Subaru Forester vs Peugeot 3008

What's the difference?

To many people, this review won’t matter. There’s a large part of Subaru’s customer base that come back knowing they’ll get a practical, capable car regardless of refinement - something the brand’s rivals can’t quite match.

But even those people will be pleased to find the new Forester is a huge step-up over the last one in many areas. Sure, it’s a little late for Subaru to be joining the hybrid game in 2025, but it’s not the only brand from Japan that’s been slow on that front, and the brand’s philosophy hasn’t always been focused on efficiency anyway.

In a vacuum, the new Forester is a great adventure companion, but anyone considering a mid-size family SUV and not requiring the AWD and clearance the Forester has on offer could do better elsewhere.

For anyone else, there’s still only one option that really ticks all the boxes - and now it’s much better than before.

Just get the petrol if you’re going anywhere that could damage a tyre.

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

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

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

The new Forester is a slight departure from the characterful previous generation, and to this writer’s eye that’s to its detriment. It’s not unpleasant to look at, but it doesn’t look so much like a Forester anymore.

I wouldn’t be the first to say it looks like it had at least one pass through the North American Ford design centre, but even putting that aside, the rounded front is a less interesting design treatment than we’re used to seeing from Subaru.

Its side profile shows off its boxy, practical nature, however, and from the rear it looks much more Subaru-like than from the front.

In Sport guise, particularly, the Forester’s bronze trim and wheels are a decent give-away that the brand was going for a more premium look.

Inside, the Forester doesn’t look enormously different from the last generation, especially when it comes to buttons, shifters, and the big vertical 11.6-inch touchscreen, the latter right out of other Subaru models that have been around a while.

But perhaps that was deliberate, because some of the new Forester’s best features are those that follow the notion of ‘if it ain’t broke, don’t fix it’.

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

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

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

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

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

Perhaps the best selling point for the new Forester is that it hasn’t changed a whole lot inside. It’s spacious for its class and has physical buttons for a lot of things, while making sure the key controls like climate are always accessible on the touchscreen without needing to navigate through menus.

The steering wheel and gearshift look familiar and the general layout of the Forester seems to follow the brand’s established pattern of convenience over anything that could be annoying or complicated.

The software on the big screen is the same as any recent Subaru SUV with big buttons and a simple menu structure that means you rarely get lost. It’s not cutting-edge, but it works, much like a lot of the elements of this car.

The seats are comfortable and the seating position and steering wheel adjustment work well regardless of grade.

One element of the interior that works particularly well is visibility. Subaru made the headrest a little narrower to assist with shoulder checks and make looking over to the back seat easier. The result is a clear view, not only of the interior but also through those annoying side angles your wing mirrors might miss.

The back seat is also plenty spacious, with ample knee, foot and hip room in the second row’s outboard seats. Head and shoulder space is also fab. There’s little risk of feeling cramped in the back, even for a proper adult, especially if there’s a sunroof for that extra light.

Behind the second row, there’s 496 litres of boot space in non-hybrids, and 484L in hybrid variants, plus a switch in the boot to drop the second row from the tailgate.

That allows for 1174L and 1162L in petrol and hybrid models, respectively, though a big downside for the hybrid models is the lack of spare wheel, just a repair kit.

No spare tyre in a car you expect to be able to take off-road isn’t good enough, and it’s the key reason the Forester doesn’t score a full 10 for interior practicality. A shame, because the rest of the cabin is built for ease.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Both Forester drivetrains use the brand’s existing all-wheel drive tech and a continuously-variable transmission, but the hybrid does something Subaru is keen to point out its rivals’ don’t.

The petrol version is powered by a (136kW/247Nm) 2.5-litre naturally aspirated flat-four ‘boxer’ engine that's largely unchanged.

The hybrid consists of the same type of engine with different valve controls and lower outputs of 121kW/212Nm. 

The key part is it’s assisted by a 90kW electric motor that, rather than being mounted to the rear axle and engaging when traction is needed, is placed before the transmission and sends electric power to all four wheels. Total outputs for the Hybrid variants are 145kW and 276Nm.

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

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

Subaru claims the Forester drinks 7.9L of petrol (minimum 91 RON) per 100km or 6.2L/100km in hybrid guise.

The latter's a bit of a let-down given Toyota’s RAV4 hybrid in AWD guise comes with a 4.8L/100km claim and that system's been around for ages.

