Toyota Kluger VS Peugeot 5008
- Quiet and refined
- GX is well-specified
- GXL and Grande are pricey for not much benefit
- Deeply ordinary entertainment system
- Doesn't look like a seven-seater
- Cabin design definitely unique
- Crazy-practical cabin
- Interior tech can be slow to use
- Much-hyped gear shift rather annoying
- Priced toward the premiums
Like the statues of Easter Island, the Toyota Kluger casts a huge shadow over the Australian motoring landscape. It's a strong seller for Toyota, having been around for ages and is one of three large SUVs in Toyota's armory next to the evergreen Prado and disappointing Fortuner.
Competition, of course, is growing ever more fierce. Hyundai is about to drop a new Santa Fe, the Kia Sorento gets better every year and more manufacturers are joining the party. Most notably, Mazda's CX-9 is also loaded with safety gear and a potent 2.5-litre turbo engine.
The intensity of the battle became apparent in my esteemed colleague Matt Campbell's recent comparison test where the Kluger came last behind the Kia Sorento and Mazda CX-9, thanks largely to Toyota's reluctance to fit the same advanced safety features.
They heard Matt (that's what he reckons, anyway) and recently added some important safety tech to the 2018 Kluger. Let's have a look to see if it's enough.
|Fuel Type||Regular Unleaded Petrol|
I know it’s difficult, but try for a moment to imagine an Australia without Peugeot in it. Actually, it’s not that difficult at all, is it? It would look, well, a whole lot like the Australia of today. Hell, it wouldn't even help with traffic - less than 3400 new cars would have vanished last year, barely enough to make a dent.
Because the French brand is not making much of an impact Down Under. There are probably a few reasons for that; the fact it has been trapped between being not Japanese or Korean, and yet not-quite European, compounded by unpopular product which was also probably too expensive.
But that was the old Peugeot. Before the brand switched to a new importer in Australia (Inchcape, which also imports Subaru), and before the new-look senior management team arrived vowing to breathe new life into the brand here. Most importantly, though, it was before the arrival of the really rather good (and 2017 European Car of The Year) 3008 SUV, which marked the dawning of a new era for Peugeot.
This is the second salvo in this new-product offensive, the 5008; a sexy seven-seat SUV Peugeot has high hopes for in Australia. And given it’s essentially a bigger version of the 3008, we have high hopes for it, too.
|Engine Type||2.0L turbo|
The 2018 Kluger is still a very solid car, with tons of room for you and your things. And your family and their things. It remains way out in front (although the new Santa Fe is lurking menacingly) and the boost in safety gear will help ensure it stays there.
The pick of the range is still the GX which is now a much stronger proposition with the extra safety features. There's little of real interest in the higher models, you can't get better headlights (a curious state of affairs) or a better stereo, so it's difficult to understand the appeal.
The Kluger will serve you and your family well in a solid and unspectacular way. Given most of us like that in our cars, it's easy to see why it's a hit.
Does the Kluger's new safety focus do enough to lure you away from the competition? Tell us what you think in the comments below.
The French comeback rolls on, with the 5008 continuing the good work of the 3008, just with more room for cargo or humans. A really very versatile interior, a solid choice of engines and - thank goodness - a conventional automatic combine to make the 5008 a genuine contender in the seven-seat class. Peugeot deserves kudos for its well-stacked standard features and safety lists, too.
But the brand considers this a premium car, and so has priced it like one. Only time will tell whether buyers agree with them...
Is this French roll set to continue with the 5008? Tell us what you think in the comments below.
The Kluger is handsome in a squared-off, what-are-you-looking-at kind of way. That big bluff front-end makes the car look rather bigger than it is, which is quite an achievement because it's pushing two metres wide and 1.73m tall. It's not the longest in its class, though, coming in at 4.89m.
Despite it hailing from the US, it's not too blinged-up, but neither is it CX-9 pretty. Some might find the grille reminiscent of a krill-hoovering whale or Bane from Batman, but it's certainly distinctive.
The cabin is like the exterior - nothing flash, but what you see is what you get. Materials are mostly pretty good and it leans towards thoughtful and practical rather than sexy. Normally I'd say, "just like me", but I'm none of these things.
