Mazda CX-5 VS Peugeot 3008
- Gorgeous styling
- Interior fit and finish
- Added off-road capability
- Road noise still too high
- Firm ride
- No hybrid options
- Great ride comfort
- Beautiful exterior styling
- Clever interior packaging
- Driving position won’t be to all tastes
- Expensive compared to mainstream rivals
- Pricey ownership plan
Mazda’s CX-5 has long reigned as Australia’s favourite mid-size SUV, but 2020 is likely the year it loses that title to the much-improved, new-generation Toyota RAV4.
To try and keep up with fresher competition though, Mazda has introduced rolling updates to the popular CX-5, including a new off-road mode for all-wheel drive (AWD) variants that better equips the stylish SUV for rough terrain.
Pairing its new capabilities with the same high-calibre interior fit and finish as before, as well as a five-year/unlimited kilometre warranty, means the new CX-5 is the arguably the most complete package it has ever been, but is it still good enough for your consideration in 2020?
|Engine Type||2.5L turbo|
|Fuel Type||Regular Unleaded Petrol|
I’ve always thought the Peugeot 3008 deserves to be seen in more Aussie driveways than it is. More than just a striking looking mid-size SUV, the French high-riding model has always been practical, comfortable and an intriguing alternative to the mainstream brands.
And for the 2021 Peugeot 3008 - which has been updated with new, even more arresting styling - the brand has also improved the specs and safety features to make this also-ran arguably even more appealing.
But will a high price and questionable ownership costs count against it? Or is this semi-premium brand offering a product that’s premium enough to justify its high cost over mainstream branded rivals like the Toyota RAV4, Mazda CX-5 and Subaru Forester?
|Engine Type||1.6L turbo|
|Fuel Type||Premium Unleaded Petrol|
The latest round of spec enhancements don’t add too much to the already-winning formula, but the Off-Road Traction Assist function is a nice box-ticker for buyers worried about the CX-5’s sure footedness.
Class leading safety and catwalk-worthy styling remain strong attributes, but buyers will have to forgo a little comfort and no electrified engine options.
We love that crucial safety systems are fitted to all grades of the CX-5, meaning even the base Maxx variant is a compelling buy.
If we had to pick though, we'd go for the AWD 2.5-litre Touring for $40,980, which is loaded with nice creature comforts such as a head-up display and keyless entry for a price that doesn't break the bank.
The mid-size SUV field is as strong as it has ever been however, with the battleground set to heat up even more thanks to new and refreshed entrants arriving in the near future, meaning the CX-5 might soon need a big leap forward instead of just iterating to remain ahead of the pack.
For now though, the Mazda CX-5 still has the substance to back up its style, even three years on from the market launch of its latest form, though only just.
The Peugeot 3008 2021 model range offers some alternatives to the mainstream SUV crowd, even if the pricing is edging more towards the luxury SUV realm.
At odds with the brand’s approach is that our pick of the range is actually the base model Allure, which is the most affordable (though still hardly cheap) but has a lot of the equipment we think you’ll appreciate and a drive experience that is on par with the more expensive GT petrol.
The first of Mazda’s models to adopt its latest design language, the second-generation Mazda CX-5 hit Australian showrooms in 2017 and has remained largely the same since.
That’s no bad thing mind you, as the CX-5’s smooth panels, sharp edges and subtle creases embrace a more timeless and classic design philosophy relative to the dated design elements of its rivals.
Every touch point inside the CX-5 feels top-notch, including the steering wheel, door trims and seats, while buyers can also personalise the interior with colours such as black, white and brown.
Our top-spec Akera test vehicle came fitted as standard with nappa leather, which feels ultra-luxe and premium.
The interior is laid out with a clean and crisp design, with all controls well placed, and large swathes of black surfaces broken up with textured materials.
We don’t have much to complain about in with the CX-5’s design, inside or out, but at the risk of nit-picking, we’d say the multimedia screen is starting to look dated, especially when stacked up against the well-designed unit of the Mazda3 and CX-30.
It’s close to a 10/10 for design. This is not just beautiful to look at, it’s smartly packaged and thoughtfully configured. And according to me and everyone I spoke to, it doesn’t look like a mid-size SUV. It’s almost petite.
That’s even considering it’s 4447mm long (on a 2675mm wheelbase), 1871mm wide and 1624mm tall. Meaning, it’s shorter than a VW Tiguan, Mazda CX-5 and even a Mitsubishi Eclipse Cross, and it really does manage to fit a mid-size SUV level of space into a more compact SUV’s dimensions.
