots have been for years now, but this iteration of the i-Cockpit design is a little different. The curved 21-inch display for the driver and the infotainment system is a sleek bit of kit, and has a heap of interesting menus and graphics, too. You can configure the digital instrument cluster in multiple ways using the (occasionally confusing) stalks and buttons, and the central multimedia touchscreen has a heap of menu pages on offer, too. What I like about this screen setup is that the climate controls are always anchored on the display when you're using the native menus and commands. With Apple CarPlay operating they go away, but it's something you get used to easily. There are a few too many 'cute' touches with some of the controls, though, like swiping on the seats to change between heat and cool (why not just have touch menus for either?), but while there is a lot of software-controlled tech here, it is relatively simple to come to terms with after a little while. There is another section of controls below the main screen – the so-called i-Toggles – which allow you to more easily spring between menus on the display, whether it's for sat nav, car controls or climate management. The finer controls of the latter are done on screen (fan direction and temperature, for instance), but there are also a few buttons for things like demisters and recirc. There's a volume dial between the seats, too, and while the electric park brake is in a relatively conventional position, the gear selector is up on the dash. Storage is quite good up front, for a French car. There is a wireless phone charger below the dash shelf, and a covered middle bin with USB and 12V charging options, not to mention takeaway-friendly cupholders between the seats and a decent centre console area. Big door-mount bottle holders also help. The smarts are there, and the sensation is great too. There's a lovely finish to the materials, and the cloth-like dashboard trim is a gorgeous thing to look at (though I do fear that it mightn't be the best for those who often eat when they drive, as it could stain). The seats are exceptional as well, with heating, ventilation, and massage functions up front, and the cabin material quality is superb. Second-row space is okay in terms of legroom, while the middle bench is split 60:40 and apart from having folding seatbacks it also slides, with the smaller section on the kerb side. I managed to easily fit my large frame in behind my own driving position with room to spare for my legs and feet, and there's an almost-flat floor back there, too. But headroom is a little tight, so bigger bodies might find it a touch cramped, even with the overhead glass roof. The amenities are good in the second row, with a flip-down armrest and cupholders on offer, plus a couple of USB ports, directional air-vents, map pockets, bottle holders in the doors, soft padded sections where they should be, and ambient lighting in the door tops. Plus there are sunshades in the top-spec GT Premium, too. There is a tilt-and-slide mechanism on both sides of the middle row, allowing easier access to get into the third row. But those back seats are best left for those who are small and nimble enough to get in, and also those who don't need a child seat, because there are no top-tether or ISOFIX points in the very back row. It is a really tight third row. I couldn't physically fold the second row forward far enough to allow me to fit in there with any comfort, and both knee room and foot space are laughable for someone my size. There's also no third-row air vents or charging options, and there's just a wee bit of storage, too. And be mindful: if you're actually going to use those third-row seats, the middle-row-middle-seat belt comes down from the ceiling, and it could prove a hazard for back-seat ingress and egress. Boot space is okay with the third row in play, though, with a claimed 348 litres of cargo capacity behind it, expanding to 916L with the third row folded down. According to Peugeot, there's a total of 2232L of storage capacity available with both rear rows folded. The boot has some neat tricks, including a partition that allows you to position the cargo floor in a certain way, making space for backpacks or luggage. And there's hidey-hole stowage under the third-row seats as well. There's no spare wheel, though. Just a tyre repair kit. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool Surprise! It's the same powertrain as seen in the more compact, related Peugeot 3008 medium SUV. Now, that claimed fuel consumption is pretty eye-opening, and if you can achieve it you will be very, very happy. You might also be some kind of sorcerer, because I couldn't get anywhere near it on my test. Doing the sort of stuff you might do in a seven-seater – like urban, highway, freeway, errands and a bit of country road stuff – I saw a return of 8.0L/100km. Yes, that's a fair bit higher than the claim! I saw similar figures in the 3008 Hybrid, for what it's worth. Just be aware that you have to fill it up with 95 RON premium unleaded, too. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool It's a delight, really. One of the main reasons is the lack of annoying bing-bong active safety announcements (more detail on that below) but, generally, this is a pretty joyful thing to live with. The engine isn't a firecracker, sure. With combined outputs of 107kW/230Nm, you won't want to be running around with seven on board at all times. But it is way lighter than some other seven-seaters at 1671kg, and the engine is up to the task if you're using it for daily duties. The way the thrummy little 1.2-litre turbo triple works hand-in-hand with the electrified dual-clutch auto is impressive, too. It feels like you're getting a bit of assistance from the e-motor at low speeds, where the engine might have otherwise felt laggy. And there's bugger-all lag from this powertrain, too. It's properly urban-friendly. Unlike most other mild-hybrids, the vehicle can drive exclusively on electric power at low speeds, but it won't behave like some of the others out there that can carry on in full-EV mode at 110km/h. This one, though, is a charmer of a powertrain. And the gear shifts are smooth as speeds rise, too. It also feels smaller than it is on the road. Part of that comes down to the i-Cockpit and small steering wheel layout, which combined with the ultra-direct and responsive steering action means you can pivot, duck and dive into gaps without much fuss at all. But just remember, it is a longer car than it feels like it is, so you have to be mindful of the wheelbase length and the overall nose-to-tail dimensions, because it could be easy to misjudge the responsive steering and end up rolling over (or into) a kerb. Ride comfort is mostly great, too. With a longer wheelbase than the 3008 it has a more composed and balanced behaviour over most bumps, but you can still feel a bit of a jolt at the front axle over really sharp edges. It handles well, and I'd have to say it's one of the most fun seven-seaters to drive. And it's pretty refined, too, with a good level of sound insulation, meaning that you don't get too much road or wind noise intrusion, even on rougher surfaces at freeway pace. There is regenerative braking so you can lift off the accelerator and decelerate without touching the brakes in some situations, though it won't come down to a complete halt – more like walking pace. The actual brake response is strong as well. That regen braking, though, might be something you call on quite a bit, because the physical brake pedal is quite close to the accelerator pedal, so the broader-hooved among us might find the pedal box a little tight. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool There are two trim levels in the 2025 Peugeot 5008 lineup. 2025 Peugeot 5008 Allure equipment highlights: The GT Premium adds: The step up to the GT Premium nets you a heap of luxury items, and certainly feels like you're getting a more, er, premium experience. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool The Peugeot 5008 has just been awarded a four-star Euro NCAP rating, based on testing conducted on the related 3008. In that testing it achieved scores of 82 per cent for adult occupant protection, 85 per cent for child occupant protection, 79 per cent for vulnerable road user, and 62 per cent for safety assist. Standard safety equipment includes: There are some lovely safety things about this car. It doesn't beep and bong at you when the speed limit changes, despite visual warnings of such. Likewise, there's no bing-bong tech for driver fatigue or distraction, because it doesn't have a driver monitoring camera system – that's actually a plus for this car, in my opinion. It has six airbags – but it misses out on a front centre airbag. Even so, it has dual front, front side and full-length curtains, covering all three rows of seats. