Nissan Qashqai VS Peugeot 2008
- Impressive rear legroom
- Big boot
- Good to drive
- A bit pricey
- Acceleration feels sluggish
- Small display screen
- Charming design
- Eye-catching cabin treatment
- Decent little driver
- Safety spec wanting on base grade for the money
- High prices
- Lacks traction in the wet
It’s lucky cars aren’t as bad as the names they’re given because the Qashqai would be a shocker. Fortunately, the Qashqai is a good small SUV and this latest update has made it even better... and safer.
So, what’s so new about the 2020 Qashqai? What’s good about it and what could still be improved. Finally, there’s something else you should know, and it might make you want to wait longer before you do buy a Qashqai.
|Fuel Type||Regular Unleaded Petrol|
The all-new 2021 Peugeot 2008 is designed to stand out in the crowded small SUV space, and it’s fair to say that this stylish French small SUV does exactly that.
It stands out not only because of its eye-catching design, but also due to its frankly wishful pricing strategy, which pushes the Peugeot 2008 from being seen as a rival to the VW T-Cross, MG ZST and Honda HR-V more towards the realm inhabited by the Mazda CX-30, Audi Q2 and VW T-Roc.
You might also be thinking about this as an alternative to the recently released Ford Puma or Nissan Juke. And you wouldn’t be out of place thinking it might rival the Hyundai Kona and Kia Seltos, too.
The thing is, the base model pricing is equivalent to what most of its rivals have in mid-range spec variants. And the top spec is over the odds, too, despite both offering pretty comprehensive equipment lists.
So is the 2021 Peugeot 2008 worth the money? And what’s it like on the whole? Let’s get to it.
|Engine Type||1.2L turbo|
|Fuel Type||Premium Unleaded Petrol|
The Qashqai is one of Nissan’s best SUVs for the space it offers in such a small package. A good driving experience is short of being great thanks to the CVT auto, and the value could be better.
Now, here’s a spanner in the works for you. A new generation Qashqai isn’t far away, it’s probably about 12 months off and it will have a new look inside and out, have the latest technology, plus we’ll almost certainly see a hybrid version.
If you can hold on, do it, because what’s likely to be an even better Qashqai should be worth the wait. But if you are in market right now, the ST+ is definitely the pick of the bunch. The update has seen it pick up an excellent array of advanced safety equipment.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel and meals provided.
If you are the sort of buyer who will pay over the odds for a car that looks great, then you might be a Peugeot 2008 customer. It’s a pretty impressive small SUV, but it’s pricing pushes it outside of the realms of reasonable consideration, especially given the raft of impressive rivals with which it competes.
Although Peugeot Australia expects more customers to go for the top-spec GT Sport, and we reckon it’s better equipped based on the standard safety spec, it’s hard to look past the Allure, though even it is too expensive for what you’re getting.
Another strength of the Qashqai is its good looks – tough, yet pretty, with a rounded snub nose and muscular rear haunches.
No changes to the styling for this 2020 update inside or out, which is a shame because the cabin is beginning to date with the small screen and dash design. Still the interior is stylish with well laid out controls.
As you’d expect, the Ti’s interior is the plushest, with quilted leather seats and the huge sunroof, but even the entry grade ST with the leather clad steering wheel has a premium feel.
How big is the Qashqai? It’s a big-small SUV in that at 4394mm end-to-end it’s 10cm longer than a Honda HR-V and about 2.0cm longer that a Kia Seltos, but about the same width and height as both at 1806mm across and 1595mm tall.
All Qashqai’s come standard with alloy wheels, so no hubcaps here like you’ll see on the entry-grade Seltos.
Telling each Qashqai grade apart is easy once you know the ST doesn’t have foglights, while the ST+ does but doesn’t get the roof rails you’ll see on the ST-L or its 18-inch alloys. The TI can be spotted in the wild by its big 19-inch rims and the sunroof. See? Easy… sort of.
There are seven colours to choose from including 'Magnetic Red' and 'Pearl Black', but only the 'Vivid Blue' (the colour of my car in the video) is the only no-cost hue. The other premium paint colours are $595.
