2025 Peugeot E-5008 73 kWh Review: Seven Seats and Touchscreen Frustrations

The 2025 Peugeot E-5008 73 kWh costs 51,150 EUR in Germany. Higher trims like the GT version push the sticker price to around 55,000 EUR. Buyers looking for seven seats or vast cargo space usually compare this with three distinct rivals.

The Tesla Model Y RWD starts at 44,990 EUR. It offers superior charging infrastructure and efficient motors, but only provides five seats as standard in Europe. Getting a third row in a Model Y requires importing or waiting for specific market allocations.

The Volkswagen ID.Buzz Pro demands 64,581 EUR for its entry-level configuration. It delivers retro styling and immense cabin volume at the expense of aerodynamic efficiency.

The Kia EV9 RWD Long Range provides a direct seven-seat alternative. It costs 72,490 EUR before you look at the options list. The Kia brings a dedicated 800-volt electric architecture, which justifies some of that premium.

Peugeot claims the 73 kWh battery in the front-wheel-drive E-5008 is rated at approximately 502 kilometers on the WLTP cycle. These figures represent testing conditions that a heavy SUV rarely replicates on public roads. You will not see 500 kilometers on a single charge.

Kia EV9 RWD Long Range €72.490 · 7.8 km/€1k

563 km

2025 Peugeot E-5008 73 kWh €51.150 · 9.8 km/€1k

502 km

Tesla Model Y RWD €44.990 · 10.1 km/€1k

455 km

VW ID.Buzz Pro €64.581 · 6.5 km/€1k

423 km

Figures based on manufacturer WLTP estimates and published German list prices. Actