2021 Peugeot 3008 vs Volkswagen Tiguan

What's the difference?

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.

The Tiguan moves a smidge further upmarket with this facelift, now with an entry cost higher than ever, and while that might rule it out for some buyers, no matter which one you pick you’d still be getting the full experience when it comes to safety, cabin comfort, and convenience.

It's up to you to choose how you want it to look and drive, which are ultimately subjective areas anyway. On that basis I have no doubt this Tiguan will keep its buyers happy for years to come.

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 Tiguan was already an attractive car, with many subtle angular elements which added up to something suitably sophisticated for a European SUV.

For the update, VW has mainly made changes to the Tiguan’s face to keep it in line with the incoming Golf 8’s tweaked design language.

I think it has only served to make this car look better, with more integrated light fittings swooping out of its now more gentle grille treatment. There was a pugnacious toughness about the outgoing model’s flat face that I will miss, though.

The side profile is near identical, the new car only identifiable by subtle chrome touches and new wheel choices, while the rear is freshened up with a new lower bumper treatment, contemporary Tiguan lettering across the rear, and in the case of the Elegance and R-Line, impressive LED light clusters.

The inside, which has had a significant digital overhaul is what will get buyers salivating. Even the base car scores the amazing digital dash, but the larger multimedia screens and sleek touch panels will be sure to impress.

It’s important to note that while pretty much any car can have massive screens today, not all have the processing power to match, but I’m glad to say everything in the VW is as slick and fast as it should be.

The new wheel is a really nice touch with the embedded VW logo and cool looking surrounds. It feels a bit more substantial than the outgoing unit, too, and all the functions on it are nicely laid out and ergonomic to use.

I will say that the colour scheme, no matter which variant you pick, is pretty safe. The dash, while nicely finished, is just one big slate of grey, detracting from the flashy digital overhaul.

Even the inserts are plain and subtle, perhaps a missed opportunity for VW to make the interior of its pricey mid-sizer feel a bit more special.

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. 

Refined and digitised it may have been, but is this update still practical? One of my big worries when hopping in was that the abundance of touch elements would make it distracting to operate while driving.

The touch panel climate unit from the previous car was starting to look and feel a little old, but there’s still a part of me that will miss how easy to use it was.

But the new touch climate panel not only looks good, it’s pretty easy to use too. It just takes a few days of getting used to it.

What I really missed was a volume dial and tactile shortcut buttons on the R-Line’s massive 9.2-inch touch-only screen. It’s a little usability gripe that will get on some people’s nerves.

The same goes for the touch elements on the R-Line’s wheel. They look and feel super cool with odd vibrating feedback, although at times I did fumble things that should be simple like cruise functions and volume. Sometimes the old ways are the best.

It sounds like I’m complaining about the Tiguan’s digital overhaul, but most of it is for the best. The instrument cluster (once an Audi exclusive feature) is one of the best on the market in terms of its look and usability, and the large multimedia screens make it really easy to jab at what function you’re looking for while remaining concentrated on the road.

The cabin is also excellent, with a tall but suitable driving position, big storage bins in the doors, big cupholders and cutaways in the tidy centre console, as well as a small centre console box and odd little pop-open tray atop the dash.

The new Tiguan is USB-C only in terms of connectivity, so bring a converter.

The back seat offers excellent amounts of room for my 182cm (6'0") frame, behind my own driving position. It’s super practical back there, too, with even the base car scoring a third adjustable climate zone with movable vents, USB-C outlet, and a 12V outlet.

There are pockets on the back of the front seats, big bottle holders in the door and drop-down armrest, and weird little pockets atop the seats, too. It’s one of the best rear seats in the mid-size SUV class in terms of amenities for passengers.

The boot is a large 615L VDA regardless of variant. This is also great for the mid-size SUV class, and it fit our entire CarsGuide luggage set with space to spare.

Every Tiguan variant also has a space saver spare under the boot floor, and little cutaways behind the rear wheel arches to maximise storage space.

The power tailgate is a boost, too, although it remains odd that the R-Line misses out on the gesture control.

The updated Tiguan doesn’t look wildly different from the outside. We’ll get to design in a second, but don’t underestimate it based on looks alone, there are a lot of significant changes under this mid-sizer's skin which will be key to its ongoing appeal.

