Audi RS Q3 vs Peugeot 5008

What's the difference?

The Audi RS Q3 Sportback edition 10 years is dynamically brilliant, beautifully finished and surprisingly civilised on day-to-day duty. A polished compact performance package that even in this special 'get-it-while-you-can' guise offers compelling value relative to its direct competitors.

Despite its new mild-hybrid powertrain and generous list of premium features, the Peugeot 5008 GT Premium Hybrid doesn’t always hit the mark. It’s not a bad car. In fact, it’s comfortable, stylish, and well-equipped. But it sits in a highly competitive segment where some rivals offer more space, more power, or better value.

It’s not the most versatile seven-seater on the market, but it will suit families who only occasionally need that third row. And that’s the theme here. The 5008 is sufficient. It does most things well enough, but in a class full of standout options, it doesn’t quite push through to the front.

There's a lot going on with the RS Q3's exterior design; a mix of jagged lights, hard character lines, broad haunches and multiple vents surrounding the brand's signature, six-sided grille up front.

The big 21-inch rims fill the arches nicely and the rear features a deep diffuser with fat exhaust finishers poking out either side.

It's a purposeful, macho look and the Sportback edition 10 years is defined by a black package which adds gloss black to the side window trim, front spoiler blade, side blades, rear diffuser and exterior mirrors.

The limited edition is available in two colours, 'Chronos Grey metallic', which is unique to this model and 'Dew Silver matte' which will now be added to the broader RS Q3 colour palette.

Premium performance feels like the dominant theme inside with a typically Audi tech-focused approach including high-quality brushed metal elements, matt carbon inserts and quilted leather trim on the heavily bolstered front seats.

A meticulous attention to detail is obvious and the bottom line is it's all about the driver. A grippy, flat-bottom, leather-trimmed steering wheel looks as good as it feels, sleek screens enhance the racy vibe and the mix of physical and digital controls is sensible.

The redesigned 5008 essentially looks like a stretched 3008, with a more squared-off rear that adds some robustness but not necessarily extra style.

It’s nice enough from most angles, but not all of them. The front, however, is a different story. With its fresh grille design and sharp pixel LED headlights, it looks striking, and the signature Peugeot ‘claw’ light motif remains; a detail fans will appreciate. The flagship grade also gets a stylised C-pillar and 19-inch alloy wheels to round out the look.

Inside is where the 5008 really shines. Trust the French to bring some dramatic flair, as the cabin is a standout. A multi-tiered dashboard and centre console are finished in a mix of grey knit fabric and Nappa leather, adding texture and elegance. Soft-touch materials are used generously, and with interesting lines and layered details, there’s always something to catch the eye.

The panoramic sunroof brightens things up during the day, while customisable ambient lighting adds wow-factor at night. That said, the pixel-style lighting strips can be a bit trippy if you stare at them too long!

Snug but spacious enough, the RS Q3 Sportback's driver and front passenger are provided with plenty of breathing room without upsetting the intimate, performance car feel. Just be prepared for a bit of head-ducking physical origami when folding yourself into either of the heavily bolstered front seats.

Storage includes door bins with room for bottles, two generous cupholders in the centre console, a lidded tray in front of the gearshift (which doubles as the wireless device charging bay), a storage compartment and owners manual holder under the front seats, a modest glove box and an adjustable front centre armrest with storage compartment.

Given this car measures just over 4.5m end-to-end, a close to 2.7m wheelbase is significant  and rear room is generous given the Q3's overall footprint. Plenty of head and legroom (for me at 183cm) with enough width for three adults on short journeys. A trio of up to teenage kids will be fine.

The back seat is able to slide for extra legroom (and slightly less boot space), while backrest angle is also adjustable.

Storage runs to small bins in the doors, a fold-down centre armrest (with two pop-up cupholders) and storage nets on the back of the front seats. Directional and temperature control in the rear for the ventilation system is a big plus.

Power and connectivity options run to a 12V outlet and two USB sockets in the front (Type A and C), another two Type C sockets in the back and a second 12-volt jack in the boot.

