2021 Hyundai Tucson vs Peugeot 3008

What's the difference?

The Hyundai Tucson cuts a fine figure and has a very interesting interior that is more practical and likeable than the existing model. But there are some elements of the range that don’t stack up, like those old-school engines that certainly don’t make it feel like “tomorrow’s car, today”.

Without driving the turbo-petrol and turbo-diesel models it’s hard to make a definitive call on the pick of the range, but one thing’s for sure - it isn’t a Tucson with the 2.0L engine.

We look forward to spending more time in the other Tucson grades, and giving you different perspectives.

The Peugeot 3008 2021 model range offers some alternatives to the mainstream SUV crowd, even if the pricing is edging more towards the luxury SUV realm.

At odds with the brand’s approach is that our pick of the range is actually the base model Allure, which is the most affordable (though still hardly cheap) but has a lot of the equipment we think you’ll appreciate and a drive experience that is on par with the more expensive GT petrol.

It’s larger, more accommodating and more interesting to look at than ever before. The new Tucson is nothing like the old one in terms of its design, and you’re either going to love it at first sight, or it’s going to grow on you. 

Your neighbours won’t confuse it with a RAV4, Forester, X-Trail or Outlander, that’s for sure - despite the fact it’s closer to those models in size than ever. 

The new Tucson spans 4630mm on a longer 2755mm wheelbase, and it’s 1865mm wide and 1665mm tall. 

That represents a sizeable shift compared to the previous model (4480mm long, 2670mm wheelbase, 1850mm wide and 1660mm tall). 

The new-generation Tucson is boldly different in its styling, with some eye-catching lines and interesting angles to it. Are you a fan? Tell us in the comments section!

The front end has a really interesting design, with daytime running lights that seemingly disappear into the wide grille - they’re amazingly integrated and really, really interesting to look at. They’re dull in Park, but in Drive or Reverse they’re brighter. Neat.

It’s a real head-turner from a forward-facing perspective, but - as mentioned above - in the two lower grade models you don’t get LED headlights unless you option the N Line Pack, and as you can see, the yellow lighting really cheapens the look.

In profile is where you might be amazed by the metalwork, and you mightn’t be all that surprised to learn the same man who oversaw the design of this car also penned some of the most iconic, triangulated Lamborghini models. 

You’ve gotta hand it to Hyundai’s steel pressing team, the creases and sharp edges here are spectacular. I just hate to think what could come of them with a few shopping centre car park dings.

Wheel size and design varies by model, 17s on the base car, 18s on the mid-spec Elite, and 19s on the top-spec Highlander - while N Line Pack versions all get identical 19s. 

The back end almost looks like a Mustang (or a Kia Sorento), but with a bold light strip across the tailgate it has its own look. But again, the lack of standard LED lighting on the lower grades isn’t awesome. I also don’t love the way the Tucson badge sits at an angle, but that’s just being nitpicky. 

While it’s all sharp lines and edgy bits on the outside, the interior design is almost at odds with the exterior. 

It’s soft, with rounded design elements, swooping trim features and an interesting story with the screens offered - the base car gets a smaller media screen, the mid-spec gets the big media screen but still analogue dials, and the top-spec has the full digital look. Is that good enough in 2021? You be the judge.

What’s for sure and certain is that the exterior and interior design offer something interesting enough to shake up the segment, while also offering better practicality and convenience for customers. Check out the interior images below.

It’s close to a 10/10 for design. This is not just beautiful to look at, it’s smartly packaged and thoughtfully configured. And according to me and everyone I spoke to, it doesn’t look like a mid-size SUV. It’s almost petite.

That’s even considering it’s 4447mm long (on a 2675mm wheelbase), 1871mm wide and 1624mm tall. Meaning, it’s shorter than a VW Tiguan, Mazda CX-5 and even a Mitsubishi Eclipse Cross, and it really does manage to fit a mid-size SUV level of space into a more compact SUV’s dimensions.

More on the interior practicality soon, but let’s just bask in the beauty of that revised front end. The old model was already attractive, but this faceilfted version ups the ante. 

