Mazda CX-5 vs Peugeot 3008

What's the difference?

The Mazda CX-5 Evolve kicks some goals and with its comfortable on-road handling, robust safety equipment and practical interior, it’s still a solid choice for families looking for a mid-sized SUV. The only thing it’s missing is a hybrid powertrain, which would make this already well-rounded package even more compelling.

The new Peugeot 3008 GT Premium Hybrid might not be the most spacious SUV for passengers, but it makes up for it with ample boot space and a standout design. It’s fresh-faced, interesting and packed with comfort features that elevate the everyday driving experience.

Is it expensive? Absolutely. But it also delivers a genuinely premium cabin that many rivals can’t match, along with refined on-road manners and efficiency that make it a pleasure to drive.

It doesn’t hit every note perfectly but there’s definitely a melody here worth listening to.

The next-generation Mazda CX-5 is bigger than before, but it retains the sleek body lines and understated styling that have made it such a handsome SUV. The wider front end and repositioned grille give it a more purposeful look than the outgoing model, while the 17-inch alloy wheels keep things suitably restrained.

Inside, the cabin doesn’t feel too basic despite the cloth upholstery. There are plenty of soft-touch materials, a pleasant dashboard and some new technology, including the 12.9-inch multimedia display. You lose most of the physical buttons, though, so there’s a little less of that traditional Mazda tactility.

The fabric seats are cosy and the extra interior space is definitely noticeable. Overall, there is still an understated elegance to the CX-5’s cabin.

The third-generation Peugeot 3008 boasts a striking silhouette, with coupe-like lines at the rear and well-proportioned overall dimensions that give it a confident, refined stance.

Signature Peugeot elements like the claw-inspired LED headlights and tail-lights lend it a distinctive, modern edge, which elevates its presence in a crowded SUV segment.

That said, the extensive use of black plastic cladding around the lower body detracts from the otherwise premium exterior and feels out of place.

Step inside and the cabin is easily one of the most captivating interiors I've been in recently. There's real design flair here: a multi-level centre console, sculpted ambient lighting panels that highlight the angular dashboard, and a rich, eclectic mix of materials. From quilted Nappa leather seats to textured grey knit fabric and brushed aluminium accents, it’s a refreshingly bold and beautifully executed space.

Add the panoramic sunroof and long equipment list, it's a cabin that you'll like to spend a lot of time in.

The front seats are a particularly comfortable place to spend time, with wide seat bases and plenty of elbow room. Getting in and out is easy thanks to the wide door apertures and 205mm of ground clearance and there’s enough space to settle in for a longer journey.

There’s also plenty of useful storage up front, including a large glove box, dual-opening centre console, cupholders and bottle holders, plus a dedicated phone tray with wireless charging. You get a 12-volt socket and two USB-C ports for keeping everything else topped up.

The 12.9-inch multimedia screen replaces Mazda’s familiar rotary selector with touchscreen operation, which I find easier to use. The updated operating system takes a little while to get your head around and there’s no native sat nav, but otherwise it feels functional and fresh for the new-generation model. Wireless Apple CarPlay and Android Auto are standard, with CarPlay maintaining a solid connection throughout my week.

The extra size of this next-generation model is more noticeable in the back, where improved leg- and headroom is good news for taller adults on longer trips. The rear doors open to almost 90 degrees, making it easier to access the ISOFIX child-seat mounts and three top-tether anchor points.

There’s not a huge amount of extra family-focused kit back in the rear row, but you do get directional air vents, storage bins in each door and a centre armrest with cupholders. My nine-year-old was comfortable, although he did point out the lack of a charging port during a road trip.

And, as a parent, I had one other gripe: keeping the fabric seats clean from my kid’s shoes in rainy weather. Let’s just say some seat covers might be a worthwhile investment.

The boot offers up to 466L with all seats in use. That’s not the largest capacity in the class, but it was more than enough for my little family of three this week. I like the level loading floor, although the boot itself is quite tall, which can make lifting heavier items in and out a little awkward.

I’m also pleased to see a spare tyre, even if it is only a space-saver. And while a powered tailgate would be handy, at this price point I don’t think you’ll really miss it... until you’re standing there with your hands full!

The best part of the cabin is easily up front. There's generous space, and the seats are comfortable, even before you engage any of their functions. Longer trips have been a dream. I particularly enjoyed the massage settings, though the session durations felt a bit inconsistent.