Speaking of which, cargo volume with all seats up is a handy 530 litres, enough to swallow CarsGuide's three-piece luggage set or large pram (the latter with room to spare) and 1400 litres with the 40/20/40 split-folding rear seat lowered.

The loading lip is low, a stainless steel sill protector helps minimise scuffs and scratches and the hands-free power tailgate is welcome.

If you're keen to hook up the boat or horse float the RS Q3 is able to tow a braked trailer up to 1900kg (750kg unbraked), but don't bother looking for a spare of any description, a repair/inflator kit is your only option. Boo...

When it comes to functionality and practicality, the new 5008 mostly hits the right beats. The beats it doesn't hit feel more quirky than full-fledged misses, though.

The first row is the clear winner for comfort, offering electric front seats with heating, ventilation, massage functions, expandable under-thigh support and adjustable lumbar and side bolsters.

That said, the passenger seat sits too high and is angled slightly forward in its base position, which made it tricky to find a comfortable setting for a long road trip.

The middle row features three individually folding seats, though they slide in a 60/40 split. At 4791mm long, the 5008 is on the larger side of the mid-size SUV segment, and that translates to decent legroom in the second row.

However, the seats are quite firm and set in a stadium-style layout. That raised position gives passengers a good view forward but means taller occupants will find themselves close to the roofline.

Amenities in the second row are solid, including climate control, manual sun-blinds, heated outboard seats and two USB-C ports. The only letdown is the fold-down centre armrest, which is frustratingly hard to open as it doesn’t have a toggle.

The third row is strictly kid territory. Access is manageable and the space is fine for children, but don’t expect adults to enjoy the ride. Even my eight-year old noted the limited amenities and legroom back there.

Access throughout the cabin is slightly awkward as the front footwells are flush with the door sills, but that changes towards the rear where the sill and floor levels shift, making it easy to tangle feet on entry until you get used to it. However, the 231mm ground clearance means it’s easy for oldies to get in and out.

Storage is well thought out, with a large ventilated centre console, glove box, centre console bin, phone cradle and sunglasses holder up front. The second row gets two netted map pockets and a small storage cubby under the rear of the centre console. There are cupholders in the first two rows and bottle holders in every door.

Boot space is decent for a seven-seater. With all three rows in place, you get 348L which is enough for a couple of school bags or a modest grocery run.

Fold the third row down and it expands to a useful 916L. There is an underfloor storage area but it disappears underneath the third row and the little space is hard to access if something rolls back there. A powered tailgate is standard on the GT Premium, though we found it didn’t open reliably from the external button.

Technology is fairly straightforward. The media display is responsive and includes sat nav, plus wireless Apple CarPlay and Android Auto. However, the screen’s narrow, wide layout can make it easy to hit the wrong icon, and the lack of physical shortcut buttons means you’re relying heavily on the customisable on-screen panel. It didn’t bother me but my dad didn’t like it.

Charging options are good across the cabin, with USB-C ports in the first and second rows, a 12-volt socket and wireless charging pad up front and another 12-volt socket in the boot which third-row passengers can access in a pinch.

Don't bother looking for a spare of any description, a tyre repair kit is your only option.

The new 5008 line-up has been simplified to just two grades, the Allure and flagship GT Premium Hybrid, which we’re testing for this review. With a drive-away price of $73,705, it’s the most expensive top-spec, seven-seat mid-size SUV in its class.

For comparison, the Chery Tiggo 8 Super Hybrid Urban drives away at $49,990, the Mitsubishi Outlander Exceed Tourer at $63,130, and the Nissan X-Trail Ti-L e-Power at $59,990.

That higher price tag is softened somewhat by a generous list of premium features. You get Nappa leather upholstery, electric front seats (with heating, ventilation and massage functions), a panoramic sunroof, heated rear outboard seats, built-in sat nav and three-zone climate control.

New for this update is a 21-inch curved panoramic display that blends the digital instrument cluster with the central touchscreen.

You’ll also find pixel LED headlights, wireless Apple CarPlay and Android Auto, an AI voice assistant and over-the-air updates for the nav system.

