Holden Equinox VS Peugeot 5008
- Drives very well
- Great drivetrains
- Lots of choice for buyers
- Interior not very special
- Base model lacks safety kit of rivals
- May be thirsty in the real world
- Striking looks
- Great to drive
- Awesome interior
- No reverse-cross traffic alert
- Curtain airbags don't reach third row
It has been a long time coming, but this is it - the replacement for the Holden Captiva.. sort of. It’s the 2018 Holden Equinox, a new mid-sized model that will take the fight to some of the most established and successful SUVs on the Australian market.
The competitive set is daunting for a newcomer - we’re talking the Mazda CX-5, Toyota RAV4, Nissan X-Trail, Volkswagen Tiguan, Mitsubishi Outlander, Honda CR-V… Some big selling models from some big name brands.
It’s not as though Holden hasn’t had a presence in this market in the past, though. The company has had the Captiva in the medium segment in the past, and there’s still going to be the seven-seat Captiva, which will soldier on as the brand’s offering in that space until the all-new Acadia arrives later in 2018.
As such the Equinox is purely a five-seat offering, and a roomy one at that - plus, there are five different versions for customers to choose from: the base model LS, the safety-focused LS+, the mid-spec LT, well-equipped LTZ and flagship LTZ-V.
So, how does it stack up? Read on to find out.
|Engine Type||1.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
Previously on carsguide.com.au: Peter Anderson drove the Peugeot 5008 and quite liked it.
I don't think it's going to be a huge shock to learn that the recent update to the 5008 seven-seater has improved the car and, therefore, my opinion of the car.
Except, it's more than an update. Prices are much higher than when I drove the Crossway edition 5008 in 2019 (remember those happy times?) and the difference between the petrol and diesel engines is especially wide now in 2021.
The updated 5008 shares a great deal with its 3008 sibling and the two share a very important attribute - they are distinctively French, in a good way.
|Engine Type||1.6L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Holden Equinox 2018 range has a lot of choice for buyers, and that will be enhanced even further when the diesel models arrive later in 2018. As it stands, there is no denying the Holden magic touch has been applied to the Equinox, and it drives confidently and comfortably in almost every situation.
It is let down by a bland interior with some questionable finishes, and an exterior design that looks a little dated for a brand new model in one of the most important segments in the market.
It isn’t a class leader, then - but it is among the better options in the class. This writer’s pick would be the LS+, which has the best comfort, peace of mind and a more-than-adequate drivetrain for most people’s needs.
Would you go for the 1.5-litre model? Or do you subscribe to the notion that there's no replacement for displacement? Let us know in the comments section below.
The answer is, I think, two-fold - price and badge. Peugeot Australia has a job on its hands to turn things around as 2020 was a tough year and 2021 is shaping up to be almost as hard. There aren't any significant changes to the 5008 to make it suddenly stand out from the crowd because it already did. So the badge's cachet isn't matching the premium pricing.
Peugeot's SUVs are very popular in Europe but barely make a dent here. Because there isn't a bait-and-switch cheaper model to lure buyers off the street, it's a harder sell. Peugeot's glory days of the late 1990s and the late 1970s before mean the people who have fond memories of the badge are older and probably don't have any attachment at all to the French lion. Perhaps the re-energised 2008 will start that conversation, except it's not cheap either.
Having said all that, it's hard to see why folks with over fifty grand to spend on a seven-seater - and there are plenty of those - aren't paying more attention to the 5008. It's a striking presence, is practical but isn't overbearingly large or even slightly clumsy. It may not have AWD but hardly anyone ever uses that. It'll handle the city and the motorway and, as I discovered, biblical rain all in its stride. Like its 3008 sibling, it's a mystery there aren't more out there.
I guess you could say that it is interestingly styled, in that it doesn’t really look very much like anything else in the Holden stable.
I mean, if you squint you can see a bit of Astra sedan (Chevrolet Cruze) about it, and maybe some Trax, too. Some makers are nailing the whole 'brand identity' thing, but that’s not so easy for Holden, which has sourced from the European market and the North American market. The Equinox, for instance, is built in Mexico, primarily for the US, where it sells in big numbers.
That aside, there’s something about the look of it that has a familiarity to it. I personally think it would have been right at home in a 2005 model range line-up, because there are a lot of deep character lines and swooshes, stuff that has seemingly gone a bit out of fashion in recent years as companies push for 'European styling'. And in the same breath, I’d say that the D-pillar is more than a bit reminiscent of a Mercedes-Benz GLE…
The entry-level models have 17-inch wheels with big chubby tyres that look a little naff, but 18s and 19s on the higher-spec versions, not to mention the LED headlights on the flagship LTZ and LTZ-V (models below have LED daytime running lights).