Storage in the front is cleverly designed, with plenty of options: a sunglasses holder, a large glovebox, a phone shelf, a deep centre console and ample drink holders. It’s easy to keep the space tidy and organised.

Charging options are solid, with two USB-C ports, a 12-volt socket and a wireless charging pad.

The updated multimedia system has a screen that is wider than it's tall, making the icons small and easy to miss while on the go. I did tap the wrong one a few times!

That said, I appreciated the customisable quick-access and instrument panels, and connecting to the wireless Apple CarPlay was seamless. The touchscreen can be a little laggy, but overall the system is functional and intuitive once you're used to it.

Owing to its relatively short 4542mm length, rear legroom is tight, and the bench isn’t wide enough to comfortably seat three adults over long distances. This just makes it feel cramped for a mid-size SUV and it's something my eight-year old noticed straight away.

The seats are well-padded, though, and rear amenities are strong with directional air vents, heated outboard seats, two USB-C ports, a 12-volt socket and the usual cupholders and map pockets.

Boot space is generous at 520L with a flat load floor. The 48-volt battery means there's no spare tyre, but the powered tailgate with kick-function was a lifesaver during errand runs this week. For more flexibility, the rear row folds in a 40/20/40 split.

The new 3008 has a streamlined line-up of only two grades, at least for now, and we’re in the flagship GT Premium Hybrid for this review.

The third-generation 3008 has a new mild-hybrid powertrain, which pairs a turbocharged petrol three-cylinder engine with a small electric motor and a 48-volt battery. A fully electric version exists overseas but is yet to be confirmed for Australia.

Our test model competes with popular mid-size SUV rivals like the Mazda CX-5 Akera, which starts at $55,150 before on-road costs, and the Toyota RAV4 Cruiser 2WD, which sits at $51,410.

With its $64,990 price tag, the new 3008 GT Premium Hybrid is the most expensive option, which might only appeal to fans of the brand.

However, the GT Premium is very well-specified with massaging and heating functions for the electric front seats, a panoramic sunroof, a 10-speaker Focal sound system and a 3D sat nav with connected services, where you can get information like local car park pricing, as well as over-the-air updates.

Other premium features include ventilated front seats and heated rear outboard seats, which are new for this model.

But the biggest change inside is the new 21-inch display, which houses the updated multimedia system and digital instrument cluster.

There are other new features like wireless Apple CarPlay and Android Auto, and an upgraded panel for your quick access menu widgets (up to 10 widgets can be customised).

Other features include a handsfree powered tailgate with kick functionality, keyless entry and start, four USB-C ports, a wireless charging pad, a tyre repair kit, a panoramic sunroof and surrounding ambient lighting.

The CX-5 is all-wheel drive and powered by a 2.5-litre four-cylinder petrol engine producing 132kW of power and 242Nm of torque. It has a braked towing capacity of up to 1800kg, giving you the option of some light towing on the weekends, while the six-speed automatic transmission shifts smoothly through its gears.

But there’s no escaping the fact that most of its key rivals now offer hybrid powertrains, and you can feel the absence of one here. The CX-5’s petrol engine is perfectly capable, but it doesn’t have the same efficiency advantage that many buyers in this segment are increasingly looking for.

All grades of the 3008 are powered by the same mild-hybrid setup, featuring a 1.2-litre three-cylinder turbo-petrol engine that's paired with a small electric motor and a 48-volt battery. Power is sent through a six-speed dual-clutch transmission, with the system delivering combined outputs of 100kW of power and 230Nm of torque.

Performance is modest, with a 0-100km/h sprint time taking 10.2 seconds. It’s perfectly adequate for everyday driving around town and in traffic, but the lack of urgency becomes more noticeable when overtaking at highway speeds. Still, the hybrid system offers smoother low-speed acceleration and improved efficiency over the outgoing petrol-only model.

The CX-5 has a 58-litre fuel tank and claimed combined cycle (urban/extra-urban) fuel consumption of 7.4L/100km, giving it a theoretical driving range of up to 783km. That’s a solid range for a family-sized SUV and means you won’t be constantly thinking about your next fuel stop.

My real-world fuel use settled at 7.8L/100km after a week of longer highway stints and urban trawls, so it’s not too far off Mazda’s official number.

Still, this is where I’d like to see a hybrid powertrain join the CX-5 range. The fuel economy is reasonable, but with so many rivals now offering hybrid options, Mazda is starting to leave some efficiency gains on the table.

