Peugeot 5008

	Peugeot 5008
	Debut: 2010 Maker: Peugeot Predecessor: No

Published on 24 May 2014

French car makers are good at making compact MPVs. Renault invented this segment with Scenic in 1996. Citroen added further steam with its Picasso series since 2000. Peugeot joined the segment rather late – perhaps because of the success of its sister brand it found little urgency to expand into the segment. However, benefited by the knowledge of Citroen, its first attempts wasted no time on mistakes. The 3008 launched 5 years ago surprised us with its upmarket interior, superb refinement and fluent handling. Just a year later, the larger 5008 did the same to the 7-seater segment. It had to be rated as the best 7-seat compact MPV together with Ford Grand C-Max.

The 5008 is derived from the platform of 3008 and the last generation C4 Picasso. It does not have the lightweight engineering of the new EMP2 platform that underpins the current C4 Picasso, so it is quite heavy, carrying 130 to 160 kg more than the new Citroen with equivalent engines. This explains why even the fastest model takes 9 seconds to go from 0-60 mph, half a second slower than Citroen. However, buyers in the segment are less sensitive to performance. Instead, packaging is the most important, and the Peugeot is strong in this aspect.

Externally, the 5008 has about the right size. It is 4530 mm in length and 2728 mm in wheelbase, offering enough cabin space without hampering agility. Meanwhile, its 1837 mm wide body allows the interior to fit 3 proper seats in the second row, something many rivals failed to do.

Back in 2010, its exterior styling represented a new era introduced by design boss Gilles Vidal. It abandoned the pronounced nose and big laughing mouth of the previous styling theme (see 207 and 308 Mk1) for a crisper, neater and more elegant design language. It uses chrome elements smartly to lift the perception of quality. The large glass area (including panoramic roof) and hidden D-pillars lighten its visual bulk. The neatly recessed L-shape taillights smarten the rear end design. In short, it appears quite tasteful and upmarket. In fact, the original design is so good that it makes the facelift introduced this year (see last picture below) a bit overdone. Aerodynamics is also good for a people carrier, as evident in the 0.29 drag coefficient.

Inside, the ambience might be darker and less cheerful than Citroen, but the dashboard design is quite tasteful. Materials and build quality are good as long as you don’t compare it with Volkswagen products. Ergonomics are less so, as the sweeping center console means some buttons are too far to reach, and tall drivers may find their knees obstructed by the wide transmission tunnel. Nevertheless, the driving position is better than most MPVs. As expected, you sit high to have a commanding view on the road, but what’s unexpected is the position and incline angle of the steering wheel, which is just the same as a 308 hatchback, so it feels more natural to keen drivers.

Its accommodation and flexible seats have to be the standard of the class. As mentioned before, the second row consists of 3 individual seats in identical size. They can slide, recline or fold flat into the floor together with the 3rd row, so you can get a completely flat cargo space without detaching the seats or tumble the seats forward (which could reduce the length of load bay) like many rivals. Moreover, you don’t need to detach the headrests first, because they can be lowered and recess into the backrests. The conversion from people carrier to cargo carrier could not have been more easily!

Another merit is the easy access to the third row. By pulling a handle on the outer seats, they not only slide forward but also has their cushions flip up and backrests tilt forward, freeing up further space for you to enter the rear seats. Normally, the rear bench is designed for children, but it is accommodative enough for emergency use by a couple of average-size adults.

Although PSA is weak on powertrains, you can still find some competent engines to serve the usual needs. Most buyers opt for the 115 hp 1.6 HDi turbo diesel, which is cheap to buy and run (good for 60 mpg). The all-aluminum diesel engine also lightens the nose and improves handling a little. For regular use you will appreciate its good low-end torque, but it lacks top-end punch for overtaking. The heavier 2.0 HDi with 150 hp is punchier and more satisfying on highway, but it is a bit louder. Fastest of the bunch is the 1.6 THP direct injection light-pressure turbo petrol with 156 hp. It is also more eager and more refined to rev than the diesels. No versions of the 5008 could be described as quick.

2014 facelift

However, its chassis is very well tuned. Even though the suspension layout of MacPherson struts (sourced from 208) and torsion-beam axle (from old C4 Picasso) is nothing sophisticated, its setup mates stiff springs with well-judged damping, resulting in a firm but compliant ride. It rides nearly as supple as the softly sprung Citroen and Renault Scenic, yet with more composure and tighter body control. The 5008 is well balanced and quite agile for an MPV. Its electrohydraulic steering is accurate, consistently weighted and loaded with good feel. It tracks straight on highway and feels stable in high-speed corners. Besides, its cabin is well insulated from engine, wind and road noises thus it is good for long distance trips. Such an all-round ability makes it a great choice in the class even though it is more than 4 years old by now.

Verdict: