Toyota Land Cruiser Prado VS Peugeot 5008
Toyota Land Cruiser Prado
- Value in low-spec auto models
- Serious off-road credentials
- Lower prices across the range
- Safety kit isn't widespread enough
- Pricey in high-spec models
- No Apple CarPlay/Android Auto
- 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
Toyota Land Cruiser Prado
The heavily updated Toyota LandCruiser Prado range sees some big changes for 2018, with a new look, updated interior and added equipment across most models in the range.
The good news for buyers is that prices are lower across the line-up, with reductions of between $600 and $1200 depending on the variant. That should be enough to see it retain its spot at the top of many customers’ shopping lists – it sure as hell can’t do much wrong on the sales charts, where its easily the best-seller in the large SUV segment.
And with four trim levels available to choose from, each offering new kit and lower pricing, buyers are undoubtedly better off with the Toyota Prado 2018 model range. But has it improved over the previous model? And which is the one you should be looking at?
Read on, and we’ll figure it out together.
|Engine Type||2.8L turbo|
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|
Toyota Land Cruiser Prado7.5/10
The updated 2018 Toyota LandCruiser Prado might not have needed to see changes in order to remain the biggest-selling large SUV on the Australian market, but the facelifted model has seen the Prado take some steps forward to keep it on the shopping lists of buyers looking for family-focused SUVs with a breadth of ability.
It looks better and is better value – and there is one model that seemingly stands apart as the best buy of the bunch: the GXL. It’s just a shame it can’t be had with the extra safety kit of the VX and Kakadu models.
What spec Prado would you buy? Let us know in the comments section 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.
Toyota Land Cruiser Prado8/10
The facelifted version of the Toyota LandCruiser Prado undoubtedly takes the boxy off-roader and makes it more appealing to the majority of consumers. It is, dare I say it, good looking now.
That certainly is the case for the exterior of the Kakadu model you see here, with its brilliant LED headlights and DRLs, which look so much better than the old dot-matrix numbers in the pre-facelift car. The new shape of the headlights accentuates the width of the Prado, as does the new grille treatment.
And while nothing has changed if you look at it from side-on (aside from different wheel designs), the Prado somehow looks more muscular than it did. The tail-lights have black surrounds which helps, and the rear door has been neatened up a touch, too.
While you get a rear spoiler on all Prado models, you have to spend up on the VX or Kakadu to get side steps. And if you want a body kit, you’ll have to look up eBay’s UAE sellers.
The interior design has seen a big workover, with a new centre stack and media interface, new steering wheels and other refinements. But the interior dimensions haven’t changed, because the size hasn’t either: check out our interior images to get a better idea.
This is a facelift done right. And this writer in particular thinks the flat tailgate version looks even smarter again.
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.
Toyota Land Cruiser Prado7/10
The revisions to the dashboard are really quite nice. In the lower-spec versions there is more storage space in front of the shifter, while higher-spec models, like the Kakadu you see here, have a smaller little caddy (big enough for a wallet) because the stack has all the serious off-road controls – check out the Prado interior pictures attached for a better idea.
Even so, every Prado has good storage options on offer: you will find more than one cupholder to suffice – in fact, there are cupholders in the first, second and third rows, and holsters for bottles in all four doors. The higher-spec models have a cooled/refrigerated centre console area, which is great to keep your drinks chilled on longer trips.
Of course the entry-grade GX with five seats is a better bet if you need the ultimate in luggage capacity, rated at 640 litres, and there’s a cargo cover (plus you could fit a cargo barrier if you wanted to) – well and truly better than the 480L in the seven-seat model.
Because the vast majority of Prado models are seven-seaters, the measurement with seven seats in use is 120L – small by class standards. If you need more boot space, you could consider adding roof racks to the rails on GXL, VX and Kakadu models. The flat tailgate setup available on those variants includes a very practical opening tailgate glass, which makes putting shopping bags in even easier, especially in tight parking spaces.
While the GXL and VX feature very simple third-row seat operation, the electric seats in the Kakadu are daft. They take more than 10 seconds to raise or lower completely, and – like many of the Prado’s electronic items – the controller beeps every time you use it. And that’s really, really annoying. One nice counterpoint is a 220-volt powerpoint in the boot in high-spec models.
In terms of space, adults will be able to comfortably slot in the second row seating and allow enough space behind them for smaller adults or children. The back row isn’t the roomiest place, but for adults – even taller ones – it is definitely bearable for short trips. Headroom is good throughout the cabin, and legroom in the second row is pretty good, too.
For customers with kids, there are dual ISOFIX seats in the second row, and three top-tether points as well. There are air-vents to all three rows (in seven-seat models) but entry-grade models will need those up front to control the climate for those in the back.
