From £28,9857

Bodystyle, dimensions and technical details

The 5008 sits on the modular EMP2 platform of the Stellantis Group, which owns Peugeot, Citroën, DS and Vauxhall-Opel among many others.

It’s 190mm longer than the 3008 – although at a glance you’d be hard-pressed to tell the two apart on the road – and it uses that additional span to squeeze in a third row of seats. As you’d expect, most of that extra sheet metal is at the rear of the car, where the 5008 has a longer wheelbase and more upright tailgate, both helping free up extra space for those sitting in the very back.

The i-Cockpit ergonomics are odd, but the high-mounted digital instrument binnacle is refreshingly easy to read on the move

The rugged costume is certainly effective, the 5008’s dimensions yielding a bluff, athletic, hard-edged design softened only by numerous intricacies picked out either in chrome-effect trim or gloss black plastic. It’s not as rough-and-tumble in its SUV aesthetic as the Mercedes GLB or Land Rover Discovery Sport, but the Peugeot makes no bones about its desire to fit in with the rough roading set.

Both ends of the car are imposingly sheered off, the front exhibiting numerous design elements but somehow managing to avoid looking overwrought. That said, the 2020 facelift delivered a better resolved nose treatment, with a sharp look influenced by the smaller 208 supermini and the addition of LED headlamps.

Overall this is an attractive car, to the extent that it may even turn the heads of those set on more glamorous options such as the Land Rover Discovery Sport.

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However, the 5008’s rugged SUV exterior conjures a perception that isn’t borne out by the mechanicals. Indeed, you cannot buy a 5008 with four-wheel drive. To make up for the lack of a driven rear axle, Peugeot has introduced Advanced Grip Control as an option - although it’s only available on the top spec GT Premium model.

It offers a range of traction control settings – Normal, Snow, Sand, Mud and ESP Off – along with a hill descent control system and the fitment of mud and snow tyres. It’s a set-up that should suffice for any soft-roading demands made of the chassis, but no more. What’s more, when pushed, Peugeot’s engineers will admit that it’s actually the special all season rubber that does most of the heavy lifting when the going gets slippery.

Locomotion, meanwhile, comes courtesy of one of four engines – two petrols, with either 128bhp and 179bhp, and a pair of diesels, also ranging from 128bhp to 179bhp.

There’s a choice of either a six-speed manual on lower powered versions, plus there’s an eight-speed torque-converter automatic transmission that’s standard on the 179bhp petrols and diesel, and optional on all the other units.

Unlike the 3008, there’s no plug-in hybrid option available with the larger 5008, despite it sharing much of the same architecture under the skin. By making space for the third row of seats it’s not possible to accommodate either the battery pack or the rear axle electric motor.

Five trim levels are available, with prices starting at £31,145: Active Premium, Allure (although this is from stock only), Allure Premium, GT and GT Premium. We’d imagine most buyers will be satisfied with Allure Premium, which includes parking sensors, a reversing camera, automatic lights and 18in alloy wheels.

It starts at £33,545, equipped with the 128bhp 1.2-litre PureTech petrol engine, which is one of the biggest sellers and is a surprisingly strong powerplant that noticeably heightens the 5008’s refinement levels over the diesel models.

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The 1.6-litre PureTech petrol, meanwhile, is available if you opt for GT tested here, and costs £38,355. Upgrade to the flagship GT Premium, however, and you’re faced with a hefty price tag of £40,255.