The interior dimensions of the big bruiser match its eclipse-causing exterior. No matter your size - well, within reason - you'll find plenty of space in the first or second rows. The third row features decent space for kids and very patient adults for short trips.
We said at the time that the Peugeot 3008 might be the best-looking SUV in its segment, and the 5008 shares that same curb appeal - even if it doesn't look quite as handsome as its smaller siblings.
It falls into a weird size category; at 4641mm, it's 165mm longer than the five-seat 3008, but it's dwarfed by true seven-seaters, like the CX-9 (5075mm). But that's no bad thing for its looks.
Bigger is rarely better when it comes to car design, and the 5008 looks compact and dynamic, with only the area stretching from the C-pillar to the tail-lights hinting at the seven seats within. A bulging bonnet, blacked-out body kit and big shining alloys across the line-up give the 5008 a strong road presence.
Cleverly, it feels bigger inside than it seems from its exterior, with the interior feeling spacious and airy up front, and with positively spacious interior dimensions in the second row.
The cabin design is going to be one of those love/hate things, though; a futuristic-feeling design that won’t appeal to everyone. The textured, layered dash design makes the driver and front passenger feel like they're sitting in their own cockpit, with piano key-style controls in the dash that take care of everything from the air-conditioning to the hazard lights.
The big question people ask me about the Kluger is "How many seats are in there?" - every Kluger packs seven seats, with two flip-up seats in the boot. Boot space dimensions are obviously dictated by whether they're up or down. With the seats down, you've got a decent 529 litres, leaving you with good luggage capacity and a cargo cover to keep it all hidden away. Lift the seats with the straps and you've got just 195 litres, about the same as a small hatchback.
Put the second and third rows down and Toyota says you'll have 1117 litres, but I reckon that's conservative.
The cabin is well-planned for families. Every row features cupholders - front and middle rows have a pair each, while those banished to the third row score two each, a total of eight across the car.
Back in the front row, the tectonic split in the dashboard is lined with a soft rubbery material, making it a great place to sling phones, keys and odds and ends. Between the seats is a massive 24-litre storage bin that a small grandparent could ride in. On second thoughts, that's probably not a great idea.
It’s insanely clever, the 5008. And you could probably own one for 12 months or more before you discovered all the practicality features hidden around the cabin. But allow us to give you a little head start.
For one, the cup holder count sits at eight (more than one per passenger, for some reason), plus front-seat riders can access the usual collection of USB and power connections.
The infotainment/multimedia system across all trim levels is operated by a clean and simple-to-use 8.0-inch touchscreen that’s both Apple CarPlay and Android Auto-equipped, and there’s a wireless charging pad for your Android device (or iPhone, with a special case). Expect a sat-nav navigation system (or you can use your phone’s GPS maps), DAB digital radio, Bluetooth connection and a CD player, but there’s no DVD player on offer anywhere in the range.
While there’s no business pack model like you’d find overseas, all 5008s are commendably well equipped, with LED daytime running lights, adaptive cruise control with full stop and dual-zone air conditioning all appearing standard across the range.
The Allure does feel less plush vs the GT-Line and GT models, the former adding special floor matts and an auto-opening boot, while the latter scores bigger, 19-inch alloy wheels and heated front seats with a massage function for the driver. But more kit comes along with extra cost, of course, so the compromise is the fact the GT-Line and GT’s rrp reside higher up the price list by comparison.
Leather seats (the GT-Line and GT are fitted with man-made leather as standard), is a $3700 option, while a sunroof will set you back $2000, both of of which appear on an admirably short optional features/accessories list.
A flat white (the colour, not the coffee) is only the hue you’ll get for free, but optional colours include 'Pearl White', three kinds of grey, black, green and blue. Those colours sound a little beige (we really need three greys?), and you can forget out-there tones like gold.
Each of the three middle-row seats is individually mounted on a sliding rail, so every passenger can decide exactly how much legroom they want, too. And, especially with the seats set to their furthest-back position, there is plenty of room to sit in comfort. Each front seat-back is equipped with a storage net, but even more clever are the fold-down tables mounted above the nets that arrive as standard on every model.
Space is predictably tighter in the third row, with the two rear spots feeling more like temporary jump seats than a full-time solution, but they are very handy for a big family nonetheless.