The 8.0-inch media system is typical Toyota – that is to say, it’s reasonably easy to use but the on-screen buttons are a bit small, and it certainly doesn’t set any new standards. There is no Apple CarPlay or Android Auto connectivity, and the Bluetooth system – while easy to connect and reasonably clever at reconnecting – requires the car to be at a standstill to search contact lists and operate the pairing function: that may sound like a safety feature, but what if your child or partner wants to connect their phone on the move? It’s a fail.
It may also be worth noting for those parents out there with device-addicted children that the Prado only has one USB Port. I reckon it’s a bit of a miss, especially for the Kakadu: I mean a Blu-ray player might have been okay five years ago, but times have changed, and kids are very much about BYO device, these days.
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
Toyota Land Cruiser Prado8/10
Yes, there have been price drops across the model line-up, but there are also much more affordable alternatives to the Prado if what you want is a rugged, off-roadable seven-seat SUV with a diesel engine and good towing ability.
Those competitors, clearly, are the likes of the Mitsubishi Pajero Sport, Isuzu MU-X, Holden Trailblazer and – to a lesser extent because it’s a bit expensive – the Ford Everest. Even the Toyota Fortuner could be considered a more affordable alternative.
But the Prado is bigger than those models, and some would argue more comfort-focused, too. For the most part, I’d be one of those people – the Prado can be surprisingly comfortable, depending on the spec you choose – but we’ll get to that later.
Let’s run through the variants: GX vs GXL vs VX vs Kakadu, a sort of models comparison. I don’t just put a price list with how much each will cost, but rather run through the recommended retail price (plus on-road costs) of the models in the range. You can check out the Toyota site for a drive-away price.
The GX model is the entry-grade variant with a manufacturer’s list price of $53,490 – that’s before on-road costs, and that’s $600 less than before.
How many seats in the GX? It’s a five-seat model, but if you choose the automatic version (priced at $56,490) you also get the option of a seven-seat layout, but that adds a further $2550 to the price.
Standard inclusions: lane departure warning, a pre-collision safety system with pedestrian detection, auto high-beam lights, and automatic cruise control – that’s only on the auto model, though - the manual misses out. The manual also misses out on the 'electroluminescent combimeter with colour multi-information display', or driver info screen. You do get cruise control, even on the manual.
The GX comes with 17-inch alloy wheels, keyless entry (smart key) and push-button start, an 8.0-inch touch screen media system with reversing camera and satellite navigation/GPS (with live traffic updates for the navigation system), Bluetooth phone and audio streaming, USB connectivity and a nine-speaker sound system. It has radio and a CD player, too. There’s no DVD player, and you can’t get Apple CarPlay and Android Auto, either.
The next model up the range is the GXL, which comes with seven seats as standard, but can be had as a manual (from $59,990) or automatic ($62,990). Price drops for the GXL model equate to $1200.
It gets a bunch of worthwhile extra equipment over the base model, including LED headlights (a big improvement), LED daytime running lights, LED fog lamps, and lamps in the sun-visors. There’s also the addition of privacy glass, roof rails, side steps, a leather-lined steering wheel, tri-zone climate control, and a rear diff lock (auto only).
The GXL can be had with what Toyota is labelling a 'premium interior', which adds $3500 to the price and includes leather-accented seat trim, ventilated front seats with power adjustment, and heated front and second-row seats. Sounds like money well spent to me.
The third rung up the ladder in the 2018 Toyota Prado range is the VX, which is only available as an automatic and sees a considerable price jump over the GXL auto – it lists at $73,990 plus on-road costs, but that’s $911 less than 2017.
The VX brings additional items such as 18-inch alloy wheels, panoramic/surround-view camera monitor with low-speed forward view setting, ventilated front seats, heated seats front and rear, a cool box between the front seats and LED fog lamps. It also sports leather seats, and a 14-speaker JBL sound system.
And if you spend this much you also secure more safety equipment: blind-spot monitoring, and rear cross-traffic alert.
The top-of-the-range variant in the Toyota Prado 2018 model range is the Kakadu, which is auto only, and lists at $84,490, representing a drop of $1121 compared with the model it succeeds. It’s the model you see in the images here.
You certainly get plenty of additional equipment over the VX for your $10,500 extra expenditure – the Kakadu is the only model in the range with Toyota’s 'Kinetic Dynamic Suspension System' (KDSS) – a high-tech set-up that reacts to forces felt by the suspension that can modulate or disable the anti-roll bars.
