Peugeot 5008 GT Premium 2025 Review

From launch there are two model grades to choose from, both using the same 1.2-litre three-cylinder turbo-petrol engine with hybrid assistance.

We’re in the top-spec 2025 Peugeot 5008 GT Premium which, given its fully kitted out, comes to $67,990 excluding on-road costs (ORCs). If your budget doesn’t extend that far, then the $55,990 ‘entry-level’ Allure might offer enough to, ahem, lure you in.

For about the same money, you can step into a bigger and more off-road capable Hyundai Santa Fe. Or, with the same Hyundai-sourced hybrid tech and all-wheel drive, the Kia Sorento also offers seven-seat ability. One of the newest players on the block, the MG QS, is endowed with seven seats, loads of kit and a very attractive price. Oh, and a 10-year warranty.

Speaking of, the 5008 is covered by Peugeot’s eight-year/unlimited-kilometre warranty with five years of roadside assistance. Servicing is lengthy at 12 months or 25,000km, with prepaid packs available for three (75,000km), four (100,000km) and five years (125,000km). They cost $1130, $1730 and $1995 respectively.

The second generation was already a unique design, but the third-gen Peugeot 5008 GT Premium elevates the aesthetic to another level. It’s gone from curves to sharp lines and it’s far from a shrinking violet. As we’ll detail later, the interior is exquisite, too – especially for the price point.

At 4.8 metres in length, the 5008 is a deceptively big car. And while there’s two model grades, it’s hard to detect them visually from the outside. Both run 19-inch alloy wheels with a black finish, while the GT Premium gains Peugeot’s latest adaptive, full LED Pixel headlights, 3D full LED taillights with signature ‘Claw Effect’, a panoramic glass sunroof and a powered tailgate with foot sensor.

Other visual cues include the Diamond Black ‘floating effect’ rear spoiler and Diamond Black roof.

Inside the differentiation is greater as the higher spec affords Nappa ‘MISTRAL’ full grain leather upholstery, while the front pews are 10-way power adjustable (memory for driver) with heating, ventilation and two-mode massage functionality.

Heating also extends to the outboard seats of the middle row, while both 5008s gain tri-zone climate control, auto dimming rear-view mirror, ambient interior lighting as well as keyless entry with push-button start.

The only option fitted to the test car is the Obsession Blue metallic paint, which is an additional $690.

The 2025 Peugeot 5008 GT Premium has just been awarded a four-star ANCAP safety rating.

That might seem like a blemish on the copy book, the French seven-seater was mainly marked down for a lack of centre airbag and driver-monitoring tech – something those bothered by audible warnings will see as a boon. Even speed signs can be recognised visually without bings and bongs when everything is set up correctly.

Other active safety tech includes autonomous emergency braking (AEB) with cyclist and pedestrian detection, active cruise control, lane departure warning with lane keep assist, blind spot monitoring, rear cross traffic alert, speed sign recognition, parking sensors and a 360-degree surround view camera.

The 5008 comes with six airbags (dual front, side and curtain airbags – the latter extending to the third row), ISOFIX points in the middle row and top-tether anchorages.

Go big or go home... The French certainly chose to come out swinging in terms of screen acreage with the 2025 Peugeot 5008 GT Premium.

Dominating the package is a 21-inch curved display that houses both the infotainment (to the left/centre) and instrument cluster (ahead of the driver). It’s a high-end bit of gear, too, with sleek graphics and polished responses to touch inputs. It’s also coupled with a second screen lower in the dash that virtually serves as a digital menu system – or iToggle shortcuts in Peugeot-speak.

Customisation is king as the instrument cluster has various views that are changeable via one of the steering column-mounted stalks. If you’re an Apple maps user, it’s possible to have directions in front of you within the instrument cluster and the overall route map on the central screen at the same time. Wireless Apple CarPlay and Android Auto are standard.

While the tech dazzles, in practice it’s a bit frustrating and confusing. It becomes less so with time, but even then, it isn’t without quirk. The fact it has in-built tutorials is the clearest sign that the company knows its operating system isn’t immediately innate.

Other inclusions are native 3D sat-nav, Bluetooth, DAB+ digital radio, voice recognition, USB-C ports, wireless charge pad and six-speaker audio. The OS can also receive over-the-air updates, while there’s a host of internet-based connected services and remote access.

As stated previously, the 2025 Peugeot 5008 GT Premium isn’t a small medium SUV. It’s 4790mm long, 1934mm wide and 1735mm tall.

You might be surprised to learn the only powertrain available is the smaller 1.2-litre three-cylinder turbo-petrol with 48v mild hybrid. The internal-combustion side offers 100kW and 230Nm, while the electric motor adds 15.6kW and 51Nm. Combined, the 5008 musters 107kW.

Other markets have access to a 1.6-litre four-cylinder turbo-petrol plug-in hybrid, which is spritelier and reaches 100km/h in 8.3 seconds. Why mention 0-100km/h times with a medium SUV? Well, it’s because the diminutive three-cylinder hybrid tested is 3.0sec slower to the same marker, meaning highway on-ramps and overtakes require forward planning.

Within city limits the e-motor snuffs out turbo lag and there’s enough torque help to make the 5008 feel livelier than the performance figures would suggest. Also aiding this is a rather lithe (for a seven-seater) 1671kg tare mass. Plus, it sounds charming, with the offbeat thrum of the three-cylinder doing its best V6 impersonation.

The 5008 GT Premium is front-wheel drive and uses a six-speed electrified dual-clutch transmission with the e-motor integrated into it. It can be driven in full EV at low speeds, but it’s a very limited window of operation.

With a frugal, small-capacity engine, you’d assume the 2025 Peugeot 5008 GT Premium is a fuel miser.