Both Foresters have a 63-litre fuel tank, so could theoretically travel a maximum 797km (petrol) or 1016km (hybrid). 

Don’t expect to manage that in real-world driving, though. The trip computer reading for the last car I drove on test (a hybrid) was 7.8L/100km after a mix of highway and off-road running.

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

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

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

On paper, the new Forester hasn’t changed to a great degree. With that engine and the late-ish introduction of a proper hybrid system, you might expect the Forester to be undercooked. 

Sure, Subaru is playing catch-up and it would be a fair to say adding a hybrid grade to its mid-size SUV in 2025 puts it behind the curve, but Subaru is leaning into its niche.

Subaru’s very happy about being able to claim the Forester is the only hybrid mid-size SUV on sale where the one hybrid motor drives all four wheels mechanically thanks to its 'symmetrical' all-wheel drive system. Then there’s the "class-leading" 220mm of ground clearance.

But as well as being capable off the road, the Forester needs to be a decent day-to-day companion. Fortunately, it’s both.

The new Forester’s road manners are a surprising step-up over the previous generation’s, which felt soft and agricultural at times.

Subaru touted the new car's incremental improvements, but behind the wheel it feels like they add up to a far superior experience. The Forester is still a little noisy - mainly wind and road noise - but many of the elements that were once a let-down are much more refined.

The CVT doesn't complain so much when called upon to pick up the pace, and the steering feels much sharper. The former could be down to a huge increase in sound-shielding, the latter likely due to Subaru’s use of the dual-pinion steering system borrowed from the WRX.

Subaru says it “reduces mechanical resistance and eliminates unwanted feedback from the motor”. It seems to have done exactly that.

Perhaps most noticeable is the suspension, which feels more tied-down and stable than before, without sharpening up too much and becoming uncomfortable. Subaru says revised spring rates, better under-body aero and a more rigid chassis all contribute.

The hybrid and petrol have different suspension set-ups, the latter feeling softer in terms of damper response but still far more confidence-inspiring than the previous-gen Forester.

It all comes together to create a driving experience that’s easy and comfortable at traffic speeds and fun and engaging at high speeds on, for example, the smooth winding back-roads of New Zealand’s South Island.

The problem for Subaru is that despite having introduced a new hybrid system, the petrol-only Forester is just as good from behind the wheel. The advantages the hybrid brings in terms of efficiency will be a draw for some, but in terms of driving dynamics the extra power and torque on offer is probably not worth the extra outlay.

Then there’s the lack of a spare wheel… which should be a requirement when you’re off sealed roads. The gravel and mud of the Canterbury region didn’t faze the Forester, though, and we put the mid-size SUV through its paces harder than most owners realistically would.

Deep mud ruts, creek crossings and jagged rocky trails were all traversed easily and comfortably, especially considering the standard road tyres fitted. 

None of the test cars were stuck due to either negligent road testers or lack of mechanical ability on the Subaru’s part, though two cars on test did succumb to an excess of water in the engine bay and went into a safety shut-down mode once we arrived back at the end of the off-road trail.

We asked Subaru for an explanation and we were told it’s a feature that saves components like the cooling fan from water damage.

“Two vehicles experienced this due to the nose being submerged from entering the water crossing at the incorrect speed and/or entry line… if water enters the engine bay at a sufficient level, a protective fuse is designed to engage to safeguard the radiator fan motor.

“This system functioned exactly as designed. Despite this, the vehicle continued to perform as intended, enabling the driver to complete the off-road course and return safely to the Homestead. 

“After cycling the ignition, a warning light alerted the driver, and the engine shut down automatically to prevent any potential damage. This sequence is outlined in the Owner’s Manual. This is a built-in protection protocol and not a fault.”

A replacement fuse meant one of the vehicles “resumed full operation,” a Subaru spokesperson added.

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

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

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

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

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

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

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

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

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

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

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

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

Subaru‘s five-year, unlimited kilometre warranty is behind the curve for mainstream brands with many offering between seven and 10 years, but its eight-year/160,000 kilometre hybrid high-voltage battery warranty is par for the course.

Servicing intervals are every 15,000km or 12 months, with servicing pricing locked in for the first 75,000km or 60 months of ownership. Total cost over this time is $2299 for either drivetrain, with the cheapest service being $347.95 and the most expensive $679.30 (at 60,000km or 48 months).

Subaru also offers 12-months complimentary roadside assistance.

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

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

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