The interior falls short of the styling highs we’ve seen in competitor cars, too. It isn’t as high-tech or sexy as, say, a CX-5, Tucson or Sportage. But it does have the practicality side of things sorted.
The 5008 was always the slightly awkward big brother to the 3008. That's not to say it was (or is) ugly, but the bigger box fitted to the back is far less racy than the 3008's fast back.
There's not much change at that end, so the cool claw lights carry the can for style.
In profile, again, it's a little awkward (compared to the 3008) but some nice work with various materials and shapes help to reduce its bulk.
The front is where the facelift action has happened. I was never completely convinced by the front end of the 5008 but the reworking of the lights to look less like they were squeezed out of a tube of toothpaste is a marked improvement.
The updated lights work beautifully with the new frameless grille. The fang-style daytime running lights, that debuted on the gorgeous 508, look fantastic here on the 5008. It's a superb job.
Inside is largely unchanged, which is to say it's still brilliant. It's really one of the more inventive interiors in any car, anywhere and is a joy to sit in.
The seats look brilliant, even more so in the diesel with their fine stitching and racy shapes. The wacky 'i-Cockpit' driving position works much better in more upright cars like SUVs and is present and correct while the new 10.0-inch screen also looks good.
Even if you're not interested in buying one of these, if you're passing a Peugeot showroom, get in and have a look, feel the materials and wonder why more interiors aren't this cool.
The Equinox is undoubtedly one of the more practical and spacious models in the segment - up there alongside the brilliantly practical Honda HR-V and Volkswagen Tiguan - and a lot of that comes down to the fact that there aren’t seven seats squeezed in, and it’s on the bigger side of things for the class.
With dimensions of 4652mm long, a wheelbase of 2725mm and a width of 1843mm, it certainly has the supersized American market in mind. For context: Toyota RAV4 is 4605mm long (2660mm wheelbase) and 1845mm wide; Hyundai Tucson is 4475mm long (2670mm wheelbase) and 1850mm wide; Mazda CX-5 is 4540mm long (2700mm wheelbase) and 1840mm wide.
The result of the Equinox's extra footprint is a roomy cabin, easily large enough for a family of five. There are three top-tether anchor points and dual outboard ISOFIX attachments, and Holden claims a massive, class-leading boot capacity of 846 litres with the back seats in place, and 1798L with them folded down in a 60/40 fashion.
The higher-spec models have remote release levers in the boot area to drop the seats, too, and the LTZ and LTZ-V versions have a hands-free tailgate, which is handy if your digits are otherwise occupied.
There are cupholders up front and in the back, and the door pockets are a good size, too, with space for a bottle or (fold-up) umbrella. A central storage bin in front of the gear selector allows enough space for wallets and phones, while the console between the front seats is massive.
High-spec models (again, LTZ and LTZ-V) have four USB ports to keep the kids’ devices charged on road trips, plus there’s a 230-volt powerpoint in the back seat. The rest of the range makes do with a single USB port, and a couple of 12-volt plugs.
The media system you get depends on the model you choose. LS and LS+ models have a 7.0-inch touchscreen with Apple CarPlay and Android Auto phone mirroring tech and Bluetooth, while the LT, LTZ and LTZ-V have a slightly more attractive (but no more intuitive) 8.0-inch touchscreen with the same tech, plus sat nav (including live traffic updates).
The interior presentation is a little bland and dated, and there’s an array of hard plastics throughout that don’t imbue the cabin with a sense of luxury - while competitor SUVs like the Volkswagen Tiguan can feel like expensive cars that have been de-specified, the air the Equinox gives off is one of a more affordable car that has been tarted up.
That’s not to say it’s unpleasant - I liked the leather on the seats in the up-spec models (and the seat cooling on the humid day of my test drive), but I reckon the fabric trim in the lower-spec models has a bit more character and charm to it.
Legroom is good in the middle row, with plenty of knee space as well as a that long flat roof stopping you from giving yourself a haircut.
Each of the front seats has a fold down airline-style tray table, which kids go absolutely wild for.
The third row is really an occasional use only proposition, but it does the job and is reasonably easy to access. The middle row also slides forward (60/40 split) to allow a bit more space for the third row, which is nice.
The 5008 has a trick up its sleeve - removable third-row seats. If you fold the middle row down and remove the back row, you have a massive 2150 litres (VDA) of cargo volume.
If you just fold the third row away you still have a formidable 2042 litres. Whip the back row out again but leave the centre row in place and you have a 1060-litre boot, reattach them and it's a still impressive 952 litres. So, it's a massive boot.