The real party trick here is the 5008’s boot space, though. First, you can fold down the third and second rows, and even the passenger seat, to unlock a staggering 2042 litres of storage space.
Want more? You can remove both of the third row seats entirely (they weigh 11kg each), freeing up even more space in the back. It also means how many seats you use is up to you; if you’re a smaller family that occasionally needs seven seats, you can leave them in the garage until you need them.
Price and features
There are three models in the Kluger range and how much you pay will vary depending on your thirst for standard features. Our price list features RRP prices and are a guide only - your dealer might be convinced to reduce the cost.
The GX opens with the lowest price - $44,500 for the 2WD and $48,500 for the 4WD. Specs include six-speaker stereo, 18-inch alloys wheels (no 17-inch alloy wheels anymore), front and rear air conditioning, Bluetooth, forward and reverse camera, active cruise control, rear parking sensors, remote central locking, auto headlights, power windows and mirrors and a full-size spare wheel.
The GXL adds an lazy 10 grand in comparison to the GX - $54,950 (2WD) and $58,950 (AWD). The GXL adds a GPS navigation system, DAB digital radio, rear-cross traffic alert, keyless entry and start, partial leather seats, and electric tailgate with separate glass hatch.
The Grande - again, for a further 10 grand plus, is available for $65,646 (2WD) or $69,617 (AWD). You'll get the same satellite navigation as the GXL, 19-inch rims, electric sunroof, rear-seat entertainment system with 9.0-inch screen and Blu-Ray and heated and ventilated front seats.
The entertainment system is powered by a 6.1-inch touch screen in the GX and 8.0-inch in the other models, which also include satellite navigation. The software package is distinctly 2006, painfully so in the GX. The system includes AM/FM radio, CD player and USB. There's no DVD option, however.
Colours include 'Crystal Pearl' (white), silver, 'Rustic Brown' (looks better than it sounds), 'Predawn Grey', 'Rainforest Green', 'Merlot Red' (dahling), 'Deep Red', 'Cosmos Blue' and 'Eclipse Black'. All but the black are $550 extras, which is not modest but not extortionate either.
Toyota's accessories list is well-stocked, with items like nudge bar (which is remarkably well integrated), side steps, cargo barrier, roof racks (no roof rails, though) and various plastic shields, driving lights, floor mats, towbar, parking aids and blind spot monitor.
You're out of luck if you want a Toyota-branded seat belt extender or bull bar.
For comparison, the cheapest CX-9 is $700 less (than the GX), but with a higher spec level, while the fully-loaded Azami is also around $800 cheaper (than the Grande) but - again - better-equipped.
The Korean rivals, while older and slightly smaller, are significant cheaper - the Kia Sorento is priced from $42,990 to $46,990 while the Santa Fe starts at $40,990 and finishes at $57,090 (albeit not a petrol V6). All these cars are well-equipped, with more modern features and tech.
In France, Peugeot is a mass brand - the country's answer to our Holden or Ford. But the company's new bosses don't reckon that strategy will work here, and so they are instead moving the 5008 more upmarket, axing the Euro-only entry-level models so the range here begins with a better-equipped vehicle instead.
All of which means the cheapest way into the Peugeot 5008 family is the $42,990 Allure, a front-wheel drive, petrol-powered model that arrives with 18-inch alloy wheels, roof rails, auto headlights and wipers, electric (and heated) door mirrors and keyless entry.
Inside, you'll find those three rows of 'man-made leather' seats, dual-zone climate and automatic windows. Tech is covered by an 8.0-inch central touchscreen with navigation and DAB, along with wireless charging for your Android phone (iPhones require a special case).
Next is the GT-Line, which will set you back $46,990. It adds an auto-opening boot that can be activated by swiping your foot underneath it, a leather-trimmed steering wheel, chrome exhaust tips and some GT-Line styling touches like special floor mats and a reshaped front bumper.
Finally, you can spring for the GT, which lists at $52,990. That seems like quite a jump, sure, but you do get a diesel engine (which we'll come back to under Engines/Transmissions), as well as 19-inch alloys, Alcantara trim in the cabin, heated front seats (with a massage function for the driver) and more aggressive wheelarches.
Engine & trans
Across the range, Kluger buyers are treated to the same engine specifications - a 3.5-litre V6 petrol. The big unit devlops 218kW/350Nm to help move the two-tonner.