It has a new front end design that makes it look as though the car is moving, even when it’s parked. The way the grille shreds away, with the lines getting wider towards the outer edges - it’s reminiscent of what you see in an outer space movie, when the captain hits warp speed.

Those little lines may be hard to clean over a bugsplattered summer drive. But the redesigned headlights with huge, sharp DRLs help the front end stand out even more. 

In side profile, there are 18- or 19-inch wheels, and depending on the model, you’ll see chrome around the bottom edges or the GT Sport’s heavily blackened look. The side design hasn’t changed all that much, which is no bad thing. I just wish the wheels were a bit more interesting.

The rear sees a new tail-light design with LED lighting and a smoked finish, and the back bumper is revised. All grades get an electric tailgate with kick-to-open functionality, and it actually worked on test.

The 3008’s interior design is another talking point - and it could be for all the wrong reasons. The recent raft of models from the brand have adopted what the brand calls the i-Cockpit, where the steering wheel (which is tiny) sits low and you look over the top of it to a digital driver info screen (which isn’t tiny). 

I love it. I can easily find a position that is appropriate for me, and I like the novelty of it. But there are plenty of people that struggle to get comfortable with the idea of having the steering wheel set low - they want it high, as that’s what they’re used to - and that means they mightn’t be able to see the instrument display.

Have a look at the interior images and tell us your thoughts in the comments below.

The interior of the new Tucson is a massive departure from the existing model, and while it’s all swoopy looking inside, a lot of thought has gone into the fit, finish, materials and perceived quality.

This interior treatment with the curvaceous dashboard finish is reminiscent of some luxury brands in its application, with large elongated vent finishes and lots of premium high-quality feeling materials.

In the Highlander model with the digital dashboard (or any grade with the N Line pack), you might think that a screen without any form of cowl to shadow the instruments from the sun could lead to some glare issues – but that didn’t seem to be the case during our time in the car. 

The more conventional instrument cluster design found in the base and mid-grade cars is fine, but not quite as 2021.

The media screen is – depending on the model – quite good. The lower grade version runs an 8.0-inch screen that doesn't have sat nav and uses only wireless Apple CarPlay (you cannot use USB-connect for CarPlay), and the screen is a little fidgety. 

I tried for 10 minutes to get my phone (an iPhone XS) to work with it, and even with one of Hyundai’s tech guys there, it simply wouldn’t connect. My co-driver’s iPhone 12 Pro hooked up instantly. Be sure to test your phone in the dealership. 

The screen in that base car does look a little less appealing and less impressive than in the higher grades with the 10.25-inch screen - it has a lower resolution display, but at least there are tuning and volume dials. 

The higher-spec screen has a series of touch-sensitive buttons for volume and tuning (and all other operations) which can be hard to hit on bumpy roads.

Around the infotainment screen - no matter the grade - is a swathe of piano black trim, while the dashboard has neat cloth trim across the top, and the doors mirror that trim finish. 

The seats - cloth in the base car, leather in the higher grades - are comfortable and offer good adjustment.

I’m not a huge fan of the look of the steering wheel, but the controls fall to hand easily enough, with cruise, active safety and volume / tuning adjustments all possible at the driver’s fingertips. Maybe the lack of knobs and dials isn’t that big an issue, then?

The cabin has very good storage throughout, including large bottle holders with storage caddies in the doors (front and rear), while up front there is a pair of cupholders between the seats, a wireless phone charger storage tray front of the shifter and another small storage section for your wallet and keys. There’s also a covered centre console bin and a reasonably sized glove box. 

In the back there are mesh map pockets and a flip down armrest with cupholders in all three grades, plus there are directional air vents for all models, and a pair of USB ports for charging devices (plus two more up front).

The rear seat space is exceptional for adults. I’m 182cm / 6’0” tall, and easily fit behind my own driving position. Legroom is excellent, toe room generous and headroom good, even with the panoramic sunroof in the top-spec model. The width of the cabin is better than the last model, and you can fit three across if you need to.