Further additions to the Kakadu include 'Crawl Control' (Toyota’s advanced traction system that monitors slippage at each wheel and works to ensure optimal traction), 'Multi-Terrain Select' (with rock, rock & dirt, mogul, loose rock, mud & sand settings), a new drive mode select system that changes the settings of the drivetrain, chassis and air-conditioning (with Comfort, Eco, Normal, Sport and Sport+ settings). There’s no denying the Kakadu seems like the one you’d pick if you want to go off-road – like, to Kakadu, for instance…
Other additions for this spec include a sunroof, woodgrain trim, power folding third-row seats, and a rear seat entertainment system with a Blu-ray entertainment screen, plus three wireless headsets.
A newly added no-cost option for August-onward 2018 Toyota Prado models is a flat tailgate setup, which was previously reserved for the Prado Altitude limited edition models. Available for GXL, VX and Kakadu grades, the sees the removal of the tailgate-mounted spare wheel and cover, with the spare wheel instead mounted under the boot floor. There is an impact on fuel tank size, with the 63L reserve tank removed to make room for the spare wheel (leaving an 87-litre capacity). But flat-back Prado buyers will get an opening tailgate window, making quick access to the boot even easier.
No matter which model you choose, if you want one of Toyota’s ‘premium paint’ finishes you’ll have to pay $550 (only one of the black options and white are exempt from extra cost). The colours include three different black hues, a dusty bronze/gold/beige/orange/brown finish, grey, red, two choices of silver, and white – no green, blue or yellow here.
Of course if you want to further customise your Prado, there are plenty of accessories you can choose beyond rims and floor mats in each of the trim levels.
The genuine accessories list features two options for your choice of bullbar, a nudge bar, snorkel, and you’ll want the cargo barrier if you need to haul your tool kit with you.
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
Toyota Land Cruiser Prado7/10
Every variant in the Prado range is powered the same engine, with the same size - a 2.8-litre four-cylinder turbo-diesel engine. The entry-grade models (GX and GXL) have the choice of a six-speed manual or six-speed auto, while the top two grades (VX and Kakadu) are auto only.
There are no changes to specifications for power outputs of the diesel drivetrain, be it the manual gearbox with retained power and torque outputs of 130kW/420Nm, or an automatic transmission, which bumps the torque spec up to 450Nm.
Competitor SUVs out there can be had with more power and torque – even some that are smaller, like the Holden Trailblazer (2.8-litre turbo-diesel, 147kW/500Nm).
Unlike a lot of those other competitors, though, the Prado runs a permanent four-wheel drive (4WD or 4x4) set-up with 4H and 4L modes – there’s no 4x2 mode. You need to get an automatic to be able to get a rear diff lock, and even then it’s not available on the base model GX. So, manual gearbox enthusiasts need to think twice.
Some buyers may not be too impressed by the Prado’s comparatively low braked towing capacity weight of 2500kg (750kg un-braked) for manual models – but the automatic pushes that braked capacity to 3000kg, which is what you’ll likely need for a big off-road caravan. Our test vehicles didn’t have a towbar, so there’s no towing review here.
And there’s no argument for petrol vs diesel, as the 4.0-litre V6 has been axed. And there’s never been an LPG model here.
You might want to check out our Prado problems page for any relevant information on potential diesel engine problems or issues with injector performance, automatic transmission or clutch / gearbox problems, suspension issues or cruise control complaints. And any concerns over diesel particulate filter problems should be allayed by the addition of a new DPF forced burn-off switch, to give a manual override control to the owner.
Timing belt or chain? The 2.8-litre engine has a chain, thank you very much.
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.
Toyota Land Cruiser Prado8/10
Toyota claims diesel fuel consumption of 7.9L/100km for the manual Prado, while the automatic model uses 0.1L/100km more, claiming 8.0L/100km.
Realistically you can expect fuel economy around 9.5L/100km in most situations, or a tad more if you’re running around with adults accompanying you in the other four seats.
If you venture off-road the fuel use number will probably rise to about 11.5L/100km, which is pretty good given the size of the Prado. Towing will likely see that figure jump a tad, but not to excessively high levels (depending on the weight of what you’re towing, of course!).
The Prado’s huge 150-litre fuel tank capacity (with an 87L main tank size and 63L sub) will assure long range mileage between visits to the pump, but expect a big bill if you run it to empty. If you get the flat tailgate version of the GXL, VX or Kakadu, you will only get the 87-litre capacity, which will still be able to get you plenty far. And it's a little bit smaller (length is down from 4995mm to 4825mm) and lighter (reduced about 60kg across the range), so you may even see better fuel consumption, not to mention easier parking in small spots.
As mentioned above, there’s no petrol option anymore.