Other standard features include keyless entry and start, a hands-free powered tailgate, four USB-C ports, two 12-volt sockets, a wireless charging pad, customisable ambient lighting, rear sun-blinds, a retractable cargo cover and a 360-degree camera system as well as front and rear parking sensors.

All up, the spec list justifies the GT Premium’s high-end position but make no mistake, you are paying for it.

The RS Q3 Sportback is powered by a 2.5-litre in-line five-cylinder intercooled turbo-petrol engine sending drive to all four wheels via a seven-speed dual-clutch automatic transmission and Audi's quattro permanent all-wheel drive system based on an electronically-controlled multi-plate clutch pack.

Featuring a cast iron block, alloy head, direct-injection as well as variable intake and exhaust cam adjustment, the (EA855) engine features a special firing order (1-2-4-5-3), the odd number of cylinders producing a signature engine sound and exhaust note reminiscent of the 1980s 'Ur' Quattro.

Peak power is 294kW from 5850-7000rpm and maximum torque is 480Nm delivered across a broad plateau from 1950-5850rpm.

All grades of the 5008 now share the same mild-hybrid powertrain, paired with a six-speed dual-clutch auto transmission. The set-up combines a 1.2-litre, three-cylinder, turbo-petrol engine with a small electric motor and a 48-volt battery.

Together, they produce 107kW and 230Nm, making it the least powerful offering compared to its rivals.

Performance is modest, with a claimed 0-100km/h time of 11.3 seconds, so you won’t be winning any races. While there's more to consider for everyday driving than outright speed it factors into long highway trips.

Audi's official fuel economy number for the RS Q3 on the combined cycle is 8.9L/100km, the 2.5-litre turbo-petrol five-cylinder engine emitting 204g/km of CO2 in the process. Stop-start is standard.

We covered city, suburban and some freeway running on test, returning an (indicated) average of 9.6L/100km. And that's pretty good, given we pushed on enthusiastically on a reasonably regular basis.

The fuel tank requires 63 litres of 98 RON premium unleaded to fill it which translates to a theoretical range of just over 700km, shrinking to around 650km based on our real-world number.

The new hybrid powertrain has a claimed combined cycle (urban/extra-urban) fuel consumption figure of 5.1L/100km. With a 55-litre fuel tank that translates to a theoretical driving range of up to 1078km, which is impressive for a seven-seat SUV.

The regenerative braking offers mild feedback but obviously helps because in real-world conditions I averaged 6.1L/100km over a week of mixed urban and open-road driving. That’s not far off the official claim and still very respectable for a family hauler of this size.

It still seems counterintuitive when a high-riding SUV is tuned to perform and handle like a low-slung sports car but here we are. And Audi executes this mystifying transformation as expertly as any carmaker in the automotive world.

Audi says the RS Q3 Sportback will blast from 0-100km/h in 4.5 seconds. Anything under 5.0 seconds is properly fast, and there's nothing quite like the deep-throated bellow of a VW Group in-line five to raise the hairs on the back of your neck.

The RS Q3's sport exhaust system is a dual-branch set-up with exhaust flap control, and people of a certain age will instantly imagine themselves matching it with Ari Vatanen, Walter Röhrl and Michèle Mouton on a suburban special stage behind the wheel of a 1980s Group B Sport Quattro rally car (actually, the school drop off at an infinitely more sensible pace).

The car weighs in at a not insubstantial 1775kg, but 480Nm, available all the way from 1950rpm to 5850rpm, means a near instant surge of fierce acceleration is always lurking under your right foot.

And the VW Group is on the pace when it comes to dual-clutch auto transmissions, from Porsche's 'PDK' and VW's 'DSG' to Lambo's 'DCT' and Audi's 'S tronic'.

The RS Q3's seven-speed unit is quick and positive, the wheel-mounted paddles ramping up the engagement factor.

The variable ratio, electrically-assisted steering is capital G Great. Well weighted and precise with reassuring road feel and the Alcantara trimmed wheel is a nice way to access it all.

Suspension is by struts at the front and multi-links (four) at the rear with adaptive dampers on-board.