If your rear seat passengers are smaller/younger, there are two ISOFIX child seat anchor points and three top tether points. And, happily, the rear doors open almost 90 degrees, allowing easy load-in and step-in for occupants of all ages.

The boot space is claimed to be 539L (VDA) which is very good for the class, and we managed to fit the CarsGuide luggage and a folding pram in the cargo zone with a little bit of room to spare. 

Speaking of spare, there is a full-size alloy under the boot floor of every single version of the Tucson, which is a big tick for country and rural buyers.

Those rear seats do fall flat to allow up to 1860L (VDA) of flat storage space. Very accommodating. 

Is there a Hyundai Tucson seven seater? Nope - there’s no model with third row seats. They’d probably fit, but there’s a Hyundai Santa Fe for that!

It’s a special feeling place, the interior of the 3008.

I’ve already mentioned above that it mightn’t be to all tastes in terms of the seating arrangement, but the comfort and convenience is excellent. Yes, excellent convenience and a surprising amount of thoughtfulness has gone into the interior here.

And it’s gloriously finished, with a very high standard of perceived quality - the materials all look and feel plush, including trim on the doors and dashboard which is soft and attractive. There’s a little bit of hard plastic below the dashboard beltline, but it’s a better quality than some competitors. 

Let’s talk cup and bottle storage. Lots of French cars have poor storage available for drinks, but the 3008 has good sized cup holders between the front seats, big bottle holders in all four doors, and a flip-down centre armrest with cup storage in the rear, too.

Plus there is a huge centre console bin between the front seats, with is much deeper than it looks. There’s also a usable glovebox, big trenches in the doors, and a storage section in front of the gear selector that doubles as a wireless phone charging bay, too.

The front also scores a new larger 10.0-inch touchscreen media system with Apple CarPlay and Android Auto smartphone mirroring, and there’s built-in sat nav as well. The usability of the media screen isn’t as simply as it could be, though.

The ventilation controls are all done through the screen, and while the phone mirroring part takes up the middle section of the monitor, and the temp controls are shown either side, it still means you have to go away from whatever you’re doing on the smartphone mirroring, jump to the HVAC menu, make whatever changes you want there, and then go back to the smartphone screen. It’s just a bit too finicky.

At the very least there is a volume knob and a set of hot keys below the screen so you can jump between menus, and the processor used seems to be a bit more powerful in the last 3008 I drove, because the screen’s a bit quicker.

But one thing that’s not improved is the reversing camera display, which is still very low res, and also requires you to fill in the blanks using the 360-degree camera. It comes up with grey boxes either side of the car, and when you reverse, it records the image it collects rather than just actually showing you what's outside the car, as you would see in most cars with surround view camera systems. It’s really not all that helpful, and I found myself just wanting a better resolution rear camera because there are parking sensors around the car.

The rear seat has reasonable space for someone my size - I’m 182cm or 6’0” and I could fit behind my own driving position with just enough space to be comfortable. Knee room is the main limitation, while headroom is good, and so is toe room. The flat floor in the back makes it a bit more amenable to have three across, though the centre console eats into middle seat kneeroom, and it’s not the widest cabin in the business.

There are rear directional air vents, two USB ports for charging, and a pair of map pockets as well. And if you have younger children there are dual ISOFIX and three top-tether child seat attachment points fitted.

Boot space is exceptional in the 3008. Peugeot claims that somehow this rather compact mid-size SUV can take 591 litres (VDA) of cargo in the back, and that’s the measurement to the window line, not the roof.

In practice - with the boot floor set to the lowest of its two positions over the space saver spare wheel - there was easily enough space for the CarsGuide luggage set (134L, 95L and 36L hard case), with room for another set on top. It’s a huge boot, and a good shape, too. 

The Peugeot 3008 range is expensive. There. I’ve said it.

Okay, now let’s consider Peugeot as a brand. Is it a premium player, to be considered against Audi, Volvo and co? According to the brand it is. But it is playing a weird game, because it’s not quite premium-priced to the point that it is going to be cross-shopped against those makes.