The 5008 is rated to tow 1350kg (petrol) or 1800kg (diesel) with a braked trailer, or 600kg (petrol) and 750kg (diesel) without brakes.
Price and features
The new Holden Equinox 2018 model range isn't the outright most affordable mid-size SUV on the market, nor is it pushing the limits in terms of pricing. It's a middle-ground player.
The entry-level Holden Equinox LS is the only model available with a manual transmission, and it starts things off at $27,990. The automatic version adds two grand ($29,990). It's powered by a 1.5-litre turbocharged four-cylinder petrol engine, and is only available in front-wheel drive (FWD).
The LS has 17-inch alloy wheels, a 7.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, automatic headlights with LED daytime running lights, dual ISOFIX child-seat anchor points, and the automatic has what Holden calls 'Active Noise Cancellation'.
Next up in the range is the LS+ at $32,990, which runs the same 1.5L auto drivetrain as the LS. The LS+ adds a leather steering wheel and power folding side mirrors.
It also adds a heap of safety equipment - some of it, arguably, that should be included in the low-spec car.
The list is topped by auto emergency braking (AEB), but packaged alongside that tech is a range of other potentially life-saving stuff: lane-keeping assist, lane departure warning, and forward collision warning.
Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s 'Safety Alert' driver’s seat, which will vibrate to warn the driver of potential hazards.
Next up the list is the LT, at $36,990, which gets a bigger engine than the two lower-spec models - a 2.0-litre four-cylinder turbocharged unit with plenty of extra poke: 188kW and 353Nm, or about 48 per cent more power and 28 per cent more torque than the entry-level cars. Gone, too, is the six-speed automatic, with a new nine-speed auto transmission taking its place. A diesel will be available later in 2018.
The LT builds on the LS+ model, upgrading to 18-inch alloy wheels, a larger 8.0-inch touchscreen media system with Apple CarPlay and Android Auto connectivity, sat nav with live traffic updates, four USB points (two front, two rear) a 230-volt powerpoint in the second row, heated front seats, dual-zone climate control, HID headlights and provision for roof-rack mounting.
The LTZ uses the same 2.0L drivetrain, and is available in FWD at $39,990 or all-wheel drive (AWD) at $44,290. A diesel will come for it, too.
It upsizes to 19-inch alloy wheels, while also adding a hands-free power tailgate, semi-automated parking (parallel and perpendicular), rain-sensing wipers, leather-appointed seats, wireless phone charging, heated front and rear seats, power adjustable driver’s seat, roof rails, DAB+ digital radio, LED headlights and tail-lights, and a Bose premium sound system.
The flagship LTZ-V comes solely in AWD and costs $46,290 - which effectively makes it a $2000 jump over the LTZ AWD, running the same 2.0L/nine-speed auto. A diesel will be offered later.
The LTZ-V adds a dual-panel panoramic sunroof, heated steering wheel, power adjustable passenger seat, and ventilated (cooling) front seats.
So, there’s something for everyone, really. I just reckon maybe the LS and LS+ should have been merged into one model with the safety kit…
Peugeot's local arm is pitching the 5008 at an interesting point. While nowhere near the largest of seven-seaters, it is also not the cheapest, that honour going to Peugeot's former technical partner for SUVs, Mitsubishi.
There is now just one specification level (although it isn't really), the GT and you can have it in petrol form for (deep breath) $51,990, or diesel form (keep drawing that long breath) $59,990. That's a lot of cash.
But as I say, the spec is not the same between the two. And there is a lot of stuff.
The petrol GT opens with 18-inch wheels, a 12.3-inch digital dashboard (upgraded, apparently), a new 10.0-inch touchscreen (ditto), front and rear parking sensors, around-view cameras, leather and Alcantara seats, keyless entry and start, auto parking, adaptive cruise control, powered tailgate, rear window blinds, auto LED headlights, auto wipers and a space-saver spare.
The more expensive diesel picks up the diesel engine (obviously), a banging Focal-branded 10-speaker stereo, acoustic laminated front side windows and 19-inch alloys.
The diesel GT's front seats are also upgraded, with extra adjustability, a massage function, heating, memory function and electrical operation of just about everything on them.
Both versions have the new 10.0-inch multimedia touchscreen. The older screen was slow and really needed a good stab to work, which is a bit of a problem when so many functions are packed into the system.
The new one is better, but still a touch laggy. Weirdly, the climate control shortcuts permanently frame the screen, so the extra real estate goes on those controls.