The design is what could get you through the door and ready to lay down your money more than anything else about the Peugeot 2008. It is a very attractively styled model - far less van-like than its predecessor, and more modern, masculine and aggressive in its stance than before, too.
In fact, this new model is 141mm longer (now 4300mm) on a 67mm longer wheelbase (now 2605mm), but it’s also wider by 30mm (now 1770mm) and a bit lower to the ground too (1550mm tall).
It’s the way the designers have made this chunky new model look that has really hunkered it down, though. From the claw-like LED light slashes that run from the edges of the headlights down through the front bumper, to the upright grille (which varies depending on the variant) and angular metalwork pressing through the doors of the car.
If you want to know what Peugeot had in mind when it pencilled the new-gen 2008, you need to look back to the Quartz concept from 2014. Then you need to squint, make sure you don’t look too closely, and voila!
The rear is a sight to behold too, with a clean and broad look to it that is emphasised by the tail-light cluster and central garnish. Gotta love those claw mark tail-lights and the LED DRLs on the top-spec version, too.
You’ll decide if you like it or not, but there is no denying that its styling helps it stand out in the class. And because the new model is built on Peugeot’s CMP platform, it can be fitted with an electric motor or plug-in hybrid drivetrain as well as the petrol one used here. More on that below.
But what is also interesting is the fact the Peugeot team reckons the Allure model that opens the range is more targeted at the outdoorsy types (and has equipped it as such), while the GT Sport is for the more enthusiast-oriented buyer. We reckon they could have gone a bit harder on the themes, here, particularly for the Allure. And maybe not with Allure as its model name. Remember the original Peugeot 2008, which had a variant named Outdoor?
The eye-catching design flows into the cabin area - see the interior pictures below to get what I’m talking about - but there really is no other small SUV like this in terms of cabin design and presentation.
The brand’s polarising i-Cockpit - with its high-mount digital dashboard cluster and its tiny little steering wheel that you’re supposed to look over, not through - is either going to be fine by you, or completely unacceptable. I fall into the former, meaning I plonk the steering wheel down low in my lap, and set my seat so I’m looking over the tiller to the screen, and find it’s both interesting and likeable to live with.
There are plenty of other considerations for the practicality of the cabin, which we’ll cover off next.
Space and usability are two of the Qashqai’s strengths. For an SUV that is only 4.4m long, and for me at 191cm tall to be able to sit behind my driving position with room to spare is excellent. Headroom back there is good, too, even in the Ti which has a sunroof which eats into the ceiling.
Cabin storage up front is pretty darn good with a large and deep centre console bin, big door pockets and two cup holders; while the rear seats have door bottle holders and a tray in the rear of the front console. The ST-L and Ti come with a fold-down centre armrest in the back with two cupholders.
The 430L boot is one of the largest in the class (Seltos has a 433L cargo capacity). There’s also another large storage level under the boot floor in the Ti.
Getting in and out of the Qashqai is helped by a raised ride height and large doors that open wide.
It’s a small SUV, but it’s surprisingly spacious inside. There are plenty of models in this segment that manage this trick, and the Peugeot 2008 does it with a bit more flair than some.
The aforementioned i-Cockpit cabin design is attention grabbing, and so is the 3D cluster design on the driver’s display. It is mostly easy to get used to the controls, but despite Peugeot claiming the digital system can show the driver safety warnings faster than conventional dials and lights, there is some lag and delay when you adjust the screen display or trigger through the drive modes.
The steering wheel is a charming size and shape, the seats are comfortable and easy to adjust - but there are still some ergonomic annoyances.
For example, the cruise control system - which is a stalk hidden behind the steering wheel - can take a while to figure out. So can the steering wheel controls, and the driver info screen menu buttons (one is on the end of the wiper stalk, one on the steering wheel!). And the climate controls: there are switches and buttons for some parts, but the fan control - which is essential to access quickly on really hot or really cold days - is through the media screen, not a physical button or knob.
At least the media screen has a volume knob this time around, and the presentation of that bank of buttons below the screen looks to have been plucked straight from Lamborghini’s notebook.
The screen itself is okay - it is a little laggy to jump between screens or menus, and the 7.0-inch unit in the base model car is a bit small by modern standards. The 10.0-inch is a better fit for the technical focus of the cabin.
The material quality is mostly pretty good, with a neat soft-touch carbon-look trim on the dashboard, pleasing seat trim in both specs, and soft door elbow pads on all four doors (alarming becoming a less common thing in European SUVs).
It is French so the central cup holders are smaller than you might want, and the door pockets don’t have bottle-shaped receptacles, though they will fit a decent sized fizzy or water. The glovebox is tiny, and so is the centre armrest storage pod, but there’s a good size section in front of the shifter, and a drop down shelf which, in the top-grade model, incorporates wireless smartphone charging.
Rear seat convenience is somewhat wanting, with a pair of mesh map pockets but no centre cup holder or armrest, even in the high grade. The rear door pockets are modest, too, and the back door trims are a harder wearing material than that used up front.
The rear seat is a 70/30 split fold setup, with dual ISOFIX and top tether points. The occupant space is quite good for the size of the car - at 182cm or 6’0” I could easily fit behind my own driving position without wanting for more knee-room, headroom or toe room. Three adults across will be a squish, and those with big feet will need to watch themselves on the door-sills, which are quite high and can make ingress and egress clumsier than it should be.
The boot space is a claimed 434 litres (VDA) to the top of the seats with the two-stage boot floor in its highest position, according to Peugeot. That increases to 1015L with the rear seats folded down. There’s a space-saver spare wheel under the boot floor, too.
Price and features
The entry-point into the Qashqai range is now $27,990 (an increase of $500 over the previous car) and that will get you into the ST with a manual gearbox, while the auto (CVT) is $29,990.
That ST is the only grade which comes with a manual, the rest are all autos with the ST+ listing for $31,990, then the ST-L for $34,000 and at the top-of-the-range is the Ti for $38,490.
A limited-edition N-Sport version sits between the ST-L and Ti and lists for $35,000, but there are only 600 being made.
As for what’s new, that’s simple – Apple CarPlay and Android Auto compatibility is now standard across the range. The ST+ also now has rain sensing wipers and auto headlights. The rest of the new features are safety items which we’ll cover in that section below.
Along with the Apple CarPlay and Android Auto, standard features on the ST include a 7.0-inch screen with rear view camera, front and rear parking sensors, six-speaker stereo, cruise control, cloth seats, push-button start, LED running lights, halogen headlights and 17-inch alloy wheels.
Step up to the ST+ and you’ll gain all the ST’s features plus sat nav, privacy glass, fog lights, and power- folding heated wing mirrors.
The ST-L has all of this, but adds leather and cloth seats, heated front seats, roof rails, and 18-inch alloy wheels.
At the top-of-the-range is the Ti and this grade unlocks more features on top of the ST-L’s including 19-inch alloys, adaptive LED headlights, panoramic sunroof, dual-zone climate control, power adjustable driver and front passenger seat, adaptive cruise control, and leather seats.
The 2020 update also saw a special edition N Sport Qashqai released for a list price of $35,000. The N Sport has all the ST-L's features and adds 19-inch alloys, body-coloured front and rear bumpers with a matt silver trim, side skirts, body-coloured wheelarches, silver mirror caps, black headliner and an N-Sport badge to make sure everybody knows.
Is it good value? Well you can get into an entry-grade Kia Seltos with all the advanced safety features in the Ti for $25,990 drive-away. A Honda HR-V is also more affordable with a start price of $24,990.
I’m afraid the answer to that initial question then is, no. The Qashqai is not good value in comparison to the Seltos or Honda HR-V.
The Peugeot 2008 is one of the most expensive small SUVs in the mainstream part of the market, and it comes across quite overpriced at a quick glance at the price list.
The entry-level Allure model is a $34,990 proposition - that’s the MSRP/RRP, before on-road costs. The top-spec GT Sport version is $43,990 (list price/MSRP).