Think of it like this: the Peugeot 3008 - while being close in size to a Honda CR-V, Toyota RAV4, Mazda CX-5 or Volkswagen Tiguan - is priced like a small luxury SUV; like an Audi Q2 or Volvo XC40.

As such, it’s way over the money to compete against mainstream makers, with an MSRP/MLP kick-off point of $44,990 (before on-road costs) for the base model Allure. The range also has the GT petrol model at $47,990, the GT diesel at $50,990 and the flagship GT Sport comes in at $54,990.

All models are front-wheel drive, and none are hybrid yet. For context, the class-leading Toyota RAV4 ranges from $32,695 to $46,415, and there are all-wheel drive and hybrid models to choose from. 

So does the equipment fitted help justify the cost? Here’s a spec breakdown of all four grades.

The 3008 Allure ($44,990) comes with 18-inch alloy wheels, LED headlights and daytime running lights with integrated LED fog lights, LED rear lights, roof rails, body colour rear spoiler, auto lights and wipers, cloth interior trim with fake leather accents, manual seat adjustment, a 12.3-inch digital driver info display, a 10.0-inch touchscreen media system with Apple CarPlay, Android Auto, satellite navigation, DAB digital radio and Bluetooth, ambient lighting, wireless phone charger, leather steering wheel and gearknob, electric park brake, push-button start and keyless entry, and a space saver spare wheel.

Step up to the GT petrol ($47,990) or diesel ($50,990) and you gain a few different items to justify the extra expense. The 18-inch wheels are a different design, the LED headlights are adaptive (meaning they turn corners with the car), the rearview mirror is a frameless design, the steering wheel is perforated leather, the roof lining is black (not grey), and you get black roof and mirror caps on the outside as well.

Plus the interior sees Alcantara door and dashboard trim, sports pedals and there is vegan leather seat trim with Alcantara elements and “copper” stitching.

Then the GT Sport ($54,990) model essentially adds an exterior black pack with 19-inch black alloys, dak finishes on the grille, badges, bumper trim strips, side door and front wing trims and window surrounds. And it also includes the interior leather package, which is optional on the other grades, as well as a Focal 10-speaker sound system and laminated front door glass. This grade also has Lime Wood interior trim.

The GT grade models can be had with a sunroof for $1990. The 3008 GT petrol and GT diesel variants can be optioned with leather seat trim fitted standard to the GT Sport, which comprises Nappa leather, heated front seats, electric driver’s seat adjustment and massage - that pack costs $3590.

Picky about colours? The only no-cost option is Celebes Blue, while the metallic options ($690) consist of Artense Grey, Platinum Grey and Perla Nera Black, and there are also premium paint choice ($1050), being Pearl White, Ultimate Red and Vertigo Blue. There is no orange, yellow, brown or green paint option available. 

I’ll reiterate - for a non-luxury brand selling a front-wheel drive SUV, no matter how nice it is or well appointed it may be, the 3008 is too expensive.

All combustion engines for an all-new car? Seems a bit yesterday to me. Here are the details of what’s on offer.

The entry level engine is a 2.0-litre petrol four-cylinder unit (2.0 MPi 2WD), producing 115kW of power (at 6200rpm) and 192Nm of torque (at 4500rpm). 

This multi-point injected motor is new to the Tucson line-up, but replaces the existing 2.0L direct-injection engine, which actually had more power (122kW) and more torque (205Nm). And keep in mind, this new Tucson is larger and heavier than its predecessor.

The 2.0 MPi model is fitted with a standard six-speed automatic transmission, and is front-wheel drive (FWD/2WD).

Stepping up the range of engines sees you arrive at a downsized 1.6-litre turbo-petrol four-cylinder engine, referred to as the 1.6 T-GDi, producing 132kW of power (at 5500rpm) and 265Nm of torque (from 1500-4500rpm). That’s just 2.0kW more than the old model.