As to whether the V6 features a timing belt or chain, it's the latter. The engine uses standard (OW-30) oil and 0-100km/h acceleration times are around nine seconds.
Towing capacity is the same for each model, coming in at 700kg for unbraked trailers and 2000kg braked. We haven't yet carried out a towing review.
There are two engine sizes on offer, a turbocharged 1.6-litre petrol engine in the Allure and GT-Line, and a 2.0-litre turbo-diesel motor in the GT. Both pair with a six-speed automatic gearbox (there’s no manual) and drive the front wheels exclusively (a proper 4X4 isn't available - you'd think the diesel was crying out for a 4WD system - though a faux-AWD system can be optioned).
There is no LPG option available, but much has been made of Peugeot’s race to embrace electric powertrains, so expect a plug-in hybrid model to be a part of future planning. Peugeot claims a maximum towing capacity of 1550kg in petrol-powered cars, and 1500kg in diesel vehicles. A towbar is an optional accessory, though.
At 121kW at 6000rpm and 240Nm at 1400rpm for the petrol engine, and 133kW at 3750rpm and 400Nm at 2000rpm for the diesel, the horsepower specifications are near enough line-ball. But the low-end torque of the diesel ensures it feels the punchiest around the city.
The automatic transmission is a traditional gearbox, as opposed to a dual-clutch or CVT auto unit. As such, those all-too-common automatic gearbox problems usually associated with them (confusion at slow speeds and slurring or stuttering) are nowhere to be found.
Fuel-tank capacity is listed at 56 litres, and Peugeot claims a tare weight of between 1470kg and 1575kg. For information concerning your battery, oil type or diesel particulate filters, consult your owner’s manual.
For its engine size and overall weight, fuel economy is always going to be marginal and continues to be the Kluger's weak spot. For the front-wheel drive, Toyota claims 9.lL/100km on the combined cycle. The heavier 4x4 version recorded an official combined fuel consumption figure of 9.5L/100km.
These mileage figures would be a stretch - in a week of gentle suburban running around in a GX AWD, we copped a figure of 13.7L/100km.
The fuel tank capacity is a handy 72 litres, meaning a decent run between fills, especially when you're out on the open road.
Obviously, without a diesel engine, there are no diesel fuel consumption figures.
The petrol engine will return claimed fuel economy of 7.0 litres per hundred kilometres for the combined (urban, extra-urban) cycle, while diesel fuel consumption is listed at 4.8L/100km. Emissions are pegged at 156g/km (petrol) and 124g/km (diesel) of CO2.
You never really forget that the Kluger is a big unit. Ground clearance is a not-inconsiderable 200mm and the turning circle a fairly lazy 11.8 metres. People don't seem to mind that it feels big, and is one of the few in the segment that I feel like I'm climbing up into with my 183cm (six-foot) frame rather than stepping in.
From behind the wheel you can practically see the curvature of the Earth you sit so high. Fire up the near-silent V6 and you're struck by how incredibly smooth it is. Also smooth is the ride - the long travel suspension is probably exactly the same as it is for our American cousins vs, say, Hyundai's habit of setting up its cars for Australia.
Everything is soft and squidgy but in a reassuring way, even the warning beeps aren't too shrill or irritating. The steering is light and with the occasional moment of vagueness but again, it's all very predictable. The brakes, though a bit spongy at the top of the pedal, are more than up to the task of washing off speed in the unlikely event you've overcooked things.
The engine continues unchanged. There's enough horsepower to get you going and hold a decent clip, it will keep you out of trouble and do what Toyotas generally do - look after you. Performance is hardly the key point of the Kluger - it weighs in at a fairly unapologetic 2005kg in AWD form - but, as I say, there's ample power to keep you moving.
We're yet to perform an exhaustive off-road review, but our experience is that the Kluger has reasonable off road ability.
There are plenty of times when being predictable is a bad thing (professional sports, movie plots, bank robbing), but the 5008 is predictable in all the right ways. And that's because it drives, more or less, like a bigger version of the 3008 SUV that arrived in Australia last year.
We spent the bulk of our time in the diesel-powered GT, in which we tackled just about every imaginable road type, from freeways to twisting stuff to off-road gravel runs. And we came away genuinely impressed by the 5008's overall dynamics.