Despite running on 21-inch rims, shod with high-performance 255/35 Continental PremiumContact 6 rubber, ride comfort is surprisingly good.

Dial in 'Comfort' mode via the 'Drive Select' system and the impact of even substantial bumps is softened off appreciably.

An ideal set-up would be the first 'RS1' short-cut Drive Select button set for Comfort suspension, with throttle, steering and transmission set to maximum attack and the second 'RS2' mode tweaking the suspension to track-day level, too.

Push on through your favourite set of bends and you can feel the electronic wheel-selective torque control system keeping everything under control. This car puts its power down through sweeping sections with fuss-free authority.

The RS-specific menu in the digital instrument cluster provides extra instrumentation in the shape of a power/torque display, G meter and lap timer. Fun!

The brakes are professional grade with big ventilated rotors all around and aluminium fixed calipers at the front.

But beware, the flip side of the RS Q3's quick steering response is a sizeable 11.8m turning circle. Take your time when parking.

You quickly learn the 5008's limits. It has enough power to get up to speed without feeling strained but there’s not much left in reserve. Overtaking is doable but not fast. It’ll get the job done, just don’t expect a burst of responsiveness once you're already cruising.

Steering has a nice, reassuring weight to it and helps you feel in control. The lane-keeping aid can be a little over-eager and tends to jiggle you around, but otherwise the driver assists don’t get in the way.

The suspension is on the firmer side, so you feel bumps on the road. That said, I never winced going over them, which speaks to how well it handles everyday surfaces.

Visibility is a strong point from the driver’s seat. The B-pillar is a little chunky, but the elevated driving position gives you a clear view through the front and sides.

You can feel the transition between the hybrid components, but it’s not jarring. However, the regenerative braking isn’t very strong. A bit more bite could help the driving experience, especially around town.

Parking is refreshingly easy. The 360-degree camera system's screen is small but clear, and the 5008’s relatively compact footprint for a seven-seater makes it easier to slot into tight spots. It’s a plus if you’re regularly navigating city streets.

At the time of writing, the new Peugeot 5008 remains unrated by ANCAP, which may be a consideration for some family buyers. It also features just six airbags which is on the low side for a seven-seater but the side curtain airbags extend to the third row, which is important.

Crash avoidance tech is comprehensive and includes autonomous emergency braking, forward collision warning, blind-spot monitoring, lane departure warning, lane-keeping assist, driver attention alert, traffic sign recognition, a 360-degree camera system, front and rear parking sensors, rear cross-traffic alert, hill start assist, tyre pressure monitoring and intelligent seatbelt reminders for all seven seats.

In terms of child-seat accommodation, the second row offers two ISOFIX anchors and three top-tether anchor points.

The adaptive cruise control isn’t as well-calibrated as I’d like as it can feel a little slow to react and sometimes reacts to vehicles in side lanes. But otherwise, the safety tech works in the background without being overly intrusive.

Audi Australia covers all the models it sells with a five-year/unlimited km warranty with 24-hour roadside assistance included for the duration. Pretty much cost-of-entry in this part of the market.

Paintwork defects are also covered for five years, and the body is warranted against corrosion (to the point of perforation) for no less than 12 years. Nice.

Service intervals are 12 months/15,000km and capped-price servicing is available, a five-year/75,000km plan for the RS Q3 costing $3580, an annual average of $770. Fairly steep.

An 'Audi Advantage' package is also available, adding an extra two years' worth of warranty, scheduled servicing and roadside assistance (to the end of any existing term) for $3800.

The new 5008 is backed by Peugeot’s five-year/unlimited kilometre warranty, with five years of complimentary roadside assistance included.

While that’s fairly standard, it doesn’t quite match the longer coverage offered by some rivals, with several now pushing out to seven years or more.

Servicing intervals are spaced at every 12 months or 20,000km, whichever comes first, which is generous compared to some competitors.

Peugeot also offers pre-paid service plans in three-, four-, or five-year packages. The five-year plan costs $1995, which is cheaper than paying as you go and reasonable for this class.