More on the interior practicality soon, but let’s just bask in the beauty of that revised front end. The old model was already attractive, but this faceilfted version ups the ante.
It has a new front end design that makes it look as though the car is moving, even when it’s parked. The way the grille shreds away, with the lines getting wider towards the outer edges - it’s reminiscent of what you see in an outer space movie, when the captain hits warp speed.
Those little lines may be hard to clean over a bugsplattered summer drive. But the redesigned headlights with huge, sharp DRLs help the front end stand out even more.
In side profile, there are 18- or 19-inch wheels, and depending on the model, you’ll see chrome around the bottom edges or the GT Sport’s heavily blackened look. The side design hasn’t changed all that much, which is no bad thing. I just wish the wheels were a bit more interesting.
The rear sees a new tail-light design with LED lighting and a smoked finish, and the back bumper is revised. All grades get an electric tailgate with kick-to-open functionality, and it actually worked on test.
The 3008’s interior design is another talking point - and it could be for all the wrong reasons. The recent raft of models from the brand have adopted what the brand calls the i-Cockpit, where the steering wheel (which is tiny) sits low and you look over the top of it to a digital driver info screen (which isn’t tiny).
I love it. I can easily find a position that is appropriate for me, and I like the novelty of it. But there are plenty of people that struggle to get comfortable with the idea of having the steering wheel set low - they want it high, as that’s what they’re used to - and that means they mightn’t be able to see the instrument display.
Have a look at the interior images and tell us your thoughts in the comments below.
Measuring 4550mm long, 1840mm wide and 1680mm tall, the CX-5 is slightly shorter than the likes of the Toyota RAV4, Nissan X-Trail and Hyundai Tucson, but its generous 2700mm wheelbase is larger than most of its peers.
Which means interior room in the CX-5 is excellent, especially in the front seats, where there is plenty of head, shoulder and legroom.
The fantastic driving position in particular has to be called out, as our CX-5 test car serves up an electronically adjustable seat and steering column that let us get in just the right place for our hands and legs.
Mazda’s driver-focused philosophy applies to all its models, and the CX-5 family hauler is no exception.
Rear seat room, while adequate, will just about fit three adults sitting abreast, but a full row of children or even teenagers shouldn’t be a problem.
Keep in mind though that second-row legroom can be compromised for taller passengers, but there is plenty of headroom.
Amenities in the second-row also include air vents and, in our top-spec grade, heated pews and two USB sockets, the latter found in the fold-down armrest that also houses two cupholders.
As for the boot, the CX-5 will also swallow 442 litres of volume with all seats in place, extending to 1342L with the pews stowed.
In real world terms, that means the CX-5 will easily cart around a family of five with the weekly groceries and folded stroller in tow, but it is noticeably smaller than the 580L/1690L capacity.
We will also point out that we couldn’t find any bag hooks in the back of our test car, though there were handy seat-folding tabs that could stow just the centre seat or each of the outbound pews with just a simple pull.
Storage throughout the cabin is also just OK, with a shallow glovebox and small storage tray below the climate controls.
The centre storage cubby however, is sizeable, and comes with a tray to keep items like a phone or wallet close to the surface to prevent you having to reach in a fish them out.
Door pockets also offer decent storage up front, but rear passengers will only be able to fit a water bottle in their doors.
It’s a special feeling place, the interior of the 3008.
I’ve already mentioned above that it mightn’t be to all tastes in terms of the seating arrangement, but the comfort and convenience is excellent. Yes, excellent convenience and a surprising amount of thoughtfulness has gone into the interior here.
And it’s gloriously finished, with a very high standard of perceived quality - the materials all look and feel plush, including trim on the doors and dashboard which is soft and attractive. There’s a little bit of hard plastic below the dashboard beltline, but it’s a better quality than some competitors.
Let’s talk cup and bottle storage. Lots of French cars have poor storage available for drinks, but the 3008 has good sized cup holders between the front seats, big bottle holders in all four doors, and a flip-down centre armrest with cup storage in the rear, too.
Plus there is a huge centre console bin between the front seats, with is much deeper than it looks. There’s also a usable glovebox, big trenches in the doors, and a storage section in front of the gear selector that doubles as a wireless phone charging bay, too.
