Nissan Ariya vs Peugeot 5008

What's the difference?

I can see how the Nissan Ariya would have changed the game if it launched in Australia back in 2022.

While it is a solid car that’s quiet, comfort-oriented and tech-heavy, there’s now little separating it from the competition apart from the fact it has a Nissan badge and a cracking aftersales package. This is disappointing as we’ve waited a long time for this car to arrive.

Note: CarsGuide attended this event as a guest of the manufacturer, with accomodation 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.

Back when the Ariya was revealed, it started a new design language for Nissan, but five years later almost every model in the Japanese carmaker’s line-up has taken some element of this car’s design.

What this means is while the Ariya was unique, it now doesn’t stand out from the crowd as much as it once did. This doesn’t help given there are now so many competitors out there.

However, in person the exterior of this car is stunning. I’m particularly a fan of the two-tone copper paint available on the Advance+ and Evolve e-4orce.

At the front there is a slim and striking LED lighting set-up that stands out, plus the gloss black faux grille is an interesting take on the brand’s ‘V-Motion’ grille. It has illuminated sections that are only noticeable in dark conditions.

Around the side the Ariya appears to be a lot more coupe-like than you’d expect. There’s a body line that runs from the A-pillar all the way to the tailgate. It gives the car a floating roof effect, which is a current design trend.

Other notable design elements on the side include the charge flap on the passenger side front quarter panel, aero covers for the alloy wheels, and an extensive use of gloss black around the wheel arches and door sills. It’ll be interesting to see how the latter hold up in the long run.

At the back there isn’t a whole heap going on beyond the large rear spoiler, which is intricately designed and there to improve aerodynamics.

There’s also a full-width LED light bar for the tail-lights, which is sandwiched by a Nissan wordmark badge. These lighting set-ups are so common now that they’re a little cliche.

Inside, the Ariya is befitting of its flagship status for the Nissan brand. In the top-spec Evolve trim with the blue Nappa leather upholstery and suede dash highlights. I don’t think it pairs well with every exterior paint colour, but it still looks great.

This also isn’t to belittle the lesser trims. While they have darker interiors, this is likely more preferable for many buyers as they’re less out there. The materials, at least in the Advance+, are still at a high quality.

The steering wheel is leather-wrapped and feels buttery soft in the hand. While I loathe the fact there are gloss-black covers over the physical buttons on the steering wheel, it’s still a step in the right direction.

Ahead of the driver are dual 12.3-inch screens across the line-up. It took me a while to notice there’s a wave between the screens as it’s covered by the steering wheel rim. The touchscreen is incrementally closer so you can reach it more easily.

Another major element of the Ariya’s interior design is the centre console. In the Advance+ and Evolve it has electric sliding adjustment, allowing you to customise the position to your desire.

The use of the faux wood trim looks premium, especially because you don’t expect there to be haptic buttons on it. This helps for a clean, button-less look.

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!

This car is built on a dedicated electric architecture which theoretically gives it many benefits as there’s no space needed for a combustion engine, nor its transmission or driveline components.

While the Ariya benefits from this by pushing the wheels to the extremities, it underwhelms in others. More on this in a bit.

As standard the driver’s seat is mounted very high. I’m 182cm tall and in the seat's lowest position I was only a few centimetres off my hair tickling the roofliner. While this is nice from a forward visibility standpoint, I instinctively want to sit lower in the cabin.

Despite this, the front seats are deliciously comfortable. They offer plenty of electric adjustability, allowing you to find your desired seating position. Depending on the trim they’re heated and ventilated, which is a treat in fickle Melbourne weather.

As noted before, the steering wheel features physical buttons, which is a major plus. They’re clearly labelled and are easy to understand.

Ahead of the driver the digital instrument cluster is classic Nissan. There are a range of informative pages to cycle through, as well as two layouts to choose from. All of them look high-res.

Moving across, the touchscreen multimedia system is also a classic Nissan unit. Almost every Nissan model has a variation of this touchscreen now, which kind of makes the Ariya feel less special.

Thankfully however, the user interface is clear and easy to understand. It’s hard to get lost and even if you do, there are shortcut buttons on the side of the screen.

As standard there’s wireless Apple CarPlay, which is great if you have an iPhone and almost expected nowadays, however Android Auto is only offered in wired form only. This is disappointing from a high-tech flagship.

I appreciate there are haptic buttons for the climate control under the touchscreen. It’s much better than having these functions built into the touchscreen. However, the seat heating/ventilation and the steering wheel heating is in the touchscreen, but you can program it to an automatic mode so it’ll turn on and off with the climate control.

The haptic buttons extend onto the centre console which electrically slides in the Advance+ and Evolve. These ones are for the drive mode and ePedal selection.

Speaking of the centre console, it’s a big bulky unit but it barely offers any storage. Under the centre console lid there’s a wireless charger and a miniscule amount of storage. There’s also a tiny phone-sized slot at the front of the centre console, plus a 12V socket and some USB ports.

It’s disappointing Nissan hasn’t taken better advantage of the flat floor accommodated by the dedicated electric architecture. There’s open space between the driver and passenger, which makes it feel like you’re in dedicated recliners.

As a result of the paltry centre console storage, there are two gloveboxes. One on the passenger side and another in the centre. Both look like they’re sizeable, but that’s just the lid as the actual storage space is a fraction of this.

Moving to the second row I have a decent amount of legroom behind my own driving position. Toe room is negligible however and headroom suffers from the panoramic glass sunroof.

Despite this the second-row bench is still comfortable. It’s laid back, though there’s not much lateral support. This means in the bends you’ll be thrown into the door or into the centre of the car.