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool Peugeot Australia offers a five-year, unlimited-kilometre warranty for all new models. The brand also backs the hybrid battery pack for eight years or 160,000km (whichever occurs first). Buyers will also receive five years of roadside assistance at no extra cost. There are some interesting considerations when it comes to servicing. The maintenance intervals are lengthy at 12 months or 25,000km (not sure I'd want to leave my three-cylinder engine that long between visits, personally), and there are a few choices for the budgeting of costs for ongoing maintenance, too. Buyers can do the regular 'capped price' pay-as-you-go way, or opt for a prepaid servicing plan. Those plans span three years/75,000km ($1130), four years/100,000km ($1730) or five years/125,000km ($1995), with the latter offering the best savings. And you can roll the prepaid servicing into your finance repayments, too. The biggest ownership cost, though, will be resale value. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool If you're thinking of this as a proper seven-seat SUV, think again… unless you only ferry very small people around. But while third-row space is very limited, it is a lovely larger SUV, and those bonus back-row spots might come in handy at some point. It's interesting inside, a treat to drive, and certainly offers a compelling counterpoint to some of the mainstream three-row models you might otherwise consider. Interested in buying a Peugeot 5008? Let CarExpert find you the best deal hereMORE: Explore the Peugeot 5008 showroom Content originally sourced from: 5008 Pros Peugeot 5008 Cons The Peugeot 5008 is Australia's only seven-seater from France, and it has a whole heap of Euro panache to its styling and execution. Now available in upgraded 'third-generation' guise, the exterior is abundantly extraverted, and the interior is wow moment after wow moment. But unfortunately, some of those wows are bad ones. Mainly, in the very back row. Read on to see what this the largish mid-size SUV is like, in detail. The latest Peugeot 5008 Hybrid range is not ridiculously expensive, compared to some mainstream rivals. The variant tested in this review is the high-grade GT Premium, which attracts a 21 per cent premium over the base grade – but justifies that extra outlay with a whole heap of extra equipment… but it does have the same powertrain. If you're thinking about seven-seat hybrid SUVs, there are some standout options from mainstream brands, like the Hyundai Santa Fe, Kia Sorento and Toyota Kluger, and even new options like the Chery Tiggo 8 plug-in hybrid. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool The cabin design is very similar to the smaller 3008, and that's no surprise. And, honestly, it's a gorgeous space… so long as you're okay with having a teeny-weeny steering wheel that sits low in your lap and you have to look over the top of. That's the way Peugeots have been for years now, but this iteration of the i-Cockpit design is a little different. The curved 21-inch display for the driver and the infotainment system is a sleek bit of kit, and has a heap of interesting menus and graphics, too. You can configure the digital instrument cluster in multiple ways using the (occasionally confusing) stalks and buttons, and the central multimedia touchscreen has a heap of menu pages on offer, too. What I like about this screen setup is that the climate controls are always anchored on the display when you're using the native menus and commands. With Apple CarPlay operating they go away, but it's something you get used to easily. There are a few too many 'cute' touches with some of the controls, though, like swiping on the seats to change between heat and cool (why not just have touch menus for either?), but while there is a lot of software-controlled tech here, it is relatively simple to come to terms with after a little while. There is another section of controls below the main screen – the so-called i-Toggles – which allow you to more easily spring between menus on the display, whether it's for sat nav, car controls or climate management. The finer controls of the latter are done on screen (fan direction and temperature, for instance), but there are also a few buttons for things like demisters and recirc. There's a volume dial between the seats, too, and while the electric park brake is in a relatively conventional position, the gear selector is up on the dash. Storage is quite good up front, for a French car. There is a wireless phone charger below the dash shelf, and a covered middle bin with USB and 12V charging options, not to mention takeaway-friendly cupholders between the seats and a decent centre console area. Big door-mount bottle holders also help. The smarts are there, and the sensation is great too. There's a lovely finish to the materials, and the cloth-like dashboard trim is a gorgeous thing to look at (though I do fear that it mightn't be the best for those who often eat when they drive, as it could stain). The seats are exceptional as well, with heating, ventilation, and massage functions up front, and the cabin material quality is superb. Second-row space is okay in terms of legroom, while the middle bench is split 60:40 and apart from having folding seatbacks it also slides, with the smaller section on the kerb side. I managed to easily fit my large frame in behind my own driving position with room to spare for my legs and feet, and there's an almost-flat floor back there, too. But headroom is a little tight, so bigger bodies might find it a touch cramped, even with the overhead glass roof. The amenities are good in the second row, with a flip-down armrest and cupholders on offer, plus a couple of USB ports, directional air-vents, map pockets, bottle holders in the doors, soft padded sections where they should be, and ambient lighting in the door tops. Plus there are sunshades in the top-spec GT Premium, too. There is a tilt-and-slide mechanism on both sides of the middle row, allowing easier access to get into the third row. But those back seats are best left for those who are small and nimble enough to get in, and also those who don't need a child seat, because there are no top-tether or ISOFIX points in the very back row. It is a really tight third row. I couldn't physically fold the second row forward far enough to allow me to fit in there with any comfort, and both knee room and foot space are laughable for someone my size. There's also no third-row air vents or charging options, and there's just a wee bit of storage, too. And be mindful: if you're actually going to use those third-row seats, the middle-row-middle-seat belt comes down from the ceiling, and it could prove a hazard for back-seat ingress and egress. Boot space is okay with the third row in play, though, with a claimed 348 litres of cargo capacity behind it, expanding to 916L with the third row folded down. According to Peugeot, there's a total of 2232L of storage capacity available with both rear rows folded. The boot has some neat tricks, including a partition that allows you to position the cargo floor in a certain way, making space for backpacks or luggage. And there's hidey-hole stowage under the third-row seats as well. There's no spare wheel, though. Just a tyre repair kit. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool Surprise! It's the same powertrain as seen in the more compact, related Peugeot 3008 medium SUV. Now, that claimed fuel consumption is pretty eye-opening, and if you can achieve it you will be very, very happy. You might also be some kind of sorcerer, because I couldn't get anywhere near it on my test. Doing the sort of stuff you might do in a seven-seater – like urban, highway, freeway, errands and a bit of country road stuff – I saw a return of 8.0L/100km. Yes, that's a fair bit higher than the claim! I saw similar figures in the 3008 Hybrid, for what it's worth. Just be aware that you have to fill it up with 95 RON premium unleaded, too. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool It's a delight, really. One of the main reasons is the lack of annoying bing-bong active safety announcements (more detail on that below) but, generally, this is a pretty joyful thing to live with. The engine isn't a firecracker, sure. With combined outputs of 107kW/230Nm, you won't want to be running around with seven on board at all times. But it is way lighter than some other seven-seaters at 1671kg, and the engine is up to the task if you're using it for daily duties. The way the thrummy little 1.2-litre turbo triple works hand-in-hand with the electrified dual-clutch auto is impressive, too. It feels like you're getting a bit of assistance from the e-motor at low speeds, where the engine might have otherwise felt laggy. And there's bugger-all lag from this powertrain, too. It's properly urban-friendly. Unlike most other mild-hybrids, the vehicle can drive exclusively on electric power at low speeds, but it won't behave like some of the others out there that can carry on in full-EV mode at 110km/h. This one, though, is a charmer of a powertrain. And the gear shifts are smooth as speeds rise, too. It also feels smaller than it is on the road. Part of that comes down to the i-Cockpit and small steering wheel layout, which combined with the ultra-direct and responsive steering action means you can pivot, duck and dive into gaps without much fuss at all. But just remember, it is a longer car than it feels like it is, so you have to be mindful of the wheelbase length and the overall nose-to-tail dimensions, because it could be easy to misjudge the responsive steering and end up rolling over (or into) a kerb. Ride comfort is mostly great, too. With a longer wheelbase than the 3008 it has a more composed and balanced behaviour over most bumps, but you can still feel a bit of a jolt at the front axle over really sharp edges. It handles well, and I'd have to say it's one of the most fun seven-seaters to drive. And it's pretty refined, too, with a good level of sound insulation, meaning that you don't get too much road or wind noise intrusion, even on rougher surfaces at freeway pace. There is regenerative braking so you can lift off the accelerator and decelerate without touching the brakes in some situations, though it won't come down to a complete halt – more like walking pace. The actual brake response is strong as well. That regen braking, though, might be something you call on quite a bit, because the physical brake pedal is quite close to the accelerator pedal, so the broader-hooved among us might find the pedal box a little tight. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool There are two trim levels in the 2025 Peugeot 5008 lineup. 2025 Peugeot 5008 Allure equipment highlights: The GT Premium adds: The step up to the GT Premium nets you a heap of luxury items, and certainly feels like you're getting a more, er, premium experience. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool The Peugeot 5008 has just been awarded a four-star Euro NCAP rating, based on testing conducted on the related 3008. In that testing it achieved scores of 82 per cent for adult occupant protection, 85 per cent for child occupant protection, 79 per cent for vulnerable road user, and 62 per cent for safety assist. Standard safety equipment includes: There are some lovely safety things about this car. It doesn't beep and bong at you when the speed limit changes, despite visual warnings of such. Likewise, there's no bing-bong tech for driver fatigue or distraction, because it doesn't have a driver monitoring camera system – that's actually a plus for this car, in my opinion. It has six airbags – but it misses out on a front centre airbag. Even so, it has dual front, front side and full-length curtains, covering all three rows of seats. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool Peugeot Australia offers a five-year, unlimited-kilometre warranty for all new models. The brand also backs the hybrid battery pack for eight years or 160,000km (whichever occurs first). Buyers will also receive five years of roadside assistance at no extra cost. There are some interesting considerations when it comes to servicing. The maintenance intervals are lengthy at 12 months or 25,000km (not sure I'd want to leave my three-cylinder engine that long between visits, personally), and there are a few choices for the budgeting of costs for ongoing maintenance, too. Buyers can do the regular 'capped price' pay-as-you-go way, or opt for a prepaid servicing plan. Those plans span three years/75,000km ($1130), four years/100,000km ($1730) or five years/125,000km ($1995), with the latter offering the best savings. And you can roll the prepaid servicing into your finance repayments, too. The biggest ownership cost, though, will be resale value. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool If you're thinking of this as a proper seven-seat SUV, think again… unless you only ferry very small people around. But while third-row space is very limited, it is a lovely larger SUV, and those bonus back-row spots might come in handy at some point. It's interesting inside, a treat to drive, and certainly offers a compelling counterpoint to some of the mainstream three-row models you might otherwise consider. Interested in buying a Peugeot 5008? Let CarExpert find you the best deal hereMORE: Explore the Peugeot 5008 showroom Content originally sourced from: 5008 Pros Peugeot 5008 Cons The Peugeot 5008 is Australia's only seven-seater from France, and it has a whole heap of Euro panache to its styling and execution. Now available in upgraded 'third-generation' guise, the exterior is abundantly extraverted, and the interior is wow moment after wow moment. But unfortunately, some of those wows are bad ones. Mainly, in the very back row. Read on to see what this the largish mid-size SUV is like, in detail. The latest Peugeot 5008 Hybrid range is not ridiculously expensive, compared to some mainstream rivals. The variant tested in this review is the high-grade GT Premium, which attracts a 21 per cent premium over the base grade – but justifies that extra outlay with a whole heap of extra equipment… but it does have the same powertrain. If you're thinking about seven-seat hybrid SUVs, there are some standout options from mainstream brands, like the Hyundai Santa Fe, Kia Sorento and Toyota Kluger, and even new options like the Chery Tiggo 8 plug-in hybrid. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool The cabin design is very similar to the smaller 3008, and that's no surprise. And, honestly, it's a gorgeous space… so long as you're okay with having a teeny-weeny steering wheel that sits low in your lap and you have to look over the top of. That's the way Peugeots have been for years now, but this iteration of the i-Cockpit design is a little different. The curved 21-inch display for the driver and the infotainment system is a sleek bit of kit, and has a heap of interesting menus and graphics, too. You can configure the digital instrument cluster in multiple ways using the (occasionally confusing) stalks and buttons, and the central multimedia touchscreen has a heap of menu pages on offer, too. What I like about this screen setup is that the climate controls are always anchored on the display when you're using the native menus and commands. With Apple CarPlay operating they go away, but it's something you get used to easily. There are a few too many 'cute' touches with some of the controls, though, like swiping on the seats to change between heat and cool (why not just have touch menus for either?), but while there is a lot of software-controlled tech here, it is relatively simple to come to terms with after a little while. There is another section of controls below the main screen – the so-called i-Toggles – which allow you to more easily spring between menus on the display, whether it's for sat nav, car controls or climate management. The finer controls of the latter are done on screen (fan direction and temperature, for instance), but there are also a few buttons for things like demisters and recirc. There's a volume dial between the seats, too, and while the electric park brake is in a relatively conventional position, the gear selector is up on the dash. Storage is quite good up front, for a French car. There is a wireless phone charger below the dash shelf, and a covered middle bin with USB and 12V charging options, not to mention takeaway-friendly cupholders between the seats and a decent centre console area. Big door-mount bottle holders also help. The smarts are there, and the sensation is great too. There's a lovely finish to the materials, and the cloth-like dashboard trim is a gorgeous thing to look at (though I do fear that it mightn't be the best for those who often eat when they drive, as it could stain). The seats are exceptional as well, with heating, ventilation, and massage functions up front, and the cabin material quality is superb. Second-row space is okay in terms of legroom, while the middle bench is split 60:40 and apart from having folding seatbacks it also slides, with the smaller section on the kerb side. I managed to easily fit my large frame in behind my own driving position with room to spare for my legs and feet, and there's an almost-flat floor back there, too. But headroom is a little tight, so bigger bodies might find it a touch cramped, even with the overhead glass roof. The amenities are good in the second row, with a flip-down armrest and cupholders on offer, plus a couple of USB ports, directional air-vents, map pockets, bottle holders in the doors, soft padded sections where they should be, and ambient lighting in the door tops. Plus there are sunshades in the top-spec GT Premium, too. There is a tilt-and-slide mechanism on both sides of the middle row, allowing easier access to get into the third row. But those back seats are best left for those who are small and nimble enough to get in, and also those who don't need a child seat, because there are no top-tether or ISOFIX points in the very back row. It is a really tight third row. I couldn't physically fold the second row forward far enough to allow me to fit in there with any comfort, and both knee room and foot space are laughable for someone my size. There's also no third-row air vents or charging options, and there's just a wee bit of storage, too. And be mindful: if you're actually going to use those third-row seats, the middle-row-middle-seat belt comes down from the ceiling, and it could prove a hazard for back-seat ingress and egress. Boot space is okay with the third row in play, though, with a claimed 348 litres of cargo capacity behind it, expanding to 916L with the third row folded down. According to Peugeot, there's a total of 2232L of storage capacity available with both rear rows folded. The boot has some neat tricks, including a partition that allows you to position the cargo floor in a certain way, making space for backpacks or luggage. And there's hidey-hole stowage under the third-row seats as well. There's no spare wheel, though. Just a tyre repair kit. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool Surprise! It's the same powertrain as seen in the more compact, related Peugeot 3008 medium SUV. Now, that claimed fuel consumption is pretty eye-opening, and if you can achieve it you will be very, very happy. You might also be some kind of sorcerer, because I couldn't get anywhere near it on my test. Doing the sort of stuff you might do in a seven-seater – like urban, highway, freeway, errands and a bit of country road stuff – I saw a return of 8.0L/100km. Yes, that's a fair bit higher than the claim! I saw similar figures in the 3008 Hybrid, for what it's worth. Just be aware that you have to fill it up with 95 RON premium unleaded, too. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool It's a delight, really. One of the main reasons is the lack of annoying bing-bong active safety announcements (more detail on that below) but, generally, this is a pretty joyful thing to live with. The engine isn't a firecracker, sure. With combined outputs of 107kW/230Nm, you won't want to be running around with seven on board at all times. But it is way lighter than some other seven-seaters at 1671kg, and the engine is up to the task if you're using it for daily duties. The way the thrummy little 1.2-litre turbo triple works hand-in-hand with the electrified dual-clutch auto is impressive, too. It feels like you're getting a bit of assistance from the e-motor at low speeds, where the engine might have otherwise felt laggy. And there's bugger-all lag from this powertrain, too. It's properly urban-friendly. Unlike most other mild-hybrids, the vehicle can drive exclusively on electric power at low speeds, but it won't behave like some of the others out there that can carry on in full-EV mode at 110km/h. This one, though, is a charmer of a powertrain. And the gear shifts are smooth as speeds rise, too. It also feels smaller than it is on the road. Part of that comes down to the i-Cockpit and small steering wheel layout, which combined with the ultra-direct and responsive steering action means you can pivot, duck and dive into gaps without much fuss at all. But just remember, it is a longer car than it feels like it is, so you have to be mindful of the wheelbase length and the overall nose-to-tail dimensions, because it could be easy to misjudge the responsive steering and end up rolling over (or into) a kerb. Ride comfort is mostly great, too. With a longer wheelbase than the 3008 it has a more composed and balanced behaviour over most bumps, but you can still feel a bit of a jolt at the front axle over really sharp edges. It handles well, and I'd have to say it's one of the most fun seven-seaters to drive. And it's pretty refined, too, with a good level of sound insulation, meaning that you don't get too much road or wind noise intrusion, even on rougher surfaces at freeway pace. There is regenerative braking so you can lift off the accelerator and decelerate without touching the brakes in some situations, though it won't come down to a complete halt – more like walking pace. The actual brake response is strong as well. That regen braking, though, might be something you call on quite a bit, because the physical brake pedal is quite close to the accelerator pedal, so the broader-hooved among us might find the pedal box a little tight. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool There are two trim levels in the 2025 Peugeot 5008 lineup. 2025 Peugeot 5008 Allure equipment highlights: The GT Premium adds: The step up to the GT Premium nets you a heap of luxury items, and certainly feels like you're getting a more, er, premium experience. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool The Peugeot 5008 has just been awarded a four-star Euro NCAP rating, based on testing conducted on the related 3008. In that testing it achieved scores of 82 per cent for adult occupant protection, 85 per cent for child occupant protection, 79 per cent for vulnerable road user, and 62 per cent for safety assist. Standard safety equipment includes: There are some lovely safety things about this car. It doesn't beep and bong at you when the speed limit changes, despite visual warnings of such. Likewise, there's no bing-bong tech for driver fatigue or distraction, because it doesn't have a driver monitoring camera system – that's actually a plus for this car, in my opinion. It has six airbags – but it misses out on a front centre airbag. Even so, it has dual front, front side and full-length curtains, covering all three rows of seats. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool Peugeot Australia offers a five-year, unlimited-kilometre warranty for all new models. The brand also backs the hybrid battery pack for eight years or 160,000km (whichever occurs first). Buyers will also receive five years of roadside assistance at no extra cost. There are some interesting considerations when it comes to servicing. The maintenance intervals are lengthy at 12 months or 25,000km (not sure I'd want to leave my three-cylinder engine that long between visits, personally), and there are a few choices for the budgeting of costs for ongoing maintenance, too. Buyers can do the regular 'capped price' pay-as-you-go way, or opt for a prepaid servicing plan. Those plans span three years/75,000km ($1130), four years/100,000km ($1730) or five years/125,000km ($1995), with the latter offering the best savings. And you can roll the prepaid servicing into your finance repayments, too. The biggest ownership cost, though, will be resale value. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool If you're thinking of this as a proper seven-seat SUV, think again… unless you only ferry very small people around. But while third-row space is very limited, it is a lovely larger SUV, and those bonus back-row spots might come in handy at some point. It's interesting inside, a treat to drive, and certainly offers a compelling counterpoint to some of the mainstream three-row models you might otherwise consider. Interested in buying a Peugeot 5008? Let CarExpert find you the best deal hereMORE: Explore the Peugeot 5008 showroom Content originally sourced from: 5008 Pros Peugeot 5008 Cons The Peugeot 5008 is Australia's only seven-seater from France, and it has a whole heap of Euro panache to its styling and execution. Now available in upgraded 'third-generation' guise, the exterior is abundantly extraverted, and the interior is wow moment after wow moment. But unfortunately, some of those wows are bad ones. Mainly, in the very back row. Read on to see what this the largish mid-size SUV is like, in detail. The latest Peugeot 5008 Hybrid range is not ridiculously expensive, compared to some mainstream rivals. The variant tested in this review is the high-grade GT Premium, which attracts a 21 per cent premium over the base grade – but justifies that extra outlay with a whole heap of extra equipment… but it does have the same powertrain. If you're thinking about seven-seat hybrid SUVs, there are some standout options from mainstream brands, like the Hyundai Santa Fe, Kia Sorento and Toyota Kluger, and even new options like the Chery Tiggo 8 plug-in hybrid. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool The cabin design is very similar to the smaller 3008, and that's no surprise. And, honestly, it's a gorgeous space… so long as you're okay with having a teeny-weeny steering wheel that sits low in your lap and you have to look over the top of. That's the way Peugeots have been for years now, but this iteration of the i-Cockpit design is a little different. The curved 21-inch display for the driver and the infotainment system is a sleek bit of kit, and has a heap of interesting menus and graphics, too. You can configure the digital instrument cluster in multiple ways using the (occasionally confusing) stalks and buttons, and the central multimedia touchscreen has a heap of menu pages on offer, too. What I like about this screen setup is that the climate controls are always anchored on the display when you're using the native menus and commands. With Apple CarPlay operating they go away, but it's something you get used to easily. There are a few too many 'cute' touches with some of the controls, though, like swiping on the seats to change between heat and cool (why not just have touch menus for either?), but while there is a lot of software-controlled tech here, it is relatively simple to come to terms with after a little while. There is another section of controls below the main screen – the so-called i-Toggles – which allow you to more easily spring between menus on the display, whether it's for sat nav, car controls or climate management. The finer controls of the latter are done on screen (fan direction and temperature, for instance), but there are also a few buttons for things like demisters and recirc. There's a volume dial between the seats, too, and while the electric park brake is in a relatively conventional position, the gear selector is up on the dash. Storage is quite good up front, for a French car. There is a wireless phone charger below the dash shelf, and a covered middle bin with USB and 12V charging options, not to mention takeaway-friendly cupholders between the seats and a decent centre console area. Big door-mount bottle holders also help. The smarts are there, and the sensation is great too. There's a lovely finish to the materials, and the cloth-like dashboard trim is a gorgeous thing to look at (though I do fear that it mightn't be the best for those who often eat when they drive, as it could stain). The seats are exceptional as well, with heating, ventilation, and massage functions up front, and the cabin material quality is superb. Second-row space is okay in terms of legroom, while the middle bench is split 60:40 and apart from having folding seatbacks it also slides, with the smaller section on the kerb side. I managed to easily fit my large frame in behind my own driving position with room to spare for my legs and feet, and there's an almost-flat floor back there, too. But headroom is a little tight, so bigger bodies might find it a touch cramped, even with the overhead glass roof. The amenities are good in the second row, with a flip-down armrest and cupholders on offer, plus a couple of USB ports, directional air-vents, map pockets, bottle holders in the doors, soft padded sections where they should be, and ambient lighting in the door tops. Plus there are sunshades in the top-spec GT Premium, too. There is a tilt-and-slide mechanism on both sides of the middle row, allowing easier access to get into the third row. But those back seats are best left for those who are small and nimble enough to get in, and also those who don't need a child seat, because there are no top-tether or ISOFIX points in the very back row. It is a really tight third row. I couldn't physically fold the second row forward far enough to allow me to fit in there with any comfort, and both knee room and foot space are laughable for someone my size. There's also no third-row air vents or charging options, and there's just a wee bit of storage, too. And be mindful: if you're actually going to use those third-row seats, the middle-row-middle-seat belt comes down from the ceiling, and it could prove a hazard for back-seat ingress and egress. Boot space is okay with the third row in play, though, with a claimed 348 litres of cargo capacity behind it, expanding to 916L with the third row folded down. According to Peugeot, there's a total of 2232L of storage capacity available with both rear rows folded. The boot has some neat tricks, including a partition that allows you to position the cargo floor in a certain way, making space for backpacks or luggage. And there's hidey-hole stowage under the third-row seats as well. There's no spare wheel, though. Just a tyre repair kit. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool Surprise! It's the same powertrain as seen in the more compact, related Peugeot 3008 medium SUV. Now, that claimed fuel consumption is pretty eye-opening, and if you can achieve it you will be very, very happy. You might also be some kind of sorcerer, because I couldn't get anywhere near it on my test. Doing the sort of stuff you might do in a seven-seater – like urban, highway, freeway, errands and a bit of country road stuff – I saw a return of 8.0L/100km. Yes, that's a fair bit higher than the claim! I saw similar figures in the 3008 Hybrid, for what it's worth. Just be aware that you have to fill it up with 95 RON premium unleaded, too. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool It's a delight, really. One of the main reasons is the lack of annoying bing-bong active safety announcements (more detail on that below) but, generally, this is a pretty joyful thing to live with. The engine isn't a firecracker, sure. With combined outputs of 107kW/230Nm, you won't want to be running around with seven on board at all times. But it is way lighter than some other seven-seaters at 1671kg, and the engine is up to the task if you're using it for daily duties. The way the thrummy little 1.2-litre turbo triple works hand-in-hand with the electrified dual-clutch auto is impressive, too. It feels like you're getting a bit of assistance from the e-motor at low speeds, where the engine might have otherwise felt laggy. And there's bugger-all lag from this powertrain, too. It's properly urban-friendly. Unlike most other mild-hybrids, the vehicle can drive exclusively on electric power at low speeds, but it won't behave like some of the others out there that can carry on in full-EV mode at 110km/h. This one, though, is a charmer of a powertrain. And the gear shifts are smooth as speeds rise, too. It also feels smaller than it is on the road. Part of that comes down to the i-Cockpit and small steering wheel layout, which combined with the ultra-direct and responsive steering action means you can pivot, duck and dive into gaps without much fuss at all. But just remember, it is a longer car than it feels like it is, so you have to be mindful of the wheelbase length and the overall nose-to-tail dimensions, because it could be easy to misjudge the responsive steering and end up rolling over (or into) a kerb. Ride comfort is mostly great, too. With a longer wheelbase than the 3008 it has a more composed and balanced behaviour over most bumps, but you can still feel a bit of a jolt at the front axle over really sharp edges. It handles well, and I'd have to say it's one of the most fun seven-seaters to drive. And it's pretty refined, too, with a good level of sound insulation, meaning that you don't get too much road or wind noise intrusion, even on rougher surfaces at freeway pace. There is regenerative braking so you can lift off the accelerator and decelerate without touching the brakes in some situations, though it won't come down to a complete halt – more like walking pace. The actual brake response is strong as well. That regen braking, though, might be something you call on quite a bit, because the physical brake pedal is quite close to the accelerator pedal, so the broader-hooved among us might find the pedal box a little tight. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool There are two trim levels in the 2025 Peugeot 5008 lineup. 2025 Peugeot 5008 Allure equipment highlights: The GT Premium adds: The step up to the GT Premium nets you a heap of luxury items, and certainly feels like you're getting a more, er, premium experience. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool The Peugeot 5008 has just been awarded a four-star Euro NCAP rating, based on testing conducted on the related 3008. In that testing it achieved scores of 82 per cent for adult occupant protection, 85 per cent for child occupant protection, 79 per cent for vulnerable road user, and 62 per cent for safety assist. Standard safety equipment includes: There are some lovely safety things about this car. It doesn't beep and bong at you when the speed limit changes, despite visual warnings of such. Likewise, there's no bing-bong tech for driver fatigue or distraction, because it doesn't have a driver monitoring camera system – that's actually a plus for this car, in my opinion. It has six airbags – but it misses out on a front centre airbag. Even so, it has dual front, front side and full-length curtains, covering all three rows of seats. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool Peugeot Australia offers a five-year, unlimited-kilometre warranty for all new models. The brand also backs the hybrid battery pack for eight years or 160,000km (whichever occurs first). Buyers will also receive five years of roadside assistance at no extra cost. There are some interesting considerations when it comes to servicing. The maintenance intervals are lengthy at 12 months or 25,000km (not sure I'd want to leave my three-cylinder engine that long between visits, personally), and there are a few choices for the budgeting of costs for ongoing maintenance, too. Buyers can do the regular 'capped price' pay-as-you-go way, or opt for a prepaid servicing plan. Those plans span three years/75,000km ($1130), four years/100,000km ($1730) or five years/125,000km ($1995), with the latter offering the best savings. And you can roll the prepaid servicing into your finance repayments, too. The biggest ownership cost, though, will be resale value. To see how the Peugeot 5008 lines up against the competition, check out our comparison tool If you're thinking of this as a proper seven-seat SUV, think again… unless you only ferry very small people around. But while third-row space is very limited, it is a lovely larger SUV, and those bonus back-row spots might come in handy at some point. It's interesting inside, a treat to drive, and certainly offers a compelling counterpoint to some of the mainstream three-row models you might otherwise consider. Interested in buying a Peugeot 5008? Let CarExpert find you the best deal hereMORE: Explore the Peugeot 5008 showroom Content originally sourced from:
The Advertiser
3 days ago
- Automotive
- The Advertiser
Why the Hyundai Santa Fe is a CarExpert Choice winner
The design of the fifth-generationHyundai Santa Fe might be polarising and it's certainly distinctive, but it's not the reason we named it Australia's best affordable large SUV in the inaugural 2025 CarExpert Choice Awards. Inside its boxy exterior there's a refined, high-quality and high-tech three-row interior that's just as unique and sets a new standard for a mainstream large SUV in terms of presentation and accommodation. Compared to its Kia Sorento sister model, which is still good enough to be a finalist in this segment (the five-seat Subaru Outback is our other finalist for this award) even if the fourth generation is now five years old, the Santa Fe offers better second- and third-row space and amenity. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The latest Santa Fe also provides great outward visibility from all seats, a larger cargo area accessed via a lower loading lip, and outstanding ride comfort without compromising its exemplary dynamics (for a large SUV). There's also a long list of standard safety and multimedia technology even from base level, with the cheapest front-wheel drive variant powered by a turbocharged 2.5-litre four-cylinder petrol engine and fitted with everything a growing family would need for $53,000 before on-road costs. In all there are eight variants, three equipment grades and two powertrain options including an efficient 1.6-litre hybrid that's also available in front- and all-wheel drive form. And the flagship Calligraphy AWD hybrid, which tops the range at $76,500 in seven-seat form and $77,000 in six-seat guise with a pair of second-row captain's chairs (both plus on-roads), not only looks and feels more like a Range Rover inside its luxurious cabin but also comes with all of Hyundai's premium features, including huge and responsive infotainment and instrument cluster screens, a head-up display, and twin wireless phone chargers. There's also cavernous storage capacity including two glove boxes, a huge twin-hinged lidded centre console box that can be accessed from the front and rear, and no fewer than 16 cupholders! The Santa Fe is no ladder-frame rock-hopper (which is why we have a separate award for best off-road SUVs like the Ford Everest and Toyota Prado), but also making it an excellent large SUV for adventurous families are XRT option packages that give it a decent boost in all-terrain capability. All this is backed by attractive aftersales propositions including relatively low running and service costs, and a generous warranty. "Look, you're either going to love or hate the styling. But even if you hate it, consider just how practical that boxy body makes the Santa Fe," said CarExpert news editor William Stopford. "The old Santa Fe was already such a good thing, I was wondering how Hyundai could improve on it. Well, they have – this is a terrifically packaged, well-appointed crossover SUV loaded with tech, featuring competitive petrol and hybrid powertrains, and wrapped in distinctive styling." CarExpert marketplace editor James Wong agreed. "The trusty Santa Fe went through a massive metamorphosis in this latest generation, and while its looks are polarising its excellent packaging and luxurious level of features and tech are outstanding," he said. "There's the option of both a generally efficient hybrid or a torquey turbo-petrol drivetrain, and the Santa Fe offers heaps of configurations and personalisation options for discerning Australian families that want to stand out without breaking the bank." CarExpert journalist Max Davies said: "The quirky-looking Santa Fe remains a reliable option in Australia's large SUV market, offering a broad range of standard equipment, sturdy build quality, and a compliant ride at affordable prices. "You now also have the benefit of either hybrid or petrol powertrains, which means there should be something in the range to suit all budgets and lifestyles." MORE: Explore the Hyundai Santa Fe showroom Content originally sourced from: The design of the fifth-generationHyundai Santa Fe might be polarising and it's certainly distinctive, but it's not the reason we named it Australia's best affordable large SUV in the inaugural 2025 CarExpert Choice Awards. Inside its boxy exterior there's a refined, high-quality and high-tech three-row interior that's just as unique and sets a new standard for a mainstream large SUV in terms of presentation and accommodation. Compared to its Kia Sorento sister model, which is still good enough to be a finalist in this segment (the five-seat Subaru Outback is our other finalist for this award) even if the fourth generation is now five years old, the Santa Fe offers better second- and third-row space and amenity. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The latest Santa Fe also provides great outward visibility from all seats, a larger cargo area accessed via a lower loading lip, and outstanding ride comfort without compromising its exemplary dynamics (for a large SUV). There's also a long list of standard safety and multimedia technology even from base level, with the cheapest front-wheel drive variant powered by a turbocharged 2.5-litre four-cylinder petrol engine and fitted with everything a growing family would need for $53,000 before on-road costs. In all there are eight variants, three equipment grades and two powertrain options including an efficient 1.6-litre hybrid that's also available in front- and all-wheel drive form. And the flagship Calligraphy AWD hybrid, which tops the range at $76,500 in seven-seat form and $77,000 in six-seat guise with a pair of second-row captain's chairs (both plus on-roads), not only looks and feels more like a Range Rover inside its luxurious cabin but also comes with all of Hyundai's premium features, including huge and responsive infotainment and instrument cluster screens, a head-up display, and twin wireless phone chargers. There's also cavernous storage capacity including two glove boxes, a huge twin-hinged lidded centre console box that can be accessed from the front and rear, and no fewer than 16 cupholders! The Santa Fe is no ladder-frame rock-hopper (which is why we have a separate award for best off-road SUVs like the Ford Everest and Toyota Prado), but also making it an excellent large SUV for adventurous families are XRT option packages that give it a decent boost in all-terrain capability. All this is backed by attractive aftersales propositions including relatively low running and service costs, and a generous warranty. "Look, you're either going to love or hate the styling. But even if you hate it, consider just how practical that boxy body makes the Santa Fe," said CarExpert news editor William Stopford. "The old Santa Fe was already such a good thing, I was wondering how Hyundai could improve on it. Well, they have – this is a terrifically packaged, well-appointed crossover SUV loaded with tech, featuring competitive petrol and hybrid powertrains, and wrapped in distinctive styling." CarExpert marketplace editor James Wong agreed. "The trusty Santa Fe went through a massive metamorphosis in this latest generation, and while its looks are polarising its excellent packaging and luxurious level of features and tech are outstanding," he said. "There's the option of both a generally efficient hybrid or a torquey turbo-petrol drivetrain, and the Santa Fe offers heaps of configurations and personalisation options for discerning Australian families that want to stand out without breaking the bank." CarExpert journalist Max Davies said: "The quirky-looking Santa Fe remains a reliable option in Australia's large SUV market, offering a broad range of standard equipment, sturdy build quality, and a compliant ride at affordable prices. "You now also have the benefit of either hybrid or petrol powertrains, which means there should be something in the range to suit all budgets and lifestyles." MORE: Explore the Hyundai Santa Fe showroom Content originally sourced from: The design of the fifth-generationHyundai Santa Fe might be polarising and it's certainly distinctive, but it's not the reason we named it Australia's best affordable large SUV in the inaugural 2025 CarExpert Choice Awards. Inside its boxy exterior there's a refined, high-quality and high-tech three-row interior that's just as unique and sets a new standard for a mainstream large SUV in terms of presentation and accommodation. Compared to its Kia Sorento sister model, which is still good enough to be a finalist in this segment (the five-seat Subaru Outback is our other finalist for this award) even if the fourth generation is now five years old, the Santa Fe offers better second- and third-row space and amenity. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The latest Santa Fe also provides great outward visibility from all seats, a larger cargo area accessed via a lower loading lip, and outstanding ride comfort without compromising its exemplary dynamics (for a large SUV). There's also a long list of standard safety and multimedia technology even from base level, with the cheapest front-wheel drive variant powered by a turbocharged 2.5-litre four-cylinder petrol engine and fitted with everything a growing family would need for $53,000 before on-road costs. In all there are eight variants, three equipment grades and two powertrain options including an efficient 1.6-litre hybrid that's also available in front- and all-wheel drive form. And the flagship Calligraphy AWD hybrid, which tops the range at $76,500 in seven-seat form and $77,000 in six-seat guise with a pair of second-row captain's chairs (both plus on-roads), not only looks and feels more like a Range Rover inside its luxurious cabin but also comes with all of Hyundai's premium features, including huge and responsive infotainment and instrument cluster screens, a head-up display, and twin wireless phone chargers. There's also cavernous storage capacity including two glove boxes, a huge twin-hinged lidded centre console box that can be accessed from the front and rear, and no fewer than 16 cupholders! The Santa Fe is no ladder-frame rock-hopper (which is why we have a separate award for best off-road SUVs like the Ford Everest and Toyota Prado), but also making it an excellent large SUV for adventurous families are XRT option packages that give it a decent boost in all-terrain capability. All this is backed by attractive aftersales propositions including relatively low running and service costs, and a generous warranty. "Look, you're either going to love or hate the styling. But even if you hate it, consider just how practical that boxy body makes the Santa Fe," said CarExpert news editor William Stopford. "The old Santa Fe was already such a good thing, I was wondering how Hyundai could improve on it. Well, they have – this is a terrifically packaged, well-appointed crossover SUV loaded with tech, featuring competitive petrol and hybrid powertrains, and wrapped in distinctive styling." CarExpert marketplace editor James Wong agreed. "The trusty Santa Fe went through a massive metamorphosis in this latest generation, and while its looks are polarising its excellent packaging and luxurious level of features and tech are outstanding," he said. "There's the option of both a generally efficient hybrid or a torquey turbo-petrol drivetrain, and the Santa Fe offers heaps of configurations and personalisation options for discerning Australian families that want to stand out without breaking the bank." CarExpert journalist Max Davies said: "The quirky-looking Santa Fe remains a reliable option in Australia's large SUV market, offering a broad range of standard equipment, sturdy build quality, and a compliant ride at affordable prices. "You now also have the benefit of either hybrid or petrol powertrains, which means there should be something in the range to suit all budgets and lifestyles." MORE: Explore the Hyundai Santa Fe showroom Content originally sourced from: The design of the fifth-generationHyundai Santa Fe might be polarising and it's certainly distinctive, but it's not the reason we named it Australia's best affordable large SUV in the inaugural 2025 CarExpert Choice Awards. Inside its boxy exterior there's a refined, high-quality and high-tech three-row interior that's just as unique and sets a new standard for a mainstream large SUV in terms of presentation and accommodation. Compared to its Kia Sorento sister model, which is still good enough to be a finalist in this segment (the five-seat Subaru Outback is our other finalist for this award) even if the fourth generation is now five years old, the Santa Fe offers better second- and third-row space and amenity. Hundreds of new car deals are available through CarExpert right now. Get the experts on your side and score a great deal. Browse now. The latest Santa Fe also provides great outward visibility from all seats, a larger cargo area accessed via a lower loading lip, and outstanding ride comfort without compromising its exemplary dynamics (for a large SUV). There's also a long list of standard safety and multimedia technology even from base level, with the cheapest front-wheel drive variant powered by a turbocharged 2.5-litre four-cylinder petrol engine and fitted with everything a growing family would need for $53,000 before on-road costs. In all there are eight variants, three equipment grades and two powertrain options including an efficient 1.6-litre hybrid that's also available in front- and all-wheel drive form. And the flagship Calligraphy AWD hybrid, which tops the range at $76,500 in seven-seat form and $77,000 in six-seat guise with a pair of second-row captain's chairs (both plus on-roads), not only looks and feels more like a Range Rover inside its luxurious cabin but also comes with all of Hyundai's premium features, including huge and responsive infotainment and instrument cluster screens, a head-up display, and twin wireless phone chargers. There's also cavernous storage capacity including two glove boxes, a huge twin-hinged lidded centre console box that can be accessed from the front and rear, and no fewer than 16 cupholders! The Santa Fe is no ladder-frame rock-hopper (which is why we have a separate award for best off-road SUVs like the Ford Everest and Toyota Prado), but also making it an excellent large SUV for adventurous families are XRT option packages that give it a decent boost in all-terrain capability. All this is backed by attractive aftersales propositions including relatively low running and service costs, and a generous warranty. "Look, you're either going to love or hate the styling. But even if you hate it, consider just how practical that boxy body makes the Santa Fe," said CarExpert news editor William Stopford. "The old Santa Fe was already such a good thing, I was wondering how Hyundai could improve on it. Well, they have – this is a terrifically packaged, well-appointed crossover SUV loaded with tech, featuring competitive petrol and hybrid powertrains, and wrapped in distinctive styling." CarExpert marketplace editor James Wong agreed. "The trusty Santa Fe went through a massive metamorphosis in this latest generation, and while its looks are polarising its excellent packaging and luxurious level of features and tech are outstanding," he said. "There's the option of both a generally efficient hybrid or a torquey turbo-petrol drivetrain, and the Santa Fe offers heaps of configurations and personalisation options for discerning Australian families that want to stand out without breaking the bank." CarExpert journalist Max Davies said: "The quirky-looking Santa Fe remains a reliable option in Australia's large SUV market, offering a broad range of standard equipment, sturdy build quality, and a compliant ride at affordable prices. "You now also have the benefit of either hybrid or petrol powertrains, which means there should be something in the range to suit all budgets and lifestyles." MORE: Explore the Hyundai Santa Fe showroom Content originally sourced from:
Canberra Times
4 days ago
- Automotive
- Canberra Times
Why the Hyundai Santa Fe is a CarExpert Choice winner
Compared to its Kia Sorento sister model, which is still good enough to be a finalist in this segment (the five-seat Subaru Outback is our other finalist for this award) even if the fourth generation is now five years old, the Santa Fe offers better second- and third-row space and amenity.