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.
Toyota Land Cruiser Prado8/10
If you plan on spending the vast majority of your time on paved surfaces – be that running around town or cruising country highways – you ought to choose the GX, GXL or VX models.
Why? It all comes down to the Kakadu’s suspension system. It’s undeniably brilliant when it comes to scrambling up craggy hills, especially if there are heaps of offset bumpy sections because of the way it can adjust the anti-roll bars. Admittedly there is adaptive front and rear variable suspension (not air suspension) on the Kakadu, but even in the most passenger-friendly Comfort setting it isn’t as comfy as it should be, with the four-link rear suspension abruptly rebounding over bumps. The front suspension is a trailing arm double-wishbone type, and it is more resolved over bumps.
It is ridiculously capable when it comes to off road ability, with the permanent 4WD system (with 4H high range and 4L low range), a locking rear diff, and the brand’s dependable drive-mode selector system allowing for assured progress on gnarly surfaces.
That said, it mightn’t be quite as terrific as it once was: we didn’t get the pre-facelift model and the new model together for a head-to-head, but the numbers don’t lie: the new-look Prado has worse approach and departure angles vs the old one. The approach angle is now 30.4 degrees, where it used to be 32.0deg, and the departure angle is now 23.5deg (was 25.0deg). Ground clearance is down by a millimetre, to 219mm.
And while that anti-roll bar adjustment certainly makes the Prado Kakadu hold itself flatter through a series of sharp corners, that’s not what this SUV is all about. Nor what this review is about.
In the lower-spec models there is better bump absorption – the smaller alloy wheels help, though we know some buyers will be tempted to upsize to 22-inch chrome wheels…The steering response largely remains the same between the four variants – the wheel action is light and easy to twirl at lower speeds with a decent turning circle of 11.6m, and it has good weighting at highway pace, too.
And no matter which model you choose, you’ll be getting a diesel engine that feels suited to day-to-day life: the 2.8-litre four-cylinder turbo unit isn’t excessively grunty, but with the clever six-speed automatic the Prado definitely offers enough punch to jump a gap or two in traffic.
Even so, I have often thought to myself ‘there is no faster car on the road than a Prado driver who is late to drop the kids at school’ – and the performance lives up to that expectation. There’s some turbo lag to contend with from stand-still, but its roll-on acceleration is convincing below 70km/h.
It isn’t quite as sprightly once you get above that, presumably because aerodynamics starts to play a more integral role in forward progress. But realistically if you want to know what 0-100km/h acceleration it’ll do, or what top speed it’ll hit, maybe you shouldn’t be looking at a Prado.
My biggest annoyance with the Prado is its brake pedal feel. While the response from the stoppers is good, the squelchy feel of the pedal and the fingernails-on-a-blackboard screechiness as you apply pressure is frustrating. The body of the Prado can pitch forward when you apply the brakes, too.
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.
Toyota Land Cruiser Prado8/10
The facelifted Prado model hasn’t been crash tested by ANCAP, but this generation was tested all the way back in 2010, when it scored the maximum five-star safety rating. It is unlikely the facelifted version will get the crash-test treatment again.
The manual models miss out on the added safety gear that every automatic Prado gets as standard as part of the update, which is disappointing, and you don’t even get a hill-hold function on the base model GX.
Manual or auto, the Prado comes with a reversing camera with active steering guidelines and rear parking sensors. All Prado models have seven airbags (dual front, front side, full-length curtain, driver’s knee), stability and traction control, ABS, EBD and trailer-sway control.
If you step up to the VX you also get blind-spot monitoring and rear cross-traffic alert, not to mention the surround-view camera and low-speed off-road front-view camera, and front parking sensors. The Kakadu model gets the lot, plus all of the off-road hardware and tech.
Parents will appreciate the two second-row ISOFIX child-seat anchor-points.
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 Land Cruiser Prado6/10
Toyota’s unbreakable reputation is well founded, and reliability issues are reportedly few and far between. The brand offers an expansive dealer network providing access to professional Toyota care pretty much anywhere you think you’ll take your Prado.
The company isn’t unbeatable for warranty cover, however. It offers the bare-minimum three-year/100,000km plan for all of its cars, utes and SUVs.
Likewise Toyota’s maintenance schedule remains annoyingly short - intervals are every six months or 10,000km, which could be painful if you do a lot of mileage. At least the visits are affordable, with service costs capped at $240 each time for the first three years/60,000km.
Resale value is hard to argue with for the Prado – and most Toyota’s for that matter. But if you’re concerned about a used car purchase maybe check out our problems page for common problems, issues, faults and complaints about the Prado.
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.