There continues to be a flat floor in the second row, plus a minimal hump in the rear bench means you could technically go three-up if you wanted. The limitation at this point is shoulder space.

In terms of amenities there are centre console-mounted air vents, USB-C ports, heated outboard seats (depending on the trim) and a fold-down armrest with cupholders. It’s fairly standard.

From the Advance trim and up there’s a standard hands-free power tailgate. This is handy if you’ve got your hands full.

For the boot space itself, it’s fine but not standout. Two-wheel-drive variants are notably better with 466L of boot space with the rear seats upright. The Evolve e-4orce only has 408L due to the rear electric motor.

As expected there’s no spare tyre at all across the line-up. Instead there’s a tyre repair kit under the boot floor.

No Ariya trim has a front boot.

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.

There are only two electric powertrain configurations available in Australia.

The Ariya Engage and Advance are powered by a single, front-mounted electric motor that produces 160kW of power and 300Nm of torque. The Advance+ bumps the power figure up to 178kW to compensate for the larger battery pack.

The flagship Evolve e-4orce is the only trim with all-wheel drive. It has a dual-motor set-up with total system outputs of 290kW and 600Nm. This trim is claimed to be able to do the 0-100km/h sprint in 5.6 seconds.

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.

There are also two battery pack options in Australia.

The Ariya Engage and Advance come with a 63kWh lithium-ion battery with a WLTP claimed range of 385km. This isn’t much for a car that’s around $60,000.

The Advance+ and Evolve e-4orce, on the other hand, get a larger 87kWh lithium-ion battery. WLTP claimed range is 504km and 487km, respectively, which is much more like it for a vehicle of this size.

All variants have a Type 2 CCS combination charge port on the passenger side front quarter panel with a maximum DC charge rate of 130kW. At this rate this will see the battery charge from 10 to 80 per cent in 35 minutes.

AC charging is offered at rates up to 7.4kW on the Engage, Advance and Advance+ trims. 22kW AC charging is optional on the Advance+ and standard on the Evolve e-4orce.

However, thanks to a launch offer for the first 400 vehicles, all Ariyas are getting standard 22kW AC charging, even the ones that typically don’t get it at all. This is a cool offer and an interesting incentive if you are on the fence on actually buying one.

There’s also a free 22kW AC home charger provided as an additional launch offer. You’ll need to install this unit at your own expense.

For energy consumption it depends on the trim level. It ranges between 18.4 and 20.8kWh/100km. During our testing of the Advance+ we saw an average of 14.2kWh and the Evolve e-4orce we saw an average of 18.0kWh/100km. This would give a theoretical range of 613km and 483km, respectively.

It’s worth noting these average energy consumption figures were according to the trip computer and the driving was on higher speed roads on the outskirts of Melbourne.

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.

We only got to experience Ariya trim levels with the larger 87kWh battery pack at this launch. It’d be interesting to see how trims with the smaller battery pack fare from a comparative standpoint as they’re lighter but offer less range.

With the Ariya Advance+, it has a single electric motor that offers a decent amount of power and torque. It’s probably all that you’d ever need in everyday traffic.

However, it’s far from being a sporty offering – it’s more comfort-oriented – but when you push it, the limitations of it being front-wheel drive become apparent. Traction control cuts power as soon as the corners get too sharp, but thankfully it never feels like this car is out of line.

For more oomph, this is where the flagship Evolve e-4orce comes in with its dual-motor all-wheel-drive set-up. Although 290kW and 600Nm sounds like a lot, it doesn’t provide neck-snapping acceleration. Instead, acceleration intentionally ramps up incrementally to maintain a serene vibe in the cabin.

This isn’t to call this Ariya trim slow, though. It can do 0-100km/h in 5.6 seconds, which is far from a slouch. The way the power piles on though feels nice during rolling acceleration, making it a lovely tourer. If you do lean into the performance this trim offers however, be prepared to pay for it with a higher energy consumption.

There are multiple regenerative braking modes offered in the Ariya. ‘D’ is normal, ‘B’ exaggerates the effects, then ‘ePedal’ is the closest you get to a one-pedal driving mode. All the modes require you to press the brake pedal to come to a complete stop.

Thankfully, there’s no awkward interaction between the regen brakes and the traditional friction brakes. This helps make it feel like a regular car that just happens to be electric.

The steering changes its weight depending on the drive mode. Regardless of this, however, there is a direct feel through the wheel which is confidence-inspiring, especially out on the open road.

As standard the suspension set-up comprises MacPherson strut front and a multi-link rear across the line-up. With the smaller 18-inch wheels across the majority of the line-up there’s plenty of tyre sidewall to play around with, which makes the ride feel composed and comfortable. It balances the line between being too bouncy and too firm nicely.

The top-spec Evolve e-4orce with its larger 20-inch alloy wheels, however, has less tyre sidewall and as a result the ride is much busier. The effects are made worse when you load more people or weight into the car as it becomes very reactive to every road imperfection, especially large bumps.

Lastly in terms of noise, vibration and harshness levels, it’s extremely quiet in the cabin. This is surprising because the lack of a combustion engine typically makes other noises more apparent.

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.

Like other Nissans, the Ariya is covered by a 10-year/300,000km warranty, providing you service at authorised Nissan service centres when required. If you don't, there's only five years of coverage.

The battery pack on the other hand is covered by an eight-year/160,000km warranty.

There’s also up to 10 years of roadside assistance if you service at authorised Nissan service centres.

Logbook servicing is required every 12 months or 20,000km, whichever comes first, and the first five services are capped at $299 each.

Overall this is a fairly compelling aftersales package, plus it helps that Nissan has a substantial dealer network around Australia.

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.