Miami Herald
4 days ago
- Automotive
- Miami Herald
Kia Launches Compelling Sorento Lease Offer for July
The Kia Sorento has long occupied a sweet spot in the midsize SUV segment. It's smaller and more maneuverable than bulky three-row crossovers, but still offers seven seats, plenty of tech, and competitive fuel economy. Now, Kia is giving shoppers another reason to take a closer look: a compelling new lease deal that puts the 2025 Sorento in reach for many families. This lease offer applies to the LX trim with front-wheel drive, the most affordable version of the 2025 Sorento. Even in base form, though, it's far from barebones. Kia has loaded the Sorento with a generous mix of comfort, safety, and tech features, making it one of the more appealing budget-friendly three-row SUVs on the market. Kia is now offering a 36-month lease on the 2025 Sorento LX FWD for just $299 per month, with $3,999 due at signing. That's for a vehicle with an MSRP of $33,405, making it one of the most budget-friendly ways to get into a well-equipped midsize SUV. The offer runs through August 4, 2025, giving buyers a few weeks to take advantage. While the LX trim is the most affordable, shoppers who want all-wheel drive or more upscale finishes can look to higher trims like the X-Line or SX, which offer rugged styling and upgraded materials. The base model hits a sweet spot, though, especially for value-conscious buyers who still want a good-looking, tech-filled SUV. The 2025 Sorento got a major update earlier this year, and it shows. The cabin now feels more upscale and high-tech, with a wide 12.3-inch infotainment touchscreen taking center stage. Wireless Apple CarPlay and Android Auto come standard, along with a wireless phone charger-two features that many rivals still make you pay extra for. Kia's decision to include three rows of seating as standard across all trims gives the Sorento an edge in versatility. That third row may be best suited for kids or short trips, but it's a lifesaver when carpooling or shuttling family and friends. Second-row passengers will also find plenty of space and amenities, with thoughtful storage and easy access to USB ports. The Sorento drives with the calm confidence expected of a family SUV. It's not trying to be sporty or flashy, but it offers a smooth, composed ride and predictable handling. The standard 2.5-liter four-cylinder engine isn't going to win drag races, but it gets the job done and helps the Sorento return solid fuel economy for its class. Cargo space is competitive, especially with the third row folded down. With both rear rows stowed, the Sorento offers enough room to haul everything from home improvement supplies to bikes and luggage for a long weekend trip. The Sorento already stood out for offering three-row practicality in a right-sized, affordable package. With this new lease deal, Kia is making it even easier for families to get behind the wheel of a 2025 Sorento without breaking the bank. It may not have the flash of some competitors, but when it comes to real-world value, this lease might be one of the smartest family car moves of the summer. *Disclaimer: This article is provided for informational purposes only. The information presented herein is based on manufacturer-provided lease offer information, which is subject to frequent change and may vary based on location, creditworthiness, and other factors. We are not a party to any lease agreements and assume no liability for the terms, conditions, availability, or accuracy of any lease offers mentioned. All terms, including but not limited to pricing, mileage allowances, and residual values, require direct verification with an authorized local OEM dealership. This article does not constitute financial advice or an endorsement of any particular lease or vehicle. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Yahoo
7 days ago
- Automotive
- Yahoo
Edmunds three-row hybrid SUV test: Kia Sorento vs Toyota Highlander
The 2025 Kia Sorento Hybrid and 2025 Toyota Highlander Hybrid are two three-row SUVs with compelling attributes if you're shopping for a family-oriented vehicle. First, they're both hybrids and get excellent fuel economy. They're also smaller and less expensive than many other three-row SUVs, such as the Kia Telluride and Toyota Grand Highlander. Not everyone needs a giant vehicle with a third-row seat that can fit full-size adults — something for occasional use by bigger kids or teens can easily suffice. If any or all of that sounds like what you're looking for, the Sorento and Highlander hybrids should fit the bill. But which one should you buy? Edmunds' car experts have tested both to find out. Interior space We've already indicated that the Sorento and Highlander have less third-row legroom than bigger three-row SUVs. They also have less cargo space when you raise their third-row seats. Of these two vehicles, the Highlander is bigger on the outside, although that doesn't entirely translate to a bigger interior. It's wider and comes standard with seating for six people. You can get a Highlander Hybrid with an optional second-row bench seat that increases capacity to seven. The Sorento Hybrid only comes with second-row captain's chairs and, as a result, it has a maximum six-passenger capacity. The Highlander can also fit slightly more stuff behind its third row — think an extra duffel or big grocery bag — and its advantage increases with each row lowered. On the other hand, the Sorento has slightly more third-row legroom and headroom. That's relative since only small people can fit in the way back of each. Indeed, the Highlander's advantage isn't that significant, and the Sorento's smaller exterior size is a benefit in terms of parking and maneuverability — two reasons one can contemplate this smaller three-row subset to begin with. Advantage: Toyota Highlander Hybrid Fuel economy and performance The Sorento Hybrid gets an EPA-estimated 36 mpg in combined city/highway driving in its standard front-wheel-drive configuration. Opting for all-wheel drive drops that slightly to 34 mpg combined. Every Highlander Hybrid has all-wheel drive and gets an EPA-estimated 35 mpg combined. You can pretty much consider this a tie. Performance differs, however. At the Edmunds test track, an all-wheel-drive Sorento Hybrid accelerated from zero to 60 mph in 7.6 seconds, which is a respectable time for a three-row hybrid SUV. It feels quick, too, thanks to the ample torque provided by the turbocharged engine and electric motor. It also has a six-speed automatic transmission that shifts quickly and smoothly. Having front-wheel drive standard is also nice as it lowers the cost of entry for those who don't need the winter-ready traction of all-wheel drive. The Highlander Hybrid went from zero to 60 mph in 8.2 seconds, which is slower than non-hybrid SUVs by about a second. Power is readily available and smoothly delivered, but Toyota's more typical hybrid powertrain features a continuously variable automatic transmission that makes the engine drone under hard acceleration. That engine is also not turbocharged. Advantage: Kia Sorento Hybrid Value and Technology The Kia Sorento Hybrid starts at $40,105, or about $8,000 less than the $48,315 Highlander Hybrid — adding all-wheel drive to the Kia only reduces the gap by $1,800. The Highlander does come with a few extra standard features to partially offset its higher price, but we don't think they fully justify the price premium. Moreover, the Highlander continues to be similarly more expensive when you compare each vehicle's more well-equipped trim levels. The Sorento also has a better infotainment system as standard, with a 10.25-inch touchscreen packing integrated navigation. The Highlander's standard unit is only 8 inches and lacks navigation. You can, however, add the 12.3-inch touchscreen that's standard on upper trims to the base trim as a stand-alone option. Feature content within the infotainment systems is comparable, but the Kia has multiple USB ports in each row whereas the Highlander has none in the third row. In terms of functionality, we score both the Toyota and Kia tech interfaces similarly strong in terms of usability. Safety technology content is similarly robust in both SUVs, but the Sorento's are superior in terms of performance, especially the adaptive cruise control system. Advantage: Kia Edmunds says The Sorento and Highlander hybrids are similar in concept, but our testing team ultimately scores the Kia higher. Moreover, the Toyota is so much more expensive regardless of trim level that it makes the Kia look like that much stronger of a choice. _____ This story was provided to The Associated Press by the automotive website Edmunds. James Riswick is a contributor at Edmunds. James Riswick, The Associated Press
