Peugeot 5008 vs Mercedes-Benz GLC-Class

What's the difference?

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.

Like I said right from the start, this new, hybrid version of the AMG GLC63 is technically superior to the model it replaces in every meaningful way. It is faster, more powerful and more fuel efficient and therefore a better performance SUV than the model it replaces.

Is it a better model than the one it replaces? Ultimately that will come down to how much stock you put into the soundtrack and your feelings on an AMG not powered by a V8 engine.

Because if you can see past that, then the AMG GLC63 is an absolutely fantastic performance SUV. Not only does the new powertrain make it faster in a straight line, but the chassis is very well-balanced, making for an engaging driving experience.

For those who can look past the smaller engine they will be rewarded with an incredibly fast and rewarding-to-drive member of the AMG family.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

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!

The GLC63 is unmistakably an AMG from the moment you first lay eyes on it. That’s thanks to the AMG-specific elements, starting with the grille with vertical strikes and the AMG crest on the bonnet; which is now a signature item for the performance sub-brand.

The GLC63 is also fitted with the Night Package II design kit; this adds a darkened grille and black chrome badging to further enhance its visual appeal.

The AMG-specific alloy wheels and more aggressive stance do mean the GLC63 stands out from the rest of the GLC range, helping it look fast even when it’s standing still.

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.

Inside the GLC63 is clearly a derivative of the rest of the range, with its C-Class-inspired design and layout, but there’s enough AMG-specific elements to ensure it looks and feels special. This starts with the AMG steering wheel, which comes not only with a thick rim wrapped in Alcantara, but also some AMG special dials to adjust the various performance settings for the powertrain, suspension and transmission.

Then there are the AMG-specific seats, which look good and offer good support for the driver and front seat passenger. The rear seats offer decent space for what is a mid-size SUV, with room enough for two adults or teenagers or three smaller kids.

Those in the back aren’t particularly well looked after though, with only rear air-con vents and small door pockets but no USB charging ports or other small item storage.

The boot is 590 litres, down from 620L in the rest of the range, thanks to the addition of the rear-mounted electric motor. There’s also no room for the temporary spare the rest of the GLC range gets and instead you have to make do with a puncture repair kit.

The power and torque figures aren’t the only numbers that have risen sharply, with the GLC63 clearly impacted by a double whammy of inflation and the usual new-car price rise.

The GLC63 now starts at more than $191,814 for the SUV and $198,415 for the Coupe, which represents a nearly $30k increase over the old V8-powered model, which was priced at $164,600 just two years ago. Even for luxury car buyers that’s a big jump, especially when you’re trying to convince people of the merits of the four-cylinder powertrain. 

That also means it's more expensive than all of its key competitors, including the BMW X3 M Competition, Maserati’s Grecale and the outgoing, petrol-powered Porsche Macan GTS.

To help explain some of this price increase Mercedes-Benz Australia has opted for a high level of standard specification for local cars. Standard equipment includes 21-inch alloys, AMG composite braking, a panoramic sliding sunroof, a unique AMG steering wheel, power-adjustable sports seats in Nappa leather, a head-up display, dual-zone climate control, wireless smartphone charging and a Burmester 3D Sound system.

Also included is the AMG Track Pace suite, for those who want to unleash their GLC on the racetrack.

There’s also a limited run, AMG Edition 1 Package available too, for an additional $12,900. On the outside you get Manufaktur graphite grey magno paint, foiling with colour gradation and large AMG logo on the sides, an AMG Aerodynamics Package, unique alloy wheels with Edition 1 and AMG branding, yellow brake calipers and an AMG fuel filler cap in silver chrome with AMG lettering. 

Inside there’s AMG Performance seats, AMG Nappa leather in black with yellow contrasting stitching, AMG illuminated door sills,  carbon-fibre AMG trim highlights, yellow seat belts and a unique AMG Performance steering wheel wrapped in carbon-fibre and microfibre.

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.

This is what lies at the heart of the AMG GLC63’s success or failure. As I mentioned at the beginning, the previous generation’s 4.0-litre twin-turbo V8 has been replaced by an F1-inspired plug-in hybrid powertrain.