The diesel GT's seats are available as an option on the petrol as part of a $3590 option pack. The pack also adds the Nappa leather, which itself is a separate option for $2590 on that upper-spec model. Neither pack is cheap (but the Nappa leather is lovely) and the massage seats are more than a novelty.
Other option costs are $1990 for a sunroof and $2590 for Nappa leather (diesel only).
Just one paint colour, 'Sunset Copper', is free. The rest are extra. For $690 you can choose 'Celebes Blue', 'Nera Black', 'Artense Grey', or 'Platinum Grey.' 'Ultimate Red' and 'Pearl White' cost $1050.
Engine & trans
The entry-level engine offering is a 1.5-litre turbocharged four-cylinder with 127kW of power and 275Nm of torque. It comes with a six-speed manual (LS only) or six-speed automatic, and is FWD only.
The other drivetrain on offer is a 2.0-litre four-cylinder turbo with a class-leading 188kW of power and 353Nm of torque. It is solely mated to a nine-speed automatic transmission, but can be had with either front- or all-wheel drive (the LT is FWD only, the LTZ is FWD with the option of AWD, and the LTZ-V is AWD only).
The AWD model employs a clever system that can allow the driver to effectively disconnect the rear drive axle, in order to help save fuel - it is controlled by a button near the gear selector. If the car is in AWD mode it will generally default to front-drive, but can split torque up to 50:50 front to rear if slip is detected. The AWD model also has revised suspension and a higher ride height.
A diesel model will be added to the range later in 2018, with that drivetrain being a 1.6-litre four-cylinder turbocharged unit producing 100kW/320Nm. It will come exclusively with a six-speed automatic transmission, but will be offered in FWD or AWD.
Towing capacity is 750kg for an unbraked trailer on all models, while the 1.5-litre petrol and 1.6-litre diesel have towing capacity of 1500kg for a braked trailer, and the 2.0-litre petrol has a 2000kg braked towing capacity. That’s good, but not a benchmark for the segment (Volkswagen Tiguan 162TSI: 2500kg).
As the names of the cars suggest, there is a petrol and diesel engine. Both drive the front wheels only through automatic transmissions.
For torque monsters, the diesel is the go, with 131kW at 3750rpm and 400Nm from 2000rpm. This engine scores two more gears for a total of eight and will run from 0-100km/h in 10.2 seconds.
So neither of them are drag racers, which is to be expected when you've got a fair chunk of weight to pull (1473kg for the petrol, 1575kg for the diesel).
Claimed fuel consumption for the 1.5-litre drivetrain is 6.9L/100km for the manual and automatic variants. Our launch drive saw a much higher return, due to some pretty spirited driving: 10.4L/100km.
The 2.0-litre version is a bit thirstier, thanks to its extra grunt. It is claimed to use 8.2L/100km for the FWD model and 8.4L/100km for the AWD. On our launch drive, we saw 9.7L/100km
The diesel, when it comes, will be the most frugal in the Equinox line-up - exact figures haven’t been revealed at this stage, however.
Peugeot says the combined cycle figure for the petrol is 7.0L/100km and 5.0L/100km for the diesel. The petrol figure seems sort of likely, the diesel, not so sure.
I ran the lighter 3008 for six months with the same engine (but with two fewer gears, granted) and it averaged closer to 8.0L/100km. The last time I had the 5008 I got 9.3L/100km.
As I drove these cars on the launch event (mostly highway running), the dash-indicated 7.5L/100km figure I saw is not a reliable indicator of real-world consumption.
Both tanks hold 56 litres, so based on the official figures, you'll cover around 800km in the petrol and over 1000km in the diesel. Bank on a day-to-day range about 150km lower than that.
It’s as though Holden’s engineers have waved a magic wand and made the Equinox - a big-for-its-class SUV - drive much smaller, and with much more confidence than you might expect.
The steering is the highlight - Holden has nailed the electric power steering system for feel and weighting, with excellent response whether you’re simply twirling the wheel at low speeds to park, or pushing it through a series of corners. There’s bugger-all in the way of torque-steer, too (that’s where the steering wheel will tug to the side when you accelerate).
The suspension, too, is a compliant and comfortable balance of control and plushness. Only in the models with the 18- or 19-inch wheels do you start to notice some terseness, and that comes down to both the extra weight of those variants and the lower profile tyres.
The LS and LS+, then, are the models that are the peachiest of the five variants. With 17-inch wheels and chubby 65 profile Continental rubber, the pliancy was excellent, as was the grip.
That said, the turning circle in the LTZ-V, in particular, is poor - 12.7m, which is worse than a lot of much bigger dual-cab utes.
