Land Rover Discovery Sport vs Peugeot 5008

What's the difference?

The Land Rover Discovery Sport P300e has a beautiful and practical cabin space. The powertrain didn't always convince me on the road but it does offer decent economy, if you charge it often.

The media system left a lot to be desired and having to pay around $15K extra for all of the customisations means it's not as affordable as what it initially seems. Still, if you’re looking for a plug-in hybrid with a great cabin and on-road looks, this is a good option.

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.

The updated Disco Sport gets new underpinnings which are shared with the Range Rover Evoque.

The body has seen a minor facelift but honestly, it’s so slight only die-hard fans will notice anything different. Overall, it still has the styling that people know and love.

It’s once you head inside that the facelift becomes far more apparent. Gone is the more traditional looking e-shifter and in its place is a rather nubby-looking one.

The dashboard looks more streamlined and features wider padded accents and in our test model, we have the Oyster and Black upholstery which does make it look quite luxurious. There are a few too many blank spaces for me personally but it looks slick.

Accentuating the dashboard is a floating-effect multimedia system and a large digital instrument cluster – both of which look great but there are no other control buttons or dials. I’m not a fan of the fact that you’re 100 per cent reliant on the tech screens and I'll explain why in the Practicality section.

The optioned panoramic roof makes the cabin feel airy and it's cool that it has a memory function – it will close when you turn off the car but reopen upon starting again.

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!

With it's 4597mm length, 2173mm width and 1727mm height, the Discovery Sport is technically classed as a medium SUV but the cabin space is much larger than it has any right to be.

Both rows have ample head- and legroom for both my 168cm (5ft6') height and those much taller. When you have a co-pilot, you’re also not jostling for elbow room and it’s easy to slide in and out of because of the 212mm ground clearance.

The amenities up front are good with the update seeing more decent sized individual storage options.

There are two cubbies in the centre console as well as two cupholders and a medium-sized middle console. The glove box can hold more than a manual and the storage bins with their single drink bottle holders are also larger than before.

The powered front seats are comfortable and the optioned heat functions are most welcome on the cooler days we've been having lately.

The back seats also have superior padding comfort but you sit on top of, rather than in, them which is typical of an SUV.

The amenities and storage are what you would expect for the grade level with a fold-down armrest with two cup holders and small storage cubby, directional air vents, reading lights, map pockets and small storage bin in each door.

There is also an accessory hole to attach device holders on the backs of the front seats - perfect for hooking up a screen for little ones on a long journey.

The P300e loses points on its practicality with the multimedia system. You eventually get used to using it while on the go, even though the lack of buttons/dials means more time is spent with your eyes on the screen.

That's when the screen turns on. The display has cut out a few times this week and the wireless connectivity for Bluetooth and the connection for Apple CarPlay (wireless or wired) drops out a lot.

The P300e I'm driving is brand-spanking-new, so it may just be a case of something that needs calibrating but for a lot of the Land Rovers I've sampled in the past, the media system seems to be the area with the biggest teething issues.

That being said, the built-in satellite navigation is top-notch and easy to use. The directions also get displayed on the instrument cluster and optioned HUD.

The charging options are excellent with the front row getting three USB-C ports and a large wireless charging pad. The rear gets two USB-A ports and two USB-C ports plus a 12-volt socket and the boot also has a 12-volt socket. Totally spoiled for choice.

The boot is a great size at 897L with all seats in use and that jumps up to 1749L when the rear seats are folded flat. The rear row also has a 40/20/40 split, which opens up storage opens.

There is a temporary spare tyre housed underneath the flat floor and a powered tailgate comes standard in this model, which I always like.

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 Discovery Sport P300e has a 1.5-litre, three-cylinder plug-in hybrid turbo-petrol engine with an eight-speed auto transmission and is an all-wheel drive.

The engine produces a combined power output of 227kW and 540Nm of torque. On paper, it’s punchy and can do a 0-100km/h sprint in 6.6 seconds but in practice, it’s not always great at using that power.

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 official combined fuel cycle consumption figure is 2.1L/100km and my real-world usage sits a 4.8L/100km after doing some open-roading and lots of urban trips this week. For an SUV of this size and with it's power, that's pretty darn good.

The trick is to regularly charge it for maximum fuel economy gains and that's not always practical.

Officially, you get up to 66km of pure electric range in this but expect closer to 47km in the real world. 

The P300e has a Type 2 CCS charging port which means you can hook this up to a fast charger. On a 50kW system, you can go from 0-80 per cent in as little as 30 minutes but on a 7kW system, going from 0-100 per cent jumps up to to two hours and 12 minutes.

Expect to leave it on charge overnight on a standard domestic socket.

The driving range based on the official combined fuel cycle is obscene, and I can't see it happening in real life - so, based on my fuel economy figure and the 58L fuel tank, expect a theoretical driving range of up to 1208km.

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.

The Discovery Sport P300e has the goods on paper when it comes to power and it does... once you're up to speed. That's when you can punch it and feel confident at overtaking or keeping your speed consistent on hills.

It's when you're accelerating from a full-stop that it becomes a bit lacklustre as there's serious lag between accelerating and actually moving forward. Accept that you will have to accommodate for this inaction whenever you are joining or crossing traffic from a standstill.

Besides this little hiccup in the power delivery, handling on the whole is good.

The Disco Sport is easy to manoeuvre and you don’t feel like you’re driving something big, despite the ample cabin space. It also handles itself well in corners without too much roll.

The switch between the electric and petrol components isn’t always the smoothest but when it’s in its electric mode it’s blissfully quiet. The cabin feels refined too because you don’t get a lot of external noise in the cabin at all.

The wide windows and higher ride means visibility is great and the optioned digital rearview mirror adds another viewpoint if the back window isn’t clear.

The Disco Sport proves to be nimble and easy to park with the optioned and clear 360-degree camera system, and the sensors at the front and rear are sensitive.

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 Discovery Sport comes with a five-year/unlimited km warranty and the battery is covered by an eight-year/ 160,000km warranty which is a usual term to see for this class now.

There is a five-year capped-price servicing program which costs a flat $2100, or $420 which is both reasonable for the class and is more affordable than a pay-as-you-go option. There is also a five-year roadside assistance program as a part of your servicing plan through Assist Australia.

Servicing intervals are great at every 12 months or 20,400km, whichever occurs first.

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.