Hyundai Santa Fe vs Peugeot 5008

What's the difference?

So I asked at the beginning if the Hyundai Santa Fe FWD petrol offered enough for families looking for a large seven-seat SUV and the answer is: YES!

It's practical, has people-mover space and storage and is downright comfortable to drive. There's so much to like here.

The answer is, I think, two-fold - price and badge. Peugeot Australia has a job on its hands to turn things around as 2020 was a tough year and 2021 is shaping up to be almost as hard. There aren't any significant changes to the 5008 to make it suddenly stand out from the crowd because it already did. So the badge's cachet isn't matching the premium pricing.

Peugeot's SUVs are very popular in Europe but barely make a dent here. Because there isn't a bait-and-switch cheaper model to lure buyers off the street, it's a harder sell. Peugeot's glory days of the late 1990s and the late 1970s before mean the people who have fond memories of the badge are older and probably don't have any attachment at all to the French lion. Perhaps the re-energised 2008 will start that conversation, except it's not cheap either.

Having said all that, it's hard to see why folks with over fifty grand to spend on a seven-seater - and there are plenty of those - aren't paying more attention to the 5008. It's a striking presence, is practical but isn't overbearingly large or even slightly clumsy. It may not have AWD but hardly anyone ever uses that. It'll handle the city and the motorway and, as I discovered, biblical rain all in its stride. Like its 3008 sibling, it's a mystery there aren't more out there.

It's boxy and bold and you certainly won't mistake it for anything else on the road. That's both good and bad.

The front works beautifully; pairing a chunky and square aesthetic with cool H-shaped LED headlights (a running motif throughout the car). The front and sides look like the chiseled face of a Greek hero or the latest Romantasy crush, but the rear is just awkward. It's essentially just a big blank body panel and the only interesting thing about the back are the H-shaped tail lights.

Head inside and the interior is exactly the same as the base FWD hybrid variant - you get an interesting black and grey tartan fabric upholstery across the seats, and enough soft touchpoints scattered throughout to stop you looking too hard at the heavy use of plastics.

The dashboard shares similar chunky proportions with the exterior and you can see lots of H shapes in the air vents and panelling, so it flows pretty well inside.

The highlight is 100 per cent the large curved panel on the dash that houses the dual 12.3-inch displays. They look high-end and instantly lift the cabin from feeling 'basic'.

Joinery is flush, nothing rattles and there's an overwhelming sense of high-build quality inside. It's a cabin you'll be able to spend a lot of time in.

The 5008 was always the slightly awkward big brother to the 3008. That's not to say it was (or is) ugly, but the bigger box fitted to the back is far less racy than the 3008's fast back. 

There's not much change at that end, so the cool claw lights carry the can for style. 

In profile, again, it's a little awkward (compared to the 3008) but some nice work with various materials and shapes help to reduce its bulk.

The front is where the facelift action has happened. I was never completely convinced by the front end of the 5008 but the reworking of the lights to look less like they were squeezed out of a tube of toothpaste is a marked improvement. 

The updated lights work beautifully with the new frameless grille. The fang-style daytime running lights, that debuted on the gorgeous 508, look fantastic here on the 5008. It's a superb job.

Inside is largely unchanged, which is to say it's still brilliant. It's really one of the more inventive interiors in any car, anywhere and is a joy to sit in. 

The seats look brilliant, even more so in the diesel with their fine stitching and racy shapes. The wacky 'i-Cockpit' driving position works much better in more upright cars like SUVs and is present and correct while the new 10.0-inch screen also looks good. 

Even if you're not interested in buying one of these, if you're passing a Peugeot showroom, get in and have a look, feel the materials and wonder why more interiors aren't this cool.

I've said it before but I'll say it again. The cabin offers similar, if not the same, level of practicality of a people mover with passenger space and storage solutions.

In fact, Hyundai may have shot their other three-row SUV, the Palisade, in the foot here because I'm not sure why you'd now bother forking out an extra $13,800 on the base Elite grade over out test model. Not when each row will be comfortable for an adult and feature decent amenities.

With seats that don't sit too high and a 177mm ground clearance, the Santa Fe is an easy SUV to get in and out of, even for kids.

The front- and middle-row seats are the most comfortable when it comes to padding and under-thigh support. The powered drivers seat also offers adjustable lumbar support on top of the heat functions that both front seats get.

Storage is top-notch with lots of cubbies to choose from up front with dual gloveboxes, one that can fit a manual and one that will hold smaller items like a wallet, wet wipes etc.

The middle console is huge and has a removable shelf but is also shared with the middle row as the bottom pulls out into a storage drawer for them. This means you can cut out the middle man (AKA the parent) and have a handy place to put any roadie snacks.

The centre console features two phone cradles and a large shelf underneath that easily holds a handbag or Saturday night's takeaway.