The front also scores a new larger 10.0-inch touchscreen media system with Apple CarPlay and Android Auto smartphone mirroring, and there’s built-in sat nav as well. The usability of the media screen isn’t as simply as it could be, though.
The ventilation controls are all done through the screen, and while the phone mirroring part takes up the middle section of the monitor, and the temp controls are shown either side, it still means you have to go away from whatever you’re doing on the smartphone mirroring, jump to the HVAC menu, make whatever changes you want there, and then go back to the smartphone screen. It’s just a bit too finicky.
At the very least there is a volume knob and a set of hot keys below the screen so you can jump between menus, and the processor used seems to be a bit more powerful in the last 3008 I drove, because the screen’s a bit quicker.
But one thing that’s not improved is the reversing camera display, which is still very low res, and also requires you to fill in the blanks using the 360-degree camera. It comes up with grey boxes either side of the car, and when you reverse, it records the image it collects rather than just actually showing you what's outside the car, as you would see in most cars with surround view camera systems. It’s really not all that helpful, and I found myself just wanting a better resolution rear camera because there are parking sensors around the car.
The rear seat has reasonable space for someone my size - I’m 182cm or 6’0” and I could fit behind my own driving position with just enough space to be comfortable. Knee room is the main limitation, while headroom is good, and so is toe room. The flat floor in the back makes it a bit more amenable to have three across, though the centre console eats into middle seat kneeroom, and it’s not the widest cabin in the business.
There are rear directional air vents, two USB ports for charging, and a pair of map pockets as well. And if you have younger children there are dual ISOFIX and three top-tether child seat attachment points fitted.
Boot space is exceptional in the 3008. Peugeot claims that somehow this rather compact mid-size SUV can take 591 litres (VDA) of cargo in the back, and that’s the measurement to the window line, not the roof.
In practice - with the boot floor set to the lowest of its two positions over the space saver spare wheel - there was easily enough space for the CarsGuide luggage set (134L, 95L and 36L hard case), with room for another set on top. It’s a huge boot, and a good shape, too.
Price and features
Though Mazda has slightly increased the pricing of its CX-5 for the 2020 model year, there's still a wide selection of grades available from $30,980, before on-road costs, to $51,330.
Our test car, the AWD Akera grade paired with a 2.5-litre turbo-petrol engine, is priced at $50,830, making it the second-most expensive variant available.
Standard features across the range include an 8.0-inch multimedia display, 17-inch wheels and push-button start, but our test car was also kitted out with dual-zone climate control, satellite navigation, a powered tailgate, head-up display, leather interior and power-adjustable mirrors.
However, it’s the huge array of standard safety equipment that stands the CX-5 apart.
All CX-5s, including the entry-level Maxx, are fitted with features such as adaptive cruise control and autonomous emergency braking, which are sometimes relegated to higher grades or options in competitor SUVs.
The Akera grade also gains 19-inch alloy wheels, ambient interior lighting, heated and cooled front seats and heated rear seats, as well as a frameless rearview mirror, heated steering wheel and woodgrain interior panels, It’s these small details that elevate the CX-5 from its peers.
There’s equipment here that is rarely seen in anything outside models from the big three German brands, and though a Mazda badge doesn’t quite hold that level of cache, the CX-5 is also not priced quite as highly as a BMW, Mercedes or Audi, either.
Whether you agree with Mazda Australia’s decision to push some models upmarket with higher price points and more equipment, there's no denying the blend of luxe and value presented in the CX-5.
The Peugeot 3008 range is expensive. There. I’ve said it.
Okay, now let’s consider Peugeot as a brand. Is it a premium player, to be considered against Audi, Volvo and co? According to the brand it is. But it is playing a weird game, because it’s not quite premium-priced to the point that it is going to be cross-shopped against those makes.
As such, it’s way over the money to compete against mainstream makers, with an MSRP/MLP kick-off point of $44,990 (before on-road costs) for the base model Allure. The range also has the GT petrol model at $47,990, the GT diesel at $50,990 and the flagship GT Sport comes in at $54,990.
So does the equipment fitted help justify the cost? Here’s a spec breakdown of all four grades.
The 3008 Allure ($44,990) comes with 18-inch alloy wheels, LED headlights and daytime running lights with integrated LED fog lights, LED rear lights, roof rails, body colour rear spoiler, auto lights and wipers, cloth interior trim with fake leather accents, manual seat adjustment, a 12.3-inch digital driver info display, a 10.0-inch touchscreen media system with Apple CarPlay, Android Auto, satellite navigation, DAB digital radio and Bluetooth, ambient lighting, wireless phone charger, leather steering wheel and gearknob, electric park brake, push-button start and keyless entry, and a space saver spare wheel.