For a start, VW has dumped its corporate titles of old. Names like Trendline have been dumped in favour of more friendly titles, with the Tiguan range now consisting of just three variants, the base Life, mid-grade Elegance, and top-spec R-Line.

To make it more simple, the Life is the only grade available as a front-wheel drive, while the Elegance and R-Line are all-wheel drive only.

As with the pre-facelift model, the updated Tiguan range will become more expansive in 2022 with the stretched seven-seat Allspace variant returning, and for the first time the brand will also introduce a go-fast Tiguan R performance variant.

In terms of the three variants which arrive for now, though, the Tiguan has notably taken a price hike, now technically more expensive than ever before, even if it is only by $200 over the outgoing Comfortline.

The base Life can either be chosen as a 110TSI 2WD with an MSRP of $39,690, or as a 132TSI AWD with an MSRP of $43,690.

While the price has increased, VW notes that with the tech onboard the current car, it would represent at least a $1400 discount on the Comfortline with the required option pack to meet it like-for-like.

Standard equipment on the base Life includes an 8.0-inch multimedia touchscreen with wireless Apple CarPlay and Android Auto connectivity, a 10.25-inch fully digital instrument cluster, 18-inch alloy wheels, keyless entry with push-start ignition, full auto LED headlights, cloth interior trim, a new leather bound wheel with the brand’s updated aesthetic touches, dual-zone climate control (now with a fully touch interface), and a powered tailgate with gesture control.

It’s a tech heavy package, and feels nothing like a base model. A pricey $5000 'Luxury Pack' can upgrade the Life to include leather seats, a heated steering wheel, power seat adjust for the driver, and a panoramic sunroof.

The mid-grade Elegance adds more powerful engine options, consisting of a 2.0-litre turbo-petrol 162 TSI ($50,790) or a 2.0-litre turbo-diesel 147 TDI ($52,290) exclusively in all-wheel drive.

It’s a significant price-jump from the Life, and adds adaptive chassis control, 19-inch alloy wheels, chrome exterior styling touches, interior ambient lighting, upgraded ‘Matrix’ LED headlights and LED tail-lights, standard ‘Vienna’ leather interior trim with power adjustable front seats,  a 9.2-inch touch-only multimedia interface, heated steering wheel and front seats, and privacy tint on the rear windows.

Finally, the top-spec R-Line is available with the same 162 TSI ($53,790) and 147 TDI ($55,290) all-wheel drive powertrain options, and includes massive 20-inch alloy wheels, a more aggressive body kit with blacked-out R touches, bespoke R-Line leather seat trim, sports pedals, black interior headliner, variable ratio steering, as well as a sportier steering wheel design with haptic feedback touch control panels. Interestingly the R-Line loses the gesture control tailgate, making do only with a powered one.

The only options on the Elegance and R-Line aside from premium paints ($850) is the panoramic sunroof which will set you back an additional $2000, or the ‘Sound and Vision’ package, which adds a 360-degree parking camera, head up display, and harman/kardon nine-speaker audio system.

Every variant also comes with the full array of active safety features, which is a huge boost to value for buyers, so make sure to take a look at that later in this review.

Regardless, the entry-level Life now competes with mid-grades of rivals like the Hyundai Tucson, Mazda CX-5, and Toyota RAV4, the latter of which has a key fuel-sipping hybrid variant, which many buyers are searching for.

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.

The Tiguan maintains a relatively complex engine line-up for the class.

The entry level Life can be chosen with its own set of engines. The cheapest of which is the 110 TSI. It’s a 1.4-litre turbocharged petrol engine producing 110kW/250Nm driving the front wheels via a six-speed dual-clutch automatic. The 110 TSI is the only front-drive option left in the Tiguan range.

Next up is the 132 TSI. It’s a 2.0-litre turbo-petrol producing 132kW/320Nm driving all four wheels via a seven-speed dual-clutch automatic.

The Elegance and R-Line are available with the same two higher-powered engine choices. This includes the 162 TSI 2.0-litre turbo-petrol which produces 162kW/350Nm, or the 147 TDI 2.0-litre turbo-diesel which produces 147kW/400Nm. Either engine is mated to a seven-speed dual-clutch automatic and drives all four wheels.

Volkswagen’s engine options here are generally punchier than many of its rivals, some of which still make do with older naturally aspirated units.