It still runs a seven-speed (dry) dual-clutch automatic transmission, and it has on-demand all-wheel drive (AWD). 

The top-end 2.0-litre four-cylinder turbo-diesel engine (2.0 CRDi) is a bit of a step up in performance, hence its higher cost. 

Its power output is 137kW (at 4000rpm) and 416Nm (2000-2750rpm). That’s 1kW and 16Nm more than before, and the engine is 20kg lighter than before because now it runs an aluminium engine block (was cast iron).

It has a standard-fit eight-speed automatic transmission with on-demand all-wheel drive. Diesels also get a 'Terrain' mode for unsealed road driving.

So, where is the mild-hybrid, hybrid, plug-in hybrid, electric or any form of EV model? Not here, and probably not coming.

Hyundai Australia says local cars come from the plant in South Korea, and importing any of the electrified versions from Europe would be cost prohibitive.

Our test only included time in the 2.0 MPi 2WD. See the driving section for impressions.

The Peugeot 3008 range has a complex engine line-up. Many brands are going with a “one engine will do” approach for their standard model range, and that’s likely to only increase as the world moves towards electrification.

But that said, the 2021 version of the 3008 has three engines available at launch, and there’s more coming!

The Allure and GT petrol models run a 1.6-litre turbocharged four-cylinder engine (known as Puretech 165), producing 121kW at 6000rpm and 240Nm at 1400rpm. It is available only with a six-speed automatic and it is front-wheel drive, like all 3008s. The claimed 0-100km/h time is 9.9 seconds.

Next up the engine specs list is the petrol-powered GT Sport, which also has a 1.6-litre four-cylinder turbo, but with a bit more grunt - as the Puretech 180 name might suggest. There’s 133kW of power at 5500rpm, and 250Nm of torque (at 1650rpm). This engine uses an eight-speed automatic, is FWD/2WD, and has engine start-stop tech. It can do 0-100km/h in a claimed 8.8sec.

Then there’s the diesel model - the GT diesel’s Blue HDi 180 - which is a 2.0-litre turbo four-cylinder unit producing 131kW of power (at 3750rpm) and a huge 400Nm of torque (at 2000rpm). Again, there’s an eight-speed auto and FWD, and it seemingly struggles to put that grunt to the road, with a 0-100 speed of 9.0sec.

The 3008 range will be bolstered by plug-in hybrid versions in the latter part of 2021. 

It is expected there will be the Hybrid 225 model, using 2WD with a 1.6-litre petrol engine teamed to an electric motor and a 13.2kWh battery pack, with a resulting 56km range.

The Hybrid4 300 model packs a bit more power and torque, as well as the inclusion of all-wheel drive by way of a rear-mounted electric motor in addition to a front-mounted electric motor and a 13.2kWh battery pack, said to be good for 59km of electric range.

We look forward to sampling the PHEV versions later in 2021. Stay tuned for coverage.

Fuel consumption figures vary by drivetrain, as you’d expect. But you mightn’t expect that one of these new powertrains is actually less fuel efficient than before.

The 2.0 MPi (replacing 2.0 GDi) has official combined cycle fuel consumption of 8.1 litres per 100 kilometres, which is 0.2L/100km higher than its predecessor.

The 1.6 T-GDi AWD model has an official fuel consumption of 7.2L/100km. It used to have an official figure of 7.7L/100km.

The 2.0 CRDi diesel AWD fuel consumption figure is 6.3L/100km. Last time around, the number was 6.4L/100km.

Obviously the fuel economy figures might not be representative of what you see in the real world, but during our test in the Tucson 2.0L models we drove, the figure we saw was 8.2L/100km. Note: a lot of that time was highway and country driving.

On the whole, the fuel consumption is class-adequate, but sets no new benchmarks.

Official combined cycle fuel consumption figures vary across the engine range. In fact, it even varies across the variants!

For instance, the 1.6L Puretech 165 four-cylinder in the Allure and GT petrol models is not identical. The official figure is 7.3 litres per 100 kilometres for the Allure, while the GT petrol is said to use 7.0L/100km, which could be down to tyres and some aero differences.