Step up to the GT petrol ($47,990) or diesel ($50,990) and you gain a few different items to justify the extra expense. The 18-inch wheels are a different design, the LED headlights are adaptive (meaning they turn corners with the car), the rearview mirror is a frameless design, the steering wheel is perforated leather, the roof lining is black (not grey), and you get black roof and mirror caps on the outside as well.
Plus the interior sees Alcantara door and dashboard trim, sports pedals and there is vegan leather seat trim with Alcantara elements and “copper” stitching.
Then the GT Sport ($54,990) model essentially adds an exterior black pack with 19-inch black alloys, dak finishes on the grille, badges, bumper trim strips, side door and front wing trims and window surrounds. And it also includes the interior leather package, which is optional on the other grades, as well as a Focal 10-speaker sound system and laminated front door glass. This grade also has Lime Wood interior trim.
The GT grade models can be had with a sunroof for $1990. The 3008 GT petrol and GT diesel variants can be optioned with leather seat trim fitted standard to the GT Sport, which comprises Nappa leather, heated front seats, electric driver’s seat adjustment and massage - that pack costs $3590.
Picky about colours? The only no-cost option is Celebes Blue, while the metallic options ($690) consist of Artense Grey, Platinum Grey and Perla Nera Black, and there are also premium paint choice ($1050), being Pearl White, Ultimate Red and Vertigo Blue. There is no orange, yellow, brown or green paint option available.
I’ll reiterate - for a non-luxury brand selling a front-wheel drive SUV, no matter how nice it is or well appointed it may be, the 3008 is too expensive.
Engine & trans
We’ve tested this engine before, and while nothing has changed on the powertrain front, we’re still big fans of this mill’s effortless oomph.
As one of the most potent petrol engines you can get in the mainstream mid-size SUV class, coming away from the line is expectedly brisk and the engine will enable a zero to 100km/h in an almost-hot-hatch-bothering 7.7 seconds.
Overtaking at freeway speeds is also easy, with the smart-shifting automatic transmission smoothly kicking down a cog for some extra shove.
Speaking of, peak torque is available from 2000rpm, making the CX-5 a delight to drive at slower speeds instead of a slow-moving bothersome chore.
However, we reckon the six-speed auto need another gear for freeway driving, just to keep revs and engine down a little more.
If the flagship 2.5-litre turbo-petrol engine isn’t your speed, there are other powertrains available in the CX-5 range, including a base 115kW/200Nm 2.0-litre petrol unit that is paired to a six-speed manual gearbox and an automatic-transmission-only 140kW/252Nm 2.5-litre petrol.
Diesel is also offered in the CX-5 range, an increasingly rare occurrence as the Toyota RAV4, Ford Escape and Subaru Forester are no long offered with oil-burning options, and in Mazda’s case is a 140kW/450Nm 2.2-litre twin-turbo unit.
However, unlike the three aforementioned mid-size SUV competitors, Mazda does not offer its CX-5 with any sort of electrified powertrain.
One could argue that in 2020, Australia is yet to fully embrace the electric vehicle future, but for those wanting the latest in hybrid or plug-in powertrain technology, the CX-5 does not yet have an answer (like most competitors).
The Peugeot 3008 range has a complex engine line-up. Many brands are going with a “one engine will do” approach for their standard model range, and that’s likely to only increase as the world moves towards electrification.
But that said, the 2021 version of the 3008 has three engines available at launch, and there’s more coming!
The Allure and GT petrol models run a 1.6-litre turbocharged four-cylinder engine (known as Puretech 165), producing 121kW at 6000rpm and 240Nm at 1400rpm. It is available only with a six-speed automatic and it is front-wheel drive, like all 3008s. The claimed 0-100km/h time is 9.9 seconds.
Next up the engine specs list is the petrol-powered GT Sport, which also has a 1.6-litre four-cylinder turbo, but with a bit more grunt - as the Puretech 180 name might suggest. There’s 133kW of power at 5500rpm, and 250Nm of torque (at 1650rpm). This engine uses an eight-speed automatic, is FWD/2WD, and has engine start-stop tech. It can do 0-100km/h in a claimed 8.8sec.