The new mild-hybrid powertrain brings a solid improvement to efficiency, with an official combined fuel consumption of 4.9L/100km. Paired with a 55-litre fuel tank, that delivers a theoretical driving range of up to 1122km, which is an impressive figure for a mid-size SUV.

Over the past week, I’ve done a mix of longer highway drives, urban errands and the usual big grocery hauls. My real-world average came in at 6.1L/100km, which is still a strong result for this segment.

The system also features regenerative braking, which while not customisable, is noticeable in everyday driving. It kicks in strongly enough to give the sensation of heavy braking at times, particularly in city traffic and it reminds you that it's working behind the scenes to recover energy.

The CX-5 feels composed around town, with power delivered smoothly for everyday driving. But when you need to punch it off the mark, there’s some noticeable lag, and you have to work the engine harder to find the power when tackling a steeper hill at higher speeds. It’s capable enough, but it can feel like you’re asking a little more of it than you should.

The suspension has a firm edge to it, but I like how responsive the steering feels. The CX-5 is genuinely enjoyable through corners, with a dynamic feel and very little body roll.

The cabin is also impressively quiet, with minimal road or wind noise creeping in at higher speeds. Visibility is good through the front and sides, although the A-pillar can get in the way at times.

The reversing camera provides a clear view, while front and rear parking sensors make manoeuvring easier. Overall, it’s not a difficult SUV to park, despite its larger dimensions.

The 3008 has been genuinely enjoyable to drive. It’s easy to handle, with responsive steering and a stable, confident feel at higher speeds. The transmission generally keeps the powertrain in the right gear, only occasionally over-revving during open-road driving.

Power delivery is prompt enough for stop-start traffic and quick city lane changes. That said, there's a noticeable dip in performance when overtaking on the highway and it’s a clear reminder that this isn’t a high-output powertrain.

Visibility is generally good, though the narrow rear window can limit your view, especially when passengers or a child seat are in the back. Still, the pillars didn’t obstruct my view from the driver’s seat.

The suspension is on the firmer side, so you will feel the larger bumps, but it strikes a decent balance for everyday driving.

There’s a bit of body roll when cornering, which prevents it from feeling as sporty as its coupe-inspired design might suggest.

Parking is a breeze thanks to the clear 360-degree camera system, ample sensors and a tight 10.64m turning circle. My only gripe is that the rear camera points slightly downward, which can make the view feel narrower than expected.

At the time of writing, the 3008 is untested and unrated by ANCAP, which may be a consideration for some buyers. It also features just six airbags, missing a front centre airbag — a growing standard in many newer rivals.

On the plus side, Peugeot has added several useful driver assistance features, including forward collision warning, long-range blind-spot monitoring and lane departure warning. 

Other standard features include autonomous emergency braking, lane-keeping aid, lane-following assist, driver attention alert and monitoring, traffic sign recognition, rear cross-traffic alert and adaptive cruise control with stop and go functionality.

There are also child locks on the rear doors, an intelligent seatbelt reminder, front passenger detection and tyre pressure monitoring. Most of these systems operate quietly in the background and don’t feel overly intrusive, which I always appreciate.

However, I did encounter a concern with the autonomous emergency braking system. During a close call when another driver blew through a roundabout in front of me, the system didn’t alert or react — no sounds, no warnings. It was a surprising omission, especially in a moment where you’d expect the tech to step in.

The rear row has ISOFIX child seat mounts and three top-tether anchor points but two seats will fit best.

The CX-5 is covered by Mazda’s five-year, unlimited-kilometre warranty, which also includes five years of roadside assistance. It’s a solid offering, although longer warranty terms are becoming increasingly common in this segment.

Servicing is reasonably priced at around $440 per service over seven years, and the intervals are well spaced at every 12 months or 15,000km, whichever comes first. That should make ongoing ownership relatively straightforward for families.

The 3008 comes with a five-year/unlimited-kilometre warranty, which is okay but now feels a bit basic, especially when rivals like Nissan offer up to 10 years of coverage (under specific servicing conditions).

Peugeot also provides a five-year capped-price servicing plan, or you can opt to pre-purchase servicing for three, four or five years. The five-year pre-paid plan comes in at $1890, which works out to be more affordable than sticking with the capped-price option.

Servicing intervals are every 12 months or 25,000km, whichever comes first. That’s quite generous, particularly if you rack up a lot of kilometres annually.