Kia EV5 vs Peugeot 5008

What's the difference?

The size is right, the price is right and the drive is right – three things that make the Kia EV5 a pretty formidable foe, and the kind of vehicle that might finally be able to break through the wall of the temple of Tesla in Australia.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

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.

If you’re familiar with any of Kia’s EV designs, and specifically the EV9, you’ll already know the Kia EV5, which looks a lot like a shrunken version of the company’s biggest electric 4WD.

But this one looks a bit smaller, a bit more familiar looking, and maybe a bit more accessible than the hyper-modern EV9.

Honestly, it looks like a contemporary, mid-size SUV that could be powered by anything.

There are a couple of EV5 design elements I really like. The first is the combination of hard edges and subtle curves, which combine really well. I also love the lighting treatment up front, which gives the EV5 a bold and unique light signature, especially at night.

Inside, it’s another story of familiarity, with a clean, high-tech cabin and Kia’s common twin-screen set-up. Actually, it’s more a triple screen, with two 12.3-inch screens, and a 5.0-inch climate monitor between them.

The materials are all nice, and they look great, but they don’t exactly melt under the touch, and that gives the EV5’s cabin a hard edge I don’t love.

I do, however, love the inclusion of some physical buttons, so you’re not pawing through the screen to access every in-car function.

And one final design quirk. I know it looks like it has an old-school bench front seat, but you can’t use it as a third seat in front. Kia says it’s just a design flourish. But it is also somewhere safe to pop your phone or other small valuables to stop them sliding about when you're on the road.

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!

At 4615mm in length, 1875mm in width, 1715mm in height, and with a wheelbase of 2750mm, the Kia EV5 is roughly the same size as a Tesla Model Y, so if you’re ever sat in the back of the Tesla, you’ll have a fair idea of what to expect here.

Sitting behind my own 175cm driving position, I found I had a heap of knee room, more than enough headroom, and I reckon you could fit three adults across the back seat pretty easily, too.

There are a couple of design flourishes I really like, too. The pull-down divider that separates the backseat is home to two cupholders, which isn’t unusual, but what is new to me is the unique positioning of the USB charge ports, which are in the middle-back of the front seats, right above the storage pocket, so you have somewhere to pop your phone and cable when you're charging.

There is also a deep storage draw between the two front seats. It’s just for extra storage in the Air and Earth, but in the GT-Line it’s heated and cooled, which means hot pies or cold drinks when you’re on the move.

The EV5 might be an all-electric vehicle, but it’s still a mid-size SUV, which means there are certain standards it has to hit to be taken seriously, and one of those is boot space.

Up front there’s 67 litres of space in the fruit, or frunk, while the boot holds 513L with the rear seats in place – that number obviously growing as you begin folding them flat.

It is also a hugely customisable space. There’s heaps of under-floor storage below the removable panels. There’s also vehicle-to-load capability, which takes the form of a standard power point in the boot that can use the vehicle’s battery to power pretty much whatever you want.

Finally, there are adjustable luggage hooks, so you can carry bigger or smaller bags as you wish.

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 entry-level EV5 Air is available in Standard Range or Long Range guises, both powered by a single front-mounted electric motor, producing 160kW and 310Nm. 

The Standard Range will clip 0-100km/h in 8.5 seconds, while the extra weight of the bigger battery slows down the sprint in the Long Range, taking around 8.9 seconds. 

The Earth is a twin-motor AWD offering, with a motor at each axle, lifting outputs to 230kW and 480Nm, dropping the sprint to a brisk-feeling 6.1 seconds. The incoming GT-Line gets the same powertrain.

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.

The Air Standard Range gets a 64.2 kWh lithium iron phosphate battery, weighing in at a hefty 428kg, which delivers a claimed driving range of 400km. The Air Long Range, the Earth and the incoming GT-Line all share the same 88.1kWh battery, upping the range to 555km, 500km and 470km, respectively.

So, if driving range is at the very top of your must-have list, the Air Long Range is the car for you.

All cars can take 7.0kW home AC charging, while the dual-motor versions are set up for 11kW AC charging. Fast charging. When it comes to fast charging, all models can plug into a 350kW charger, taking them from 10 percent to 80 per cent in less than 40minutes.

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.

First things first – I spend most of my time behind the wheel of the EV5 Earth, which though it shares its dual-motor powertrain with the GT-Line, is actually the fastest of the lot owing to the extra weight of Kia's flagship.

That means zero to 100km/h in just over six seconds, and trust me when I say this, that is more than fast enough. I know you read about EVs knocking off the sprint to 100km/h in supercar-besting times, but you don't need that sort of crazy acceleration in a family-focused mid-size SUV.

Actually, forget needing, you don't want it. The EV5 feels more than punchy enough, without shaving years off your life every time you plant your foot.

Fit for purpose, then, which is exactly how I'd describe the rest of the EV5's very good drive experience. Kia's Australian ride and handling wizards have once again had their way with the EV5, and the result is an EV that handles most everything Australian road surfaces can throw it at it with ease.

Surprisingly, it's maybe not quite as dynamically sharp as the bigger EV9, but it's always comfortable, without feeling floaty or disconnected, and it will happily grip its way around tighter corners without tipping from side to side, either.

There are a couple of small quirks, though. The first is the steering, which is definitely responsive and confidence inspiring, but it also has a kind of artificial weight or heaviness at times that feels a bit disconnected from what's happening beneath the tyres. And the cabin can be a little noisy through wind, too.

But these are small beans, really. The EV5 is comfortable and capable, and without the harsh ride or too-sharp steering that can be found in some of its rivals.

We drove it for hours across all sorts of road surfaces, and in all sorts of conditions, and found very, very little to complain about.

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.

The EV5 is covered by Kia’s seven-year, unlimited-kilometre warranty, and you can prepay your servicing costs, too.

Three years will set you back $980, five years is $1535 and the full seven years will set you back $2431 ($347 per workshop visit), which is category competitive.

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.