Peugeot 2008 vs Mahindra XUV700

What's the difference?

The Peugeot 2008 is a handsome and accomplished little SUV that’s fun to drive and has a cabin that feels a little bit special.

In reality the 2008 is too expensive and isn’t as practical as most of the mainstream compact SUVs.

This is the car you buy with your heart, not with your head.

This is credible seven-seat motoring from Mahindra. The XUV700 has a couple of engineering quirks I'd like to see ironed out, but this SUV feels as though it deserves a place among Australia's affordable SUV offerings.

The Peugeot 2008 is a smooth operator with head-turning French flair, but the devil is in the detail.

It’s not just the 2008’s well proportioned dimensions or the healthy dollop of exterior black highlights that catch your eye, but Peugeot has added a range of design cues to symbolise the Lion on its badge.

The tail-lights have a 3D effect that make them look like cat’s claws and the daytime running lights on the front resemble a scratch mark. These pair perfectly with the lion head crest on the grille.

Look deeper and you notice the attention to detail.

The 2008's redesigned front grille's slates are colour matched to the car's body colour.

Dual exhaust pipes are finished in chrome, giving the impression of performance even if the car doesn’t deliver on it.

The GT variant gets a two-tone paint job with a black roof contrasting with the body's colour.

Inside there are plenty of high quality finishes. The centre console is festooned in gloss black and there is a lovely carbon-effect textured insert on the dash and doors. 

Some hard plastics below eye-level and on touch points such as where your knee might rub are less impressive. The rear seat loses some of the lustre of the front pew with tough plastics covering the back of the front seats and most of the doors.

This Mahindra is kind of dark and mysterious. Which is another way of saying it's literally painted black and almost nobody I asked had any idea what the hell it was.

That's the curse of a brand that’s still trying to make a mainstream name for itself, I guess, with Mahindra having a long road ahead of it before its gets to a level where its vehicles are instantly recognisable.

Anyway, the blacked-out grille treatment works, as does the very modern LED light array, and while not what you might describe as a boundary-pushing design, it's all inoffensive.

But it’s inside where things get interesting. Honestly, the way technology has exploded into cheaper offerings never ceases to amaze me. It wasn’t that long ago that, to be greeted by a big twin-screen set-up like the one in this Mahindra, you’d need to spring for a Mercedes-Benz.

Which is interesting, because if you've ever sat in a vehicle from the German giant, you'll recognise the XUV700's electric seat controller, with the seat-shaped design seemingly lifted straight from Benz.

I'd describe the cabin feel as semi-premium. The screens are lovely, the seats are comfortable, and the sunroof is massive, but some of the trim elements feel a little cheap and flimsy under the touch, and the use of those materials only increases as you move back through the seating rows.

Step inside and there is no hiding the 2008’s diminutive proportions.

It’s 4300mm long, 1815mm wide and 1550mm high, which puts it closer in size to the mini Mazda CX-3 than the larger CX-30 it is more aligned with price-wise.

This all adds up to a snug fit in whichever row you sit.

There are a couple of cupholders in the centre console - a smaller one for a standard takeaway coffee and a larger one for drink bottles.

Slight storage bins in the door can hold a regular drink bottle but there isn’t much room for much else.

The wireless device charger is hidden away behind a compartment below the central screen that opens with a push and there are two USB-C ports up front and the rear seats score a USB-C and A connection.

Rear seat passengers do without a dedicated aircon vent, unfortunately.

There is an issue with Peugeot’s i-Cockpit steering wheel and digital driver display, too.

If you like to sit low the chances are the steering wheel will cut off your view of the bottom part of the display. If you prefer to have the seat jacked up, you’ll have better vision of the readouts.

There are piano key-like physical controls for simple climate functions such as the de-mister and auto climate settings. More complex functions are done via the 10-inch central multimedia screen.

The boot is a decent size at 434L and can easily handle a weekly grocery shop or a few overnight bags.

There is only a space saver spare wheel, but this car is aimed at city driving where it is easier to source a replacement tyre.

There are seven seaters, and there are real seven seaters, with the latter offering a true third row in terms of space and comfort. So where does the Mahindra fit?

At 4695mm in length, 1890mm in width and 1755mm in height, this Black Edition is a decent size for a mid-size SUV, and so you’d describe the space in the third row as big enough, but not for full-grown adults marooned back there for longer spells.

To enter, it's a lever system that makes climbing in easy, with the second row folding up and then right out of the way so you can just walk in.

Space is tight for adults, though. I'm 175cm and my head was touching the roof, though I did have enough leg and toe room, and I was impressed by the fan controls and power sources (though I was less impressed by the sea of hard and scratchy plastics back there).

Step forward a row and the space is ample for just about anyone, and there are more vents, bottle holders and charging ports, too.

Boot space swells or shrinks depending on how many people are on board, of course. Mahindra doesn't have an offical boot-space figure for the XUV700, but says you will get "in excess of 700 litres" with the second row folded flat. With all three rows in place, things are tight, and you're looking at a couple of backpack-sized bags only.

First up, the price. The XUV700 Black Edition arrives at $43,990, drive-away, which puts it on a collision course with the Chery Tiggo 8 Pro Max Elite. It also puts it in the same realm as an entry-level Nissan X-Trail.

It’s also a fair chunk more than the cheapest XUV700, the AX7, which is currently $36,990, drive away.

But Mahindra is promising kit, and lots of it. Outside, the Black Edition scores black paint, a black grille and black 18-inch alloy wheels. Inside, there are black synthetic leather seats and a generally blacked-out design theme.

On the tech front, there are dual 10.25-inch screens, one for the driver and one to handle multimedia, and there’s wireless Apple CarPlay and Android Auto. A 12-speaker stereo provides the soundtrack, and there’s a wireless charge pad, too. 