Missing from the picture for this update is the word seemingly on every buyer’s lips at the moment – hybrid.

There are hybrid variants available overseas, but due to ongoing issues with Australia’s relatively poor fuel quality, VW has been unable to launch them here. Things could change in the near future, however…

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.

Whiz-bang dual-clutch automatics are meant to make for lower fuel numbers, and it certainly seems to be the case for the Tiguan, at least on its official figures.

The 110 TSI Life we tested for this range review has an official/combined consumption figure of 7.7L/100km, while our test car saw around 8.5L/100km.

Meanwhile the 162 TSI R-Line also sampled has an official figure of 8.5L/100km, and our car returned a dash-reported 8.9L/100km.

Keep in mind these tests took place over only a handful of days rather than our usual weekly test, so take our numbers with a grain of salt.

Either way, they are impressive for mid-size SUVs, particularly in the case of the all-wheel drive 162 TSI.

On the downside, all Tiguans require a minimum of 95RON as the engines are incompatible with our cheapest entry-level 91.

This is due to our particularly poor fuel quality standards, which look set to clean up if our fuel refineries get an upgrade in 2024.

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.

Given that so much is similar across the Tiguan range in terms of its spec and fitment, which variant you choose primarily influences the experience behind the wheel.

It’s a shame, for example, that the entry-level 110 TSI hasn’t been tweaked for this facelift, as our gripes with this variant still stand.

The 1.4-litre turbo is efficient and reasonably punchy for its size, but has an annoying power lull when it comes to a stop which can work with the dual-clutch to make for some laggy, glitchy moments.

Where the base car shines, though, is its ride. Like the Golf below it, the 110 TSI Life strikes a fine balance between ride quality and comfort, proving to insulate the cabin well from bumps and road impurities, while giving it enough driver engagement in the corners to feel a little like a giant hatch.

If you want to read more about the 110 Life, we have a variant review of the new one here.

We weren’t able to test the mid-grade Elegance, nor did we sample the 147 TDI diesel for this test, but we did have a chance to drive the top-spec 162 TSI R-Line.

Straight away it’s evident there's a strong case for paying the extra for more grunt. This engine is excellent in terms of the power on offer, and the way it's delivered.

The big boost in these raw figures helps it deal with the extra weight of an all-wheel drive system, and the extra low-down torque makes it an even better match for the snappy dual-clutch automatic.

This has the effect of removing most of the annoying jerky moments from stop-start traffic, while allowing the driver to make the most of the benefits of the instantaneous dual-clutch shifts when accelerating in a straight line.

The all-wheel drive system, more aggressive tyres, and a sharper steering tune in the R-Line make it an absolute pleasure to turn into corners at speed, offering a handling prowess that betrays its shape and relative heft.

Certainly then, there’s something to be said for splashing out on the larger engine, but the R-Line isn’t without its downsides.

The huge wheels conspire to make the ride a tad harsh when bouncing off suburban road imperfections, so if you’re primarily plodding around town and not seeking thrills on the weekend it may be worth considering the Elegance with its smaller 19-inch alloys.

Stay tuned for a future variant review with driving impressions for the 147 TDI, and of course the Allspace and full-fat R when they become available next year.

Great news here. For this update, the entire VW safety suite (now branded 'IQ Drive') is available even on the base Life 110 TSI.

Included is freeway-speed auto emergency braking (AEB) with pedestrian detection, lane keep assist with lane departure warning, blind spot monitoring with rear cross-traffic alert, adaptive cruise control with stop and go function, driver attention alert, as well as front and rear parking sensors.

The Tiguan will carry across its maximum five-star ANCAP safety rating as awarded in 2016. The Tiguan has a total of seven airbags (the standard six plus a driver’s knee) and the expected stability, traction, and brake controls.

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.

Volkswagen continues with a competitive five year/unlimited kilometre warranty, the industry standard when it comes to its primarily Japanese rivals.

It will have more of a fight on its hands when Kia’s next-generation Sportage finally arrives.

Servicing is covered by a capped price program, but the best way to keep the cost down is to purchase the pre-paid service packs which cover you for three years at $1200, or five years at $2400, regardless of variant.

Doing so brings the cost down to very competitive levels, although not to the absurd lows of Toyota.