With the gearbox-integrated e-motor affording limited EV-only driving, gaining power from a diminutive 0.4kWh lithium-ion NMC battery pack, it certainly cuts the mustard on paper. Peugeot claims the 5008 will average 5.1L/100km on a combined cycle.

However, the real-world efficiency isn’t as good as Peugeot would have you believe. Our figure came in at 7.1L/100km with a wide range of city, suburban and highway driving included. Plus, its 55-litre tank requires at least 95 RON premium unleaded fuel.

While other markets have access to a plug-in hybrid and pure EV e-5008, there’s no need for cables here as the system replenishes itself on the run via regenerative braking.

With seven-seat pragmatism and the SUV description attached to it, the dynamic bar isn’t set too high – no one is expecting it to embody the exuberance some of the models displayed in the brand’s history. Yet, the 2025 Peugeot 5008 GT Premium isn’t without ability.

Jump behind the wheel and you’ll quickly discover that Peugeot is persisting with its i-Cockpit arrangement. The idea is to place the instrument cluster up high within the dash for greater visibility of the car’s key controls, while the steering wheel noticeably reduces in size.

The setup isn’t to everyone’s taste, especially those who are tall with long torsos as you must set the steering wheel lower than what might otherwise be ideal to ‘see over’ it to the instrument cluster.

However, get comfy in the plush seats and the 5008 GT Premium isn’t a chore to drive. It’s a bit of a mold-breaker for the segment as there is enjoyment to be had with the quick and responsive steering. In fact, until you glance the rear-vision mirror, it’s easy to forget how long the medium SUV is.

There’s a bit of roll and lean through corners. However, by and large, the Pug keeps body movements in check while feeling light on its feet and composed on the open road. The ride quality improves as the speed increases, with only poorly kept city streets pose issues given the suspension tune.

It’s a bit of a shame that Peugeot has chosen not to run a quality household name when it comes to tyres – especially when Michelin is such a French icon. Although the Giti brand tyre does a good enough job and there isn’t any slip from standstill with the front-drive platform.

Regenerative braking is present to recharge the small battery. It isn’t too invasive, but the touchy nature of the pedal does, on occasion, make it more difficult to come to a stop progressively. On that note, the dual-clutch gearbox can be jerky at slow speeds – for example, reversing up to a wall in a tight garage can be a chore, especially when you factor in the parking systems.

Yet, on the run it changes ratios smoothly without fuss. And that’s in keeping with the 5008 GT Premium’s overall vibe. It’s very easy to live with and, as you’ll find out next, is an enjoyable space to be in.

The cabin of the 2025 Peugeot 5008 GT Premium feels more like haute couture than family-hauling SUV. It’s truly a special place to be and shows other carmakers how to create an interesting interior with visual appeal and premium tactility on a relative budget.

It could easily have been over styled, but it works. Suddenly, the $68k sticker price seems easier to justify. And why the ergonomic quirks of the infotainment (detailed earlier) are harder to stomach because you want to be totally in love with the experience.

Given you’ll need time to adjust, it’s lucky the cabin is also comfortable with the diamond-stitched leather seats being a real treat. The cloth material covering the dash is also novel, but it works, while general fit and finish appears to be sound.

Physical buttons are appreciated, too, but they’re seldom used. It’s also odd seeing ‘Mopar’ throughout the car, a reminder that Peugeot is part of the Stellantis Group, and the dash does reflect quite badly onto the windscreen in certain light.

The dash-mounted gear selector is an ergonomic win as it’s easy to use and frees up valuable storage. There’s a concealed cubby near the wireless charge pad, as well as a cooled centre console and appropriately placed cup holders. The middle row gains manual sunshades and the tri-zone climate control helps keep everyone the right temperature, but the third row doesn’t receive air vents.  

But how does it go hauling seven? The reality is the 5008 is more of a five-plus-two scenario. However, the middle row does slide forward and aft to create more legroom for the back seats, so it’s a juggle. Headroom isn’t abundant in row two, but both head and legroom are very tight in the rearmost pews. Getting in and out requires limber flexibility for adults and having the centre seatbelt tether from the roof isn’t a great solution.

The middle row folds 60/40 and the back row manually stows in a 50/50 arrangement. At a minimum there’s 348 litres of cargo capacity, which isn’t too bad – especially if you’re using the extra seats for occasional use. In five-seat mode there’s palatial 916 litres to play with, as well as a hidden compartment underneath the floor. Although, that comes at the cost of a spare wheel of any kind. A puncture repair kit it is, then.

Not being the same as everyone else can be a point of difference, one that creates an emotional pull. Yet, it can also be polarising and lead to obscurity. The Peugeot 5008 GT Premium certainly deserves more attention against cookie-cutter rivals.

Plus, with the amount of kit offered in the top-spec, it makes the monetary outlay worthwhile. It’s a shame that the more powerful powertrain isn’t offered here and the option to go fully electric would entice some. And we get that the i-Cockpit driving position won’t be for everyone.

What the 5008 GT Premium manages to do well is add in a ‘want’ factor because of its considered, yet interesting cabin. The fact it can carry seven is a bonus. In the crowded medium-to-large SUV segments, the Pug is worth checking out against the usual suspects.

2025 Peugeot 5008 GT Premium at a glance:
Price: $67,990 (plus on-road costs)
Available: Now
Powertrain: 1.2-litre three-cylinder turbo-petrol electric
Output: 100kW/230Nm (electric motor: 15.6kW/50Nm)
Combined output: 107kW
Transmission: Six-speed dual-clutch automatic
Battery: 0.4kWh lithium-ion
Fuel: 5.1L/100km (ADR)
CO2: 116g/km (ADR)
Safety rating: Four-star (ANCAP 2025)

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