But don’t think that means AMG is suddenly focused on efficiency over performance. When AMG says the powertrain is inspired by the brand’s success in Formula 1 racing, what it means is the battery and electric motor provides a significant performance boost to support the internal combustion engine, not just save fuel.

To that end the combination of the turbocharged 2.0-litre four-cylinder petrol engine and the rear-mounted electric motor produces an impressive 500kW and 1020Nm. That’s a massive jump over the 375kW/700Nm made by the outgoing V8.

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.

Mercedes makes no secret that the battery is designed for performance, not saving fuel. It only has a 14km EV range but can recharge quickly on the move to provide a power boost when needed.

But despite all that, the GLC63 is actually significantly more fuel efficient than the old V8, using a claimed 7.3L/100km, which is a massive 4.9L/100km improvement over the old model. Although, on our day-long test drive we didn’t manage to come close to that claimed figure and instead saw returns around 11L/100km, albeit after a lot of spirited open-road driving.

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.

Anyone who still believes in the adage ‘there’s no replacement for displacement’ hasn’t driven a modern turbocharged and hybridised engine. The GLC63 is a demonstration of the metaphorical and literal power of modern technology, combining an extremely efficient and potent internal combustion engine with an electric motor to make enormous real-world performance.

To be blunt, the GLC63 feels like a rocketship out of corners, launching with a ferocity and relentlessness the old V8 simply can’t match. It shouldn’t come as a surprise, a mid-size SUV with 1020Nm was always going to have plenty of performance, but even so it’s a shock to the system every time you give the GLC63 full throttle. Officially AMG claims it takes just 3.5 seconds to run 0-100km/h and has an electronically limited top speed of 275km/h - mighty impressive figures for a five-seat mid-size SUV.

To help get all that torque to the road, AMG deploys torque distribution technology that allows for it to be split an even 50/50 front/rear all the way to 100 per cent to the rear tyres.

Other technologies deployed to enhance its handling include AMG Ride Control suspension with adaptive damping and rear-axle steering. There’s also eight AMG Dynamic Select driving modes and four AMG Dynamics settings (Basic, Advanced, Pro and Master), so it’s a complex vehicle that is designed for the enthusiast.

While it’s easy to drive around town, once you get out on the open road you can really get a sense of the GLC63’s performance potential. Beyond just its powertrain the suspension offers good body control and the rear-axle steering helps it feel agile and responsive. 

It’s not perfect though. At times the complexity of the system does lead to some hesitation when you put your foot down. It certainly lacks the linear power delivery of the old V8 and makes for a slightly trickier driving experience at times.

As for the sound, which is one of the biggest elements missing from the V8, Mercedes has added AMG Real Performance Sound, which features a pressure sensor in the exhaust that picks up on the engine note and plays it through the speaker system. It certainly helps make for a louder, more noticeable engine noise, but it still sounds more like an A45 than the previous GLC63 and for many would-be buyers, that’s a major turn-off.

The GLC63 comes standard with a comprehensive suite of safety features including 'Distronic' (Mercedes’ name for adaptive cruise control), 'Active Lane Keeping Assist', 'Blind Spot Assist', 'Traffic Light Assist' and 'Adaptive Highbeam Assist'. It also includes Mercedes’ 'Pre-Safe' accident anticipation system - which pre-tensions the seat belts and will even play a white noise to protect your ears if it senses a crash is imminent.

A parking system that includes a 360-degree camera and active parking assist is also included.

The GLC range was awarded a five-star ANCAP rating in 2022, which pre-dates the latest testing protocols, so doesn’t provide a like-to-like comparison for vehicles tested after that date.

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.

The GLC63 is covered by Mercedes Australia’s usual five-year/unlimited kilometres warranty.

As for maintenance, Mercedes offers service plans, spanning three to five years. Three years will cost you $5025, $6455 for four years and five years is priced from $7180. Servicing intervals are 12 months or 20,000km, whichever comes first.