Then there’s the GT Sport, the most powerful petrol (Puretech 180), which has an official consumption of 5.6L/100km. It’s so much lower because it has engine start-stop technology, where the other 1.6L doesn’t.

The Blue HDi 180 engine has the lowest official fuel use figure of 5.0L/100km. It has start-stop tech, too, but no AdBlue after treatment.

I filled up after a few hundred kilometres of testing and had a real-world at the pump return of 8.5L/100km in the GT petrol. 

The petrol models both require 95RON premium unleaded fuel. 

Fuel tank capacity for all models is 53L, so theoretical driving range is very good for the diesel.

Expecting a big leap forward here? Sadly, that’s not the case.

This all-new Tucson hasn’t been tuned to Australian tastes. Usually the brand tweaks and adjusts the suspension dampers and springs, as well as the steering tune, to suit our specific local desires. That didn’t happen this time around.

Blame COVID-19, but the brand has instead adopted a global tune, developed in the Korean company’s Namyang HQ, which has apparently passed rigorous testing Down Under.

Maybe the standards have changed, but this new model doesn’t drive “like an Australian Hyundai drives." 

I’ve driven every single locally-tuned Hyundai product on sale today, and I can tell you the character and competency of this driving experience is different.

It’s softer, a bit wobblier, and a bit more conservative. It’s not as fun, not as tight and turnable, and feels a lot more targeted towards different tastes than the brand’s other interpretations. 

The steering is light and lacks the directness and weighting that most other Hyundais have. It feels a lot less communicative, and just less likeable on the whole. 

Plus it’s light and requires quite a bit of twirling at lower speeds, and the turning circle diameter is 11.8m, which is big for this size of SUV.

And the suspension tune might be fine for those who just drive on freeways or urban roads, but country road corners showcased noticeable body roll, and mid-corner bumpy sections made the back end feel skittish. 

There is some pitter-patter over pockmarks, but on the whole, the suspension is fine. It's just that during turning manoeuvres at speed, it doesn't quite offer the level of control or balance we'd like to see. 

We haven’t even got to the worst part of the drive yet, which is that 2.0-litre engine.

As mentioned above, the 2.0 MPi 2WD models were the only versions available to test at the launch drive, and if you’re in the market for a new Tucson you should wait to drive one of the other versions.

I don’t recall the 2.0 GDi in the last model being anywhere near as breathless as this “new” multi-point engine, and indeed, it was at times frustratingly sluggish in its response. 

Up hills or when trying to overtake there was just not enough power and torque to give you the confidence you’d want, and the at-times confused six-speed automatic made things even more annoying, jumping between fourth, fifth and sixth gears in the hope of saving fuel.

You can (almost) get around it by selecting 'Sport' mode, which makes the transmission hold gears, or you can choose manual mode and dictate terms. But even then, it’s not like the motor gains 20 horsepower - it just revs harder. 

As I said, if you just do flat-road highway commuting or drive around town at urban speeds, the engine might be fine. But ask anything more than the bare minimum of it, and you won’t be rewarded. 

At least (when you’re not wringing its neck) the engine is quiet, and there’s an excellent level of noise insulation in the cabin for rough country roads, too.

One other observation was that, in the base model car, the rearview mirror (not auto-dimming) is considerably more prone to vibration than in the top-spec version, which is the only grade to get an auto-dimming rearview mirror. It can be more distracting than you'd expect.

It might all sound like bad news. But I need to make it clear this car drives better than some of the elder statesmen in the class. I’d have it over an Outlander or X-Trail, even with the 2.0L engine.

However, Hyundai has forged a path in this market to the point that we’ve come to expect more of the brand, and that it hasn’t really delivered on its potential is what’s most disappointing. Maybe the 1.6T and 2.0D models will change that. I look forward to finding out.

The Peugeot 3008 GT petrol I drove was a nice, comfortable drive. Not amazing in any particular way, but a really good balance of things you might want in your mid-size SUV.