Let’s go through the standard specifications and equipment list for each model to see if they can justify the cost.
In the Allure, the standard gear comprises 17-inch alloy wheels with Bridgestone Dueler tyres (215/60), LED headlights with LED daytime running lights, cloth trim seats with “leather effects”, a leather-wrapped steering wheel, the brand’s new 3D i-cockpit digital dashboard, a 7.0-inch touchscreen media system with Apple CarPlay and Android Auto, DAB digital radio, a six-speaker stereo, four USB ports (3x USB 2.0, 1x USB C), climate control air-conditioning, push-button start (but not keyless entry), an auto-dimming rearview mirror, auto headlights, auto wipers, a “180-degree” reversing camera and rear parking sensors.
Allure models have hill descent control, where the top-grade models don’t, and they also have a different drive mode system with mud, sand, snow and normal driving settings that operate through the brand’s GripControl traction control management system.
The Allure has regular cruise control with speed sign recognition and a system that allows you to adjust to the signposted speed limit at the touch of a button, but it doesn't have fully adaptive cruise like the top-spec, which adds a number of safety items, too. More on the safety spec in the safety section below.
You can resolve some of those safety tech shortcomings by spending 23 per cent more on the more powerful GT Sport variant, but let’s consider the comfort and convenience inclusions first.
The GT Sport runs 18-inch black alloy wheels with Michelin Primacy 3 rubber (215/55), has the ‘lion claw’ signature LED daytime running lights and adaptive LED headlights with auto high beam lights, keyless entry, a two-tone black roof and black mirror caps, and gets distinct drive modes - Eco, Normal and Sport - and also has paddle shifters.
The interior of the GT Sport has Nappa leather-appointed seats, electric driver’s seat adjustment, heated front seats, driver’s massage seat, 3D sat nav, wireless phone charging, a 10.0-inch media screen, ambient lighting, wireless smartphone charging, black headlining, a perforated leather steering wheel, aluminium pedals, stainless steel sill scuff plates, and a few other differentiators. The GT Sport can be had with an optional electric sunroof, at $1990.
For a little context: Toyota Yaris Cross - starts at $26,990; Skoda Kamiq - starts at $26,990; VW T-Cross - starts at $27,990; Nissan Juke - starts at $27,990; Mazda CX-30 - starts at $28,990; Ford Puma - starts at $29,990; Toyota C-HR - starts at $30,915.
And then if you’re shopping for the GT Sport, there are rivals like: Audi Q2 35 TFSI - $41,950; Mini Countryman Cooper - $42,200; the VW T-Roc 140TSI Sport - $40,490; and even the Kia Seltos GT Line is a relative bargain at $41,400.
Yes the Peugeot 2008 is overpriced. But the weird thing is, Peugeot Australia has admitted that it knows the car is expensive, but reckons that the looks alone could make people spend extra on the 2008 over some of its rivals.
Curious about Peugeot 2008 colours? The Allure has the choice of Bianca White (no charge), Onyx Black, Artense Grey or Platinium Grey ($690), and Elixir Red or Vertigo Blue ($1050). Choose the GT Sport, and the free option is Orange Fusion as well as most of the other colours, but there’s also a Pearl White choice ($1050) instead of the white offered on the Allure. And remember, the GT Sport models get the black roof finish, too.
Engine & trans
All Qashqais have the same engine – it’s a 2.0-litre four-cylinder petrol which makes a reasonable 106kW of power and 200Nm of torque.
As I mentioned in the driving section the engine isn’t at all gutless, I’ve driven SUVs and cars with the same torque and less power with better acceleration. It’s the continuously variable transmission (CVT) in the Qashqai which causes the lackluster acceleration.
You’ll notice this lack of oomph particularly on hills and when you need to overtake. Some carmakers are now producing CVTs which do provide better acceleration, but Nissan’s isn’t one of them.
On the plus side CVTs are good for fuel economy, which is what we’re about to discuss.
The engines offered in the two grades of 2008 are the same in capacity, but offer a split in terms of specs and horsepower.