Then there’s the diesel model - the GT diesel’s Blue HDi 180 - which is a 2.0-litre turbo four-cylinder unit producing 131kW of power (at 3750rpm) and a huge 400Nm of torque (at 2000rpm). Again, there’s an eight-speed auto and FWD, and it seemingly struggles to put that grunt to the road, with a 0-100 speed of 9.0sec.
The 3008 range will be bolstered by plug-in hybrid versions in the latter part of 2021.
It is expected there will be the Hybrid 225 model, using 2WD with a 1.6-litre petrol engine teamed to an electric motor and a 13.2kWh battery pack, with a resulting 56km range.
The Hybrid4 300 model packs a bit more power and torque, as well as the inclusion of all-wheel drive by way of a rear-mounted electric motor in addition to a front-mounted electric motor and a 13.2kWh battery pack, said to be good for 59km of electric range.
We look forward to sampling the PHEV versions later in 2021. Stay tuned for coverage.
Official fuel consumption figures of the 2.5-litre turbo-petrol CX-5 peg it at 8.2 litres per 100km, but with our short stint in the car we managed 9.8L/100km.
To be fair, our driving consisted mainly of inner-city suburban streets and a brief stretch of highway driving, as well as some hard acceleration.
For those looking for a more frugal CX-5 though, the diesel engine is also available that will sip just 5.7L/100km, while the 2.0-litre and 2.5-litre petrol units are also less thirsty at 6.9 and 7.4L/100km respectively.
Again, a petrol-hybrid option here would help lower fuel-consumption even more, so if stretching your dollar further at the bowser is a concern, you may want to look elsewhere.
Official combined cycle fuel consumption figures vary across the engine range. In fact, it even varies across the variants!
For instance, the 1.6L Puretech 165 four-cylinder in the Allure and GT petrol models is not identical. The official figure is 7.3 litres per 100 kilometres for the Allure, while the GT petrol is said to use 7.0L/100km, which could be down to tyres and some aero differences.
Then there’s the GT Sport, the most powerful petrol (Puretech 180), which has an official consumption of 5.6L/100km. It’s so much lower because it has engine start-stop technology, where the other 1.6L doesn’t.
The Blue HDi 180 engine has the lowest official fuel use figure of 5.0L/100km. It has start-stop tech, too, but no AdBlue after treatment.
I filled up after a few hundred kilometres of testing and had a real-world at the pump return of 8.5L/100km in the GT petrol.
The petrol models both require 95RON premium unleaded fuel.
Fuel tank capacity for all models is 53L, so theoretical driving range is very good for the diesel.
The big headlining change to the new CX-5 is the added off-road driving mode added to AWD variants.
Dubbed ‘Off-Road Traction Assist’, the system locks the rear differential at the push of a button, enabling torque to be sent to the wheels that have grip.
In theory, the system is designed to better allow the CX-5 to get out of a sticky situation, such as deep mud or some particularly tricky terrain, and in practice it does what’s advertised.
Don’t get us wrong, the CX-5 isn’t transformed into a Jeep Wrangler or Toyota LandCruiser because of the new feature, but it certainly helps that Mazda has added extra go-anywhere assurance to its popular model.
Also keep in mind that the CX-5 will still be limited by ground clearance and its approach angle.
On the occasion that the CX-5 ventures down an unsealed road or rough terrain in inclement weather when venturing to a remote Airbnb or holiday home, the Off-Road Traction Assist button will surely be a welcome addition.
Aside from the new off-road mode, the CX-5 drives largely the same as before – for good and bad.
Steering is sharp, direct and communicative, while also being light and pleasant enough to manoeuvre around town.
However, the trade-off for a nice steering SUV is that suspension is still a bit too firm, for our tastes at least, which is of particular note in a five-seat family hauler like the CX-5.
Don’t get us wrong, its not back-breaking by any stretch, and on smooth surfaces, the ride is perfectly liveable.
Unfortunately, Australia – and in this particular case, Melbourne – is full of more than just smooth roads, with the occasional large dip and bump (not to mention the juttering of travelling over tram tracks) transmitted right to occupants.
Mazda said it has also improved the NVH levels of the new CX-5 thanks to extra sound deadening, but without driving the old car and new one back-to-back, it is a little hard to tell the level of enhancement.
However, we are happy to report road and wind noise was kept to a minimum in our time with the car, even at freeway speeds.
The Peugeot 3008 GT petrol I drove was a nice, comfortable drive. Not amazing in any particular way, but a really good balance of things you might want in your mid-size SUV.
The ride is particularly well sorted, with a nice level of control and composure over most bumps at most speeds. There can be a bit of side-to-side body wobble at times, but it’s never too flimsy feeling
The steering is quick, and the small steering wheel exacerbates that. You don’t need to make much movement with your hands to affect a prompt response, though there’s not a whole lot of feel going on, so it’s not super fun in the traditional sense despite being easy to steer.
You might look at the engine specs and think, “a 1.6-litre isn’t enough engine for a family SUV like that!”. But you’d be wrong, because it turns out this engine is a zesty little offering.
It pulls hard from a standstill, and offers good power progression up the rev range, too. The engine is urgent enough in its response in roll-on acceleration as well, but the transmission has a real appetite for eating away at the fun you’re trying to have by constantly upshifting in an attempt to save fuel.
There are paddle-shifters if you want to put it in manual mode, and there’s a sport drive mode as well - but really, that’s not the kind of SUV this is. It’s a really competent and comfortable family option, one that is very easy to drive and would certainly be easy to live with.
Another really nice thing about the 3008 is that it’s pretty quiet. There’s not much in the way of road noise or wind rustle to contend with, and I experienced almost no tyre roar from the Michelin rubber of my test car.
My biggest gripe was actually the engine start button. It seemingly requires a lot of pedal pressure on the brake and a fairly good press of the button to ignite the engine, and I also found the shifter could be a touch frustrating when shifting between drive and reverse, too.
Those are hardly dealbreakers, though. This is a very likeable car.
Safety is where the Mazda CX-5 stands heads and shoulders above the competition.
Lane departure warning, lane-keep assist, reversing camera, rear parking sensors, driver attention alert, autonomous emergency braking (AEB) and adaptive cruise control, as well as auto high beams, wipers and headlights, are all included as standard across the entire Mazda CX-5 line-up.
But wait, there’s more as our Akera test car also has front parking sensors, traffic sign recognition and a surround-view monitor to make parking a breeze.
New in the 2020 model-year upgrade however, is night-time pedestrian detection for the AEB system.
The list of safety equipment included in the CX-5, even at its cheapest, is the yardstick from which all other cars – including models from premium brands – should be measured.
No surprises then that the Mazda CX-5 carries a full five-star ANCAP safety rating when it was first tested in 2017.
The Mazda mid-size SUV scored 95 per cent in the adult occupant test, while the child occupant protection examination yielded an 80 per cent score.
As for the vulnerable road user and safety assist categories, the CX-5 notched 78 and 59 per cent respectively.
The Peugeot 3008 range was awarded a five-star ANCAP crash test safety rating back in 2016, and while that was half a decade ago (can you believe it?!), the updated model is even better equipped with safety technology and features.
All models come with auto emergency braking (AEB) with pedestrian and cyclist detection including low-light scenarios, plus all grades come with lane departure warning, blind-spot monitoring and intervention, a surround view 360-degree camera, front and rear parking sensors, semi-autonomous self parking tech, auto high-beam lights, and adaptive cruise control with a speed limiter.
The GT grade models all have added lane keeping assistance technology to help steer you in your lane at speed, too. Where the Allure has Peugeot’s Advanced Grip Control system, adding off highway driving modes with Mud, Sand and Snow modes - remember, though, it’s a front-wheel drive SUV.
The 3008 is fitted with six airbags (dual front, front side, full-length curtain) and there are dual ISOFIX and three top-tether points for baby seats.
Service intervals are every 10,000km or 12 months, whichever comes first.
Basic service costs will alternate between $347 and $378 up to 160,000km or 16 years, but additional scheduled maintenance items will cost extra.
For example, the cabin filter will need to be replaced ever 40,000km, costing an additional $80, while spark plugs will need to be refreshed every 60,000km interval at a cost of $327.
As such, the first five years of servicing, by our calculations for the 2.5-litre turbo-petrol CX-5 Akera, will cost buyers $2092.
There is a five-year capped-price servicing plan, too. Maintenance intervals are every 12 months/20,000km, which is generous.
But the service costs are high. Worked out over the five year plan, the annual average price per servicing for the Allure and GT petrol models is $553.60; for the GT diesel it’s $568.20; and for the GT Sport it’s $527.80.
Worried about Peugeot 3008 issues, reliability, concerns or recalls? Check out our Peugeot 3008 problems page.