The ride sits on the firm side of sporty, and feels more so on the 19-inch alloy wheels of the GT cars, but the suspension rarely strays into uncomfortable, and always feels well connected to the road below.
The extra power of the diesel translates to slightly better acceleration, with a 0-100km/h time of 10.2 seconds, a touch quicker than the petrol car's 10.5 seconds. A performance car this ain't, but it doesn't feel underpowered, either.
With 230mm ground clearance, you'll get more off-road ability than in a low-slung sedan, but there's no true four-wheel drive system available, instead you can option 'Grip Control' on the Allure and GT-Line cars for $200 (it's a no-cost option on the GT, but you have to swap the 19s for 18s), which acts as a faux-AWD system.
Should you attack a twisting road, you'll find the 5008 sits flat through the sharpest of bends with almost no roll in the body. There are sportier cars, of course (and the button marked 'Sport' in the cabin seems to do little but add dead weight to the steering), but the French SUV won't embarrass itself on the bendy stuff.
But it's home in the city, and keep the inputs smooth, and the 5008 coasts through the CBD with ease. The fact that it's on the small side for a seven-seat SUV is a huge bonus for city driving (remember, this is a car designed for Paris - a place that knows a thing or two about tight streets with limited parking), and the tech-laden cabin is comfortable and convenient.
It’s not the quietest diesel we’ve driven, though the cabin is well-insulated from the noise, and there’s no shortage of lag when you really put your foot down. One more word of caution, though; Peugeot uses an all-electric gear shift to select Park, Drive or Reverse, and it can be both fiddly and slow to respond. It’s best to take your time with it while you’re figuring out the quirks.
The Kluger arrives from the US with seven airbags, ABS, stability and traction controls and rear parking sensors.
The 2018 Kluger is really about the battery of new safety features in the lower models. Added to the GX and GXL are pre-collision warning, forward AEB, lane departure warning, active cruise and auto high beam. GXLs also pick up a blind spot monitor and rear cross traffic alert. As you can imagine, the Grande has the lot.
There are three top-tether anchors for the middle row as well as two ISOFIX points.
As before, the ANCAP safety rating stands at a maximum five stars, awarded in November 2016.
The 5008’s safety story is a solid one, with every model arriving with six airbags (including curtain airbags that cover both the second and third rows), a (strangely low-resolution) 360-degree parking camera with front and rear parking sensors, AEB, lane-departure warning, speed-sign recognition, adaptive cruise control and park assist, along with the usual suite of traction and braking aids and three ISOFIX attachment points.
Step up to the GT-Line or GT and you’ll add active blind-spot monitoring and cornering headlights.
The 5008 is yet to be ANCAP crash-tested, but it scored the maximum five-star safety rating when crashed by Euro NCAP.
Toyota's three year/100,000km warranty also comes with a fixed price servicing plan. It seems the Japanese company can get away with the short warranty because of the long-held reputation for reliability and few problems or faults.
I've certainly never heard complaints from Kluger owners, or Toyota owners generally for that matter. Having said that, Hyundai and Kia both smack Toyota out of the park for warranty length and in Hyundai's case, lifetime fixed price servicing.
Service costs are fixed via Toyota's 'Service Advantage' pricing. For the Kluger you'll pay $180 per service for the first 36 months or 60,000km. You'll have to visit the dealer every six months or 10,000km for the stamp in your owners manual, which is always good for resale value.
Few owners report any genuine issues, such as engine problems or tranmission problems.
The Peugeot 5008 is covered by a five-year/unlimited km warranty, with matching roadside assist, and will require a trip to the service centre every 12 months or 20,000km.
Peugeot’s 'Assured Price' servicing program lists the service cost for each of the first nine services on the brand’s website. Servicing is cheaper than before, too, now $1745 (petrol) and $1685 (diesel) for the first three years - more than $500 cheaper than the out-going model.
Every 5008 arrives with a clever take on the traditional owner’s manual (a new app in which you point your phone at the part of the car you want to know about and it will jump to that page on the digital manual) and a space-saver spare tyre in petrol models and a repair kit in diesel models.
It’s far too soon to know of any problems, common faults or reliability issues, but keep an eye on our Peugeot owner’s page.