The Allure runs the 1.2-litre three-cylinder turbo-petrol Puretech 130 engine, which has 96kW of power (or 130hp - at 5500rpm) and 230Nm of torque (at 1750rpm). It is offered as standard with a six-speed Aisin automatic transmission and front-wheel drive, and the claimed 0-100km/h for this model is 9.9 seconds.
Does the GT Sport’s 1.2-litre turbo three-cylinder petrol justify its nameplate? Well, the Puretech 155 tune makes 114kW (at 5500rpm) and 240Nm (at 1750rpm), has an eight-speed auto from Aisin, FWD and a 0-100km/h claim of 8.9sec.
Those are strong engine power and torque figures for the class, outgrunting most of their direct rivals. Both models have engine start-stop tech for fuel saving - more on fuel use in the next part.
Nissan says the Qashqai with its four-cylinder petrol engine and CVT auto will use 6.9L/100km over a combination of open and urban roads. That’s pretty good and better than the ST with its manual gearbox which officially does a best of 7.7L/100km.
The claimed combined cycle fuel consumption for the Allure model is 6.5 litres per 100 kilometres, with emissions of 148g/km CO2.
The combined cycle claim for the GT Sport version is a little lower, at 6.1L/100km and CO2 emissions of 138g/km.
On the surface it may seem strange that both of those figures are considerably higher than the claim of the existing 1.2L auto model - which was less powerful but used a claimed 4.8L/100km. But that’s down to the change in testing procedures over the time between models.
For what it’s worth, we saw a dashboard-indicated 6.7L/100km on the Allure we drove mainly on highways and in easy urban driving, while the GT Sport was showing 8.8L/100km across that and a bit more spirited driving on wet, twisty roads.
Curious about the plug-in hybrid (PHEV) or electric (EV) versions of the 2008? They may well come to Australia, but we won’t know until probably 2021.
Fuel tank capacity is just 44 litres.
Here’s why. The ride is comfortable and composed, the steering is accurate and has good feel to it and the handling (for a small affordable SUV) is great.
You’ll like the extra security the height gives you along with the good visibility, and you’ll like the size in terms of ease of parking, too.
What you might notice is that acceleration feels a bit disappointing and you might think the engine is ‘gutless’ for want of a better word. It’s not the engine, it’s something else. Read on to find out.
All Qashqais are front-wheel drive, but a decent 188mm ground clearance means they’ll handle gravel roads without fear of damaging the underside.
The launch of this updated version had us driving on about 50km of gravel and dirt roads, and sure, if the Qashqai had all-wheel drive it would have kept the car from sliding around on the loose rocky surface a bit, but we had no problems with clearance.
The Qashqai's braked towing capacity is 1200kg.
I had rather high expectations for the new-generation Peugeot 2008, having been a huge fan of its predecessor. Does the new one live up to it? Well, yes and no.
Admittedly the conditions we drove it in weren’t what Peugeot would have been hoping for - a late October day with a high of 13 degrees and sideways rain for most of the drive program - but they actually showed up a few shortcomings that dry weather driving presumably wouldn’t reflect.
For instance, there was a serious struggle for traction at the front axle, to the point that ‘axle tramp’ - where the front tyres scrabble so hard to grip the surface that the front end feels as though it’s bouncing up and down on the spot - was a constant consideration when taking off from a standstill. If you’ve not experienced this, maybe you own an all-wheel or rear-wheel drive car, you could think there’s something wrong with the car. It is pretty disconcerting.
Once things are moving there’s better progress on offer, though it must be said that the GT Sport struggled for traction and was constantly squirming at the front axle, with the flashing traction control light a regular feature on the digital dashboard. This was the case in corners, too, where you want to feel assured progress and your tyres gripping the road surface to pull you back up to speed.
The GT Sport’s drive experience was otherwise pretty darn good. The suspension is a little tighter than the Allure, and that was noticeable over both lumpy road surfaces and the open road, where it transmitted more of the smaller lumps and bumps but also managed to feel less floaty and soft.