The drivetrain in the LS+, too, was a fuss-free affair: it never felt underdone with two burly adults and some luggage on board, easily dealing with pushing away from intersections and rapid-fire overtaking moves without hassle.
The 2.0-litre is undeniably faster, and it’s also pleasantly refined. There’s a level of effortless to the way it pulls away, but it never really feels quite as potent as, say, the Volkswagen Tiguan 162TSI (with 162kW/350Nm) - and that is, in part, down to the weight of the Equinox. It’s a bit of a tubby thing, tipping the scales at 1778kg (kerb weight) in the top-spec LTZ-V. For comparison’s sake, the aforementioned top-spec Tiguan is 1637kg…
The moral here is, then, that less can be more. Make sure you drive the 1.5-litre…
Once you're comfortable with the i-Cockpit, which features a high dashboard and a tiny, squared-off steering wheel, you'll feel like you're driving a much smaller car.
I have theorised over the years that the light steering coupled with the small steering wheel makes it feel more dynamic than it is, but I think that's wrong - it's genuinely well set-up and is a car in which you can have some fun.
I was only able to drive the 1.6-litre petrol with six-speed auto on launch and that was on a horrifically wet day during Sydney's recent deluge.
The M5 motorway was covered in standing water and the spray from the big rigs made driving conditions rather more difficult than usual.
The 5008 sailed through it all (pun intended). That engine is hardly the last word in power and torque, but it does the job and the auto is well-calibrated to the numbers.
The big Michelin tyres bite the tarmac pretty well and while you always feel the weight of a seven-seater SUV, it drives much more like a raised wagon than a doughy SUV.
Fewer of its rivals are doughy these days, but there's a little bit of spark in the 5008, matching the promise of its looks.
It's not quick, and it's not a hot SUV, but every time I get in this or its smaller 3008 sibling I ask myself why more people don't buy them.
It's irritating that the diesel costs so much more if you want that extra in-gear performance and another two gears.
At the time of writing there hadn’t been an ANCAP crash test performed on the new Holden Equinox, but the brand made specific reference to an expectation of a five-star score during a presentation to media at the launch.
Still, there’s an elephant in the room - the LS. If it were 2014 we would have applauded Holden for offering a reversing camera, rear parking sensors, ESP and ABS, and six airbags in a family SUV. But it’s not 2014, and times have changed.
That’s what makes the LS’s lack of standard safety equipment disappointing, because the brand had the chance to take it to its mainstream rivals with a strong safety package across its entire model line-up. Yet here we are, and those on a tight budget will miss out on the latest tech - maybe those buyers will head to a Toyota dealer, as the RAV4 now has a pre-collision warning with auto emergency braking (AEB), lane-departure alert, active cruise control and automatic high beam.
You can’t get active cruise control on any Equinox, but every model from the LS+ up has safety kit coming out the wazoo. Those models have the 'Holden Eye' camera safety system with AEB, lane-keeping assist, lane departure warning, and forward collision warning. Additionally, there’s blind-spot monitoring, rear cross-traffic alert and auto high-beam assist, and Holden’s Safety Alert driver’s seat, which will vibrate to warn the driver of potential hazards.
The 5008 lands with six airbags, ABS, various stability, traction and braking systems, speed limit sign recognition, driver attention detection, distance warning, lane keep assist, lane departure warning, road edge detection, auto high beam, reversing camera and around-view cameras.
The diesel picks up lane positioning assist while none of them have reverse cross-traffic alert. Equally annoying is the fact that the curtain airbags don't reach to the back row.
The forward AEB includes low light cyclist and pedestrian detection between 5.0km/h and 140km/h, which is impressive.
The 5008 scored a maximum five ANCAP stars in 2017.
If you buy a Holden Equinox (or any other Holden) before January 1, 2018 you will get the brand’s limited offer seven-year/175,000km warranty. If you buy one after that, you’ll get the bog-stock three-year/100,000km plan - another peculiar move from Holden, especially for a brand that needs a good news story at the end of a treacherous year for the company.
The service intervals for the Equinox will be 12 months/12,000km, which is better than some of the other models in the company’s showroom that require maintenance every nine months.
As with all Holden products, the company will back the Equinox with a capped-price service campaign for the life of the car. The first seven services, no matter the engine, average out at $310 per go.
Interestingly, the service prices aren't much different between the petrol and diesel, with the former costing $2803 over five years ($560 per year on average) and $2841 for the latter ($568.20 per year on average).
You have to visit your Peugeot dealer once every 12 months/20,000km, which isn't too bad. Some turbo-engined cars in this segment demand more visits or won't cover as many kilometres between services.