The ride is particularly well sorted, with a nice level of control and composure over most bumps at most speeds. There can be a bit of side-to-side body wobble at times, but it’s never too flimsy feeling

The steering is quick, and the small steering wheel exacerbates that. You don’t need to make much movement with your hands to affect a prompt response, though there’s not a whole lot of feel going on, so it’s not super fun in the traditional sense despite being easy to steer.

You might look at the engine specs and think, “a 1.6-litre isn’t enough engine for a family SUV like that!”. But you’d be wrong, because it turns out this engine is a zesty little offering.

It pulls hard from a standstill, and offers good power progression up the rev range, too. The engine is urgent enough in its response in roll-on acceleration as well, but the transmission has a real appetite for eating away at the fun you’re trying to have by constantly upshifting in an attempt to save fuel. 

There are paddle-shifters if you want to put it in manual mode, and there’s a sport drive mode as well - but really, that’s not the kind of SUV this is. It’s a really competent and comfortable family option, one that is very easy to drive and would certainly be easy to live with.

Another really nice thing about the 3008 is that it’s pretty quiet. There’s not much in the way of road noise or wind rustle to contend with, and I experienced almost no tyre roar from the Michelin rubber of my test car.

My biggest gripe was actually the engine start button. It seemingly requires a lot of pedal pressure on the brake and a fairly good press of the button to ignite the engine, and I also found the shifter could be a touch frustrating when shifting between drive and reverse, too.

Those are hardly dealbreakers, though. This is a very likeable car.

The Peugeot 3008 range was awarded a five-star ANCAP crash test safety rating back in 2016, and while that was half a decade ago (can you believe it?!), the updated model is even better equipped with safety technology and features.

All models come with auto emergency braking (AEB) with pedestrian and cyclist detection including low-light scenarios, plus all grades come with lane departure warning, blind-spot monitoring and intervention, a surround view 360-degree camera, front and rear parking sensors, semi-autonomous self parking tech, auto high-beam lights, and adaptive cruise control with a speed limiter.

The GT grade models all have added lane keeping assistance technology to help steer you in your lane at speed, too. Where the Allure has Peugeot’s Advanced Grip Control system, adding off highway driving modes with Mud, Sand and Snow modes - remember, though, it’s a front-wheel drive SUV.

The 3008 is fitted with six airbags (dual front, front side, full-length curtain) and there are dual ISOFIX and three top-tether points for baby seats.

Hyundai has built a very strong reputation in the market, with a competitive warranty cover of five years and unlimited kilometres. It was early to move to that warranty cover, but most mainstream brands are equal to it now. 

There’s up to 10 years of roadside assistance included if you service your car with the brand’s workshops, and why wouldn’t you? 

There’s a choice of lifetime capped-price pay as you go servicing, or prepaid servicing plans you can roll into the cost of the car and include in your finance payments, it makes a lot of sense to take advantage of what’s on offer if you can. 

The 2.0 MPi 2WD has intervals set at 12 months/15,000km, with an average cover of $319 for the first five years/75,000km.

The 1.6 T-GDi model needs more regular maintenance, every 12 months/10,000km. It costs the same - $319 per year, but remember, that’s averaged over 50,000km not 75,000km.

And the diesel version has 12 month/15,000km intervals, averaging out at $375 per visit over the first half-decade.

The prepaid service plans are priced identically to PAYG maintenance, but you can choose from three-, four- or five-year options. 

The Peugeot 3008 range is offered with a class-competitive five-year/unlimited kilometre warranty plan, which includes five years’ roadside assistance at no extra cost.

There is a five-year capped-price servicing plan, too. Maintenance intervals are every 12 months/20,000km, which is generous.

But the service costs are high. Worked out over the five year plan, the annual average price per servicing for the Allure and GT petrol models is $553.60; for the GT diesel it’s $568.20; and for the GT Sport it’s $527.80.

Worried about Peugeot 3008 issues, reliability, concerns or recalls? Check out our Peugeot 3008 problems page.