Dual-zone climate and LED lighting also appear on the standard features list, while the huge glass roof has an electric sun shade, which makes it very liveable in an Aussie summer.

Interestingly, it comes with front-seat cooling, but not heating, with the latter unlikely to ever be necessary in Mahindra's home market of India.

Lurking beneath the bonnet is a little three-cylinder 1.2-litre turbo-petrol engine that makes 96kW and 230Nm. That’s a decent amount of grunt from the little unit, but again you can get more oomph for less from mainstream rivals.

It is paired to an eight-speed automatic transmission that drives the front wheels.

There is no hybrid help, either.

The Mahindra is powered by the almost comically named 'mStallion' engine, which is a 2.0-litre turbo-petrol producing 149KW and 380Nm and paired with a six-speed auto and front-wheel drive.

I don’t have an offical 0-100km/h time, but safe to say you won’t be turning up to a Fast and Furious illegal race meet in the Black Edition.

It's a very capable engine and transmission combination, but it loses points here due to the surging nature of the power delivery, which very frequently causes the front tyres to break traction.

Stiff emissions regulations in Europe mean these little turbocharged petrol engines have a fair bit of self control on the drink.

Peugeot claims the 2008 uses 5.4L/100km on the combined cycle. We used slightly more than this but spent most of the time in the cut and thrust of city traffic where cars use more fuel.

You’ll need to budget for pricier premium unleaded petrol, too.

Mahindra says the XUV700 sips 8.3L/100km on the combined (urnan/extra-urban) cycle, which – when paired with the 60-litre tank – should see you able to travel in excess of 700km on a single tank.

And happily, when it does come time to top up, you can reach for the cheaper 91RON petrol pump.

We covered in excess of 300km, and the Mahindra's in-car readout registered an average of 10.2L/100km.

On the road the 2008 is a bit temperamental.

Most European cars are fitted with stiffer suspension than the cosseting springs found in Japanese machines.

This means you’ll feel bumps and road imperfections through your seat more than other SUVs. It has particular problems ironing out consistent smaller bumps, which can unsettle it and lead the 2008 to skip across them.

The counterbalance to that is a more dynamic drive experience, with the 2008 exerting excellent body control through the bends as it is held in line by the stiffer set-up.

Pair this with sharp, direct and well-weighted steering and it's a fun little SUV to take on a twisting country back road.

Three cylinders might not sound like a lot, but in the real world this is all the 2008 needs.

Its 96kW and 230Nm won’t set the world on fire but the torque is accessed from just 1750rpm, which endows the 2008 with some punch off the mark and it feels zippy when navigating the daily commute.

Don’t confuse that for outright speed, though, the 2008 completes the benchmark 0-100km/h dash in 9.3 seconds.

The transmission is fine when you are accelerating or cruising at motorway speeds, where it uses its many ratios to keep the engine humming along in its sweet spot. There are paddle shifters if you want more control.

In stop-start traffic it isn’t as an accomplished performer. It can struggle to find the right ratio and this leads to a jerky movement reminiscent of dual-clutch autos.

The cabin is well insulated with the outside world kept mostly at bay, but you’ll hear the three cylinder’s charming little rumble when you put your foot down.

Parking is a cinch thanks to its petite proportions and the 2008 has no issues navigating tight city streets or underground car parks.

There are two sides to the Mahindra XUV70O. The first is its comfortable, compliant, easy-breezy side, one with which, should you be gentle with the Black Edition, you'll find it's happy to be gentle back.

We covered some 300km in the Mahindra, from the city to the freeway to country roads, and the Black Edition proved a solid performer in facing everything we threw it at.

The cabin is quiet enough, blocking out the worst of the road and tyre noise, and the steering, while very light and flimsy feeling, proved responsive and confidence-inspiring enough, too.

The engine and transmission gel nicely at speed, and while the XUV700 won't be winning too many street races, the power on offer matches the vehicle nicely, and it doesn't feel underdone.

Even the safety systems are unobtrusive enough, with only the lane keep system proving annoying on the freeway, as it occasionally lightly fought back against steering inputs.

So, a six out of 10? I've marked the Mahindra down because, for mine, the power delivery and traction do not play well together, with the Black Edition only too happy to break front traction, and break it often, should you feed on too much throttle when turning from a standing start, or even in a straight line if you're pointed uphill.

Not helping the traction is the lumpy power delivery, where you get little when you first plant your foot, then a whole lot all at once.

That part of the otherwise positive drive experience made me mark it down here.

The Mahindra doesn’t yet carry an ANCAP safety rating, but it comes with all the stuff needed to perform strongly, on paper at least, in crash testing.

That includes seven airbags, adaptive cruise control, 'Forward Collision Warning' (with AEB), lane departure warning and lane keep assist.

Keep an eye on that reversing camera, though. For mine it’s a little laggy, which means things can sneak up on you when reversing.

The XUV700 does wear a five-star Global NCAP safety rating but hasn't been assessed by ANCAP.

Peugeot covers the 2008 with a five year/unlimited km warranty, which is the standard coverage today.

The French brand offers a range of prepaid servicing packs that’ll save you a handy amount compared to pay-as-you-go maintenance.

A five-year plan is the best value, costing $1700 for five scheduled visits every 12 months or 15,000km. That’s $638 cheaper than the pay-as-you-go servicing.

Mahindra offers a seven-year, 150,000km warranty, with seven years of roadside assistance. We like the years, but we’d like to see the kays become unlimited to match brands like Kia.

You’ll need a free service at 1500km, then your first real check up at 10,000km, then its 12 months or 15,000km after that.

Capped-price servicing means you’ll pay $1781 for the first five services, but that includes the free one, so it's more like four trips to the dealerships for an average cost of $445 per workshop visit.