There are a total of 12 cupholders (2/6/4) and four drink holders (one in each door storage bin) plus a sunglasses holder and map pockets on the back of the front seats. So, definitely spoiled for choice when it comes to individual storage.

The technology is easy to use and high-quality with display screens that feature crisp graphics and a responsive multimedia touchscreen. The system features wireless phone mirroring for Apple CarPlay and Android Auto, as well as Bluetooth connectivity.

Charging options are good throughout the car with six USB-C ports (2/2/2), and a 12-volt socket and wireless charging pad up front.

Rounding out the cabin is the large boot which offers 642L when the third row is stowed, and up to 1963L when just the front seats are in use.

The loading space is level but you still get a handy under-floor compartment for small items. And the full-size spare tyre and powered tailgate are always practical to have!

Legroom is good in the middle row, with plenty of knee space as well as a that long flat roof stopping you from giving yourself a haircut. 

Each of the front seats has a fold down airline-style tray table, which kids go absolutely wild for.

The third row is really an occasional use only proposition, but it does the job and is reasonably easy to access. The middle row also slides forward (60/40 split) to allow a bit more space for the third row, which is nice.

The 5008 has a trick up its sleeve - removable third-row seats. If you fold the middle row down and remove the back row, you have a massive 2150 litres (VDA) of cargo volume. 

If you just fold the third row away you still have a formidable 2042 litres. Whip the back row out again but leave the centre row in place and you have a 1060-litre boot, reattach them and it's a still impressive 952 litres. So, it's a massive boot.

The 5008 is rated to tow 1350kg (petrol) or 1800kg (diesel) with a braked trailer, or 600kg (petrol) and 750kg (diesel) without brakes.

Peugeot's local arm is pitching the 5008 at an interesting point. While nowhere near the largest of seven-seaters, it is also not the cheapest, that honour going to Peugeot's former technical partner for SUVs, Mitsubishi. 

There is now just one specification level (although it isn't really), the GT and you can have it in petrol form for (deep breath) $51,990, or diesel form (keep drawing that long breath) $59,990. That's a lot of cash.

But as I say, the spec is not the same between the two. And there is a lot of stuff.

The petrol GT opens with 18-inch wheels, a 12.3-inch digital dashboard (upgraded, apparently), a new 10.0-inch touchscreen (ditto), front and rear parking sensors, around-view cameras, leather and Alcantara seats, keyless entry and start, auto parking, adaptive cruise control, powered tailgate, rear window blinds, auto LED headlights, auto wipers and a space-saver spare.

The more expensive diesel picks up the diesel engine (obviously), a banging Focal-branded 10-speaker stereo, acoustic laminated front side windows and 19-inch alloys. 

The diesel GT's front seats are also upgraded, with extra adjustability, a massage function, heating, memory function and electrical operation of just about everything on them.

Both versions have the new 10.0-inch multimedia touchscreen. The older screen was slow and really needed a good stab to work, which is a bit of a problem when so many functions are packed into the system. 

The new one is better, but still a touch laggy. Weirdly, the climate control shortcuts permanently frame the screen, so the extra real estate goes on those controls.

The diesel GT's seats are available as an option on the petrol as part of a $3590 option pack. The pack also adds the Nappa leather, which itself is a separate option for $2590 on that upper-spec model. Neither pack is cheap (but the Nappa leather is lovely) and the massage seats are more than a novelty.

Other option costs are $1990 for a sunroof and $2590 for Nappa leather (diesel only).

Just one paint colour, 'Sunset Copper', is free. The rest are extra. For $690 you can choose 'Celebes Blue', 'Nera Black', 'Artense Grey', or 'Platinum Grey.' 'Ultimate Red' and 'Pearl White' cost $1050.

Our Santa Fe is the front-wheel-drive base variant, which features an eight-speed dual-clutch auto transmission and a 2.5-litre four-cylinder turbo-petrol engine that produces up to 206kW of power and 422Nm of torque.

Our model has a braked towing capacity of 2000kg, which is up from its hybrid siblings which can only tow up to 1650kg.

As the names of the cars suggest, there is a petrol and diesel engine. Both drive the front wheels only through automatic transmissions.

The petrol is a 1.6-litre four-cylinder turbo, with 121kW at 6000rpm and 240Nm from 1400rpm. The petrol scores a six-speed automatic and will cover the 0-100km/h run in 10.5 seconds.

For torque monsters, the diesel is the go, with 131kW at 3750rpm and 400Nm from 2000rpm. This engine scores two more gears for a total of eight and will run from 0-100km/h in 10.2 seconds. 

So neither of them are drag racers, which is to be expected when you've got a fair chunk of weight to pull (1473kg for the petrol, 1575kg for the diesel).

The base petrol Santa Fe has an official combined fuel cycle usage of 9.3L/100km and 67L fuel tank, giving it a theoretical driving range of 740km, which isn’t as good as its hybrid siblings but still sufficient for the odd road trip.

After doing lots of open-roading this week and a good three days of city dwelling, my real-world usage has popped out at 8.7L/100km, which is a solid result for such a large SUV.

Peugeot says the combined cycle figure for the petrol is 7.0L/100km and 5.0L/100km for the diesel. The petrol figure seems sort of likely, the diesel, not so sure.

I ran the lighter 3008 for six months with the same engine (but with two fewer gears, granted) and it averaged closer to 8.0L/100km. The last time I had the 5008 I got 9.3L/100km.

As I drove these cars on the launch event (mostly highway running), the dash-indicated 7.5L/100km figure I saw is not a reliable indicator of real-world consumption. 

Both tanks hold 56 litres, so based on the official figures, you'll cover around 800km in the petrol and over 1000km in the diesel. Bank on a day-to-day range about 150km lower than that.

The petrol engine definitely has more pep to it than the hybrid variants I've sampled. The power is responsive and you still feel like there’s heaps leftover when you have to overtake or get up a hill without any annoying engine whines.

The steering isn’t too heavy, despite the size of this car but turning off the lane-keeping aid will keep the on-road experience feeling smooth. Otherwise, you sort of ping-pong in your lane as the aid readjusts strongly.

All Santa Fes feel way more nimble than they have any right to in corners. You do get some roll, but our test model is sure-footed, even in heavy wet weather. 

The eight-speed dual-clutch auto transmission is smooth enough and you don’t get any annoying lags when you accelerate from a full stop, which is unusual for such a unit.

Ride comfort is pretty high as well, with suspension that feels forgiving over the worst of the bumps and a cabin that remains quiet, even at higher speeds. 

You have really great visibility in this model because of how big the windows are and the taller driving position helps as well. None of the pillars hindered my vision either from my driving position.

The Santa Fe well and truly fills out a car space and it was easy to see it in a car park because the butt hangs out a bit, but it’s still easy to park with its very clear 360-degree camera system and parking sensors at the front, side and rear. So while it is big, it doesn't feel big to park.

Overall, the petrol Santa Fe is an simple SUV to drive and will be a forgiving choice for lots of different driving styles.

Once you're comfortable with the i-Cockpit, which features a high dashboard and a tiny, squared-off steering wheel, you'll feel like you're driving a much smaller car. 

I have theorised over the years that the light steering coupled with the small steering wheel makes it feel more dynamic than it is, but I think that's wrong - it's genuinely well set-up and is a car in which you can have some fun.

I was only able to drive the 1.6-litre petrol with six-speed auto on launch and that was on a horrifically wet day during Sydney's recent deluge. 

The M5 motorway was covered in standing water and the spray from the big rigs made driving conditions rather more difficult than usual. 

The 5008 sailed through it all (pun intended). That engine is hardly the last word in power and torque, but it does the job and the auto is well-calibrated to the numbers. 

The big Michelin tyres bite the tarmac pretty well and while you always feel the weight of a seven-seater SUV, it drives much more like a raised wagon than a doughy SUV. 

Fewer of its rivals are doughy these days, but there's a little bit of spark in the 5008, matching the promise of its looks. 

It's not quick, and it's not a hot SUV, but every time I get in this or its smaller 3008 sibling I ask myself why more people don't buy them.

It's irritating that the diesel costs so much more if you want that extra in-gear performance and another two gears.

The 5008 lands with six airbags, ABS, various stability, traction and braking systems, speed limit sign recognition, driver attention detection, distance warning, lane keep assist, lane departure warning, road edge detection, auto high beam, reversing camera and around-view cameras.

The diesel picks up lane positioning assist while none of them have reverse cross-traffic alert. Equally annoying is the fact that the curtain airbags don't reach to the back row.

The forward AEB includes low light cyclist and pedestrian detection between 5.0km/h and 140km/h, which is impressive. 

There are three ISOFIX and three top-tether mounts in the middle row and two top-tether restraints in the removable third row.

The 5008 scored a maximum five ANCAP stars in 2017.

The Santa Fe comes with a five-year/unlimited-kilometre warranty, which isn’t as good as some of its rivals, especially with Nissan now offering a 10-year warranty on its models, albeit conditional.

The pre-paid servicing plans are competitive, though, and the five-year plan averages just $481 per service.

Servicing intervals could get a bit annoying if you do a lot of kays every year as they're at every 12 months or 10,000km, whichever occurs first.

The Santa Fe petrol is a simple gal and enjoys 91RON unleaded petrol and is even E10 suitable.

Peugeot's five year/unlimited kilometre warranty is now pretty standard but always welcome. You also five years of roadside assist and five years/100,000km of fixed price servicing.

Interestingly, the service prices aren't much different between the petrol and diesel, with the former costing $2803 over five years ($560 per year on average) and $2841 for the latter ($568.20 per year on average). 

You have to visit your Peugeot dealer once every 12 months/20,000km, which isn't too bad. Some turbo-engined cars in this segment demand more visits or won't cover as many kilometres between services.