So it’ll depend which you prefer as to what model hits your targets. The Allure’s softer suspension is more urban friendly, though it’s 17-inch wheels and higher profile tyres - as well as the GripControl traction management system with mud, sand and snow modes - means it’s actually supposed to feel better in the open country.
Either of these two is going to offer some delight when it comes to the steering, which is both very quick to turn but also entertaining in its action because of the size of the wheel. The nose darts when it comes to direction changes, while parking is a cinch thanks to its tiny (10.4m) turning circle and quick lock-to-lock electro-hydraulic steering rack.
The engine in the Allure offers enough punch to suit the vast majority of buyers, so if you don’t want the glitter that comes in the top grade, you’ll likely find it completely fine for your needs. But if you do want to explore the engine’s potential, the GT Sport’s transmission - with two extra ratios and paddle-shifters for manual control - allows you that. Both, though, have the advantage of not being fidgety at take-off pace, as both are standard torque-converter auto gearboxes, not dual-clutch transmissions like so many of its jerkier competitors.
Neither is what I’d call “fast”, but both are quick enough to get moving despite some noticeable turbo lag in the Allure, which is less of a concern in the GT Sport thanks to its high-flow turbo and improved breathing. It gathers pace well, and because it’s so light (1287kg in GT Sport trim) it feels agile and sprightly.
The driver’s pick is the GT Sport, just. But in all honesty, both could be better at getting their power to the ground.
The Qashqai was awarded the maximum five-star ANCAP rating when it was tested in 2017.
The ST+ has come out well in this update, not only did it score Apple CarPlay and Android Auto, but the amount of standard advanced safety equipment increased, including blind spot warning and rear cross-traffic alert.
While all Qashqais come with AEB as standard the top-of-the-range Ti ALSO picked up AEB with pedestrian detection in the update.
Forward collision warning and lane departure warning ARE also standard on all Qashqais.
For child seats you’ll find two ISOFIX points and three top tether anchor mounts.
A space saver spare wheel in under the boot floor.
The Peugeot 2008 achieved a 2019 five-star Euro NCAP crash test rating for the equivalent spec models we’re receiving in Australia. It’s unclear if the score will be mirrored by ANCAP or not, though it likely won’t be re-tested under 2020 criteria.
The Allure model has auto emergency braking (AEB) which is operational from 10km/h to 180km/h, and it incorporates daytime pedestrian detection (from 0-60km/h) and cyclist detection (operational from 0-80km/h).
There's also active lane departure warning that can steer the car back into its lane if it breaches the road line markings (from 65km/h to 180km/h), speed sign recognition, cruise control with speed sign adaptation, driver attention alert (fatigue monitoring), hill descent control, and a 180-degree reversing camera system (semi surround view).
Step up to the GT Sport and you get day and night AEB with pedestrian and cyclist detection, as well as blind spot monitoring and a system called Lane Positioning Assist that can steer the car when the GT Sport model's standard adaptive cruise control system (with stop-and-go capability in traffic) is active. There’s also auto high-beam lighting and semi-autonomous parking.
Missing from all 2008 models is rear cross-traffic alert and rear AEB, not to mention a proper 360-degree surround view camera. The camera system used here is not great.
The Qashqai is covered by Nissan’s five-year,/unlimited-kilometre warranty.
Servicing is recommended annually or every 10,000km and is capped at $226 for the first service, $309 for the second, $236 for the third, $435 for the fourth and $245 for the fifth.
Peugeot Australia offers a now industry-standard five-year/unlimited kilometre warranty plan, which is pretty decent backing for what is a rather small operation.
The maintenance intervals are set every 12 months/15,000km, and the costs for the first five years are not yet confirmed. They should be later in 2020, but Peugeot Australia says the pricing will be “comparable” to the existing version, which ran the following service pricing: 12 months/15,000km - $374; 24 months/30,000km - $469; 36 months/45,000km - $628; 48 months/60,000km - $473; 60 months/75,000km - $379. That averages out at $464.60 per service.
Concerned about Peugeot reliability? Quality? Ownership? Recalls? Be sure to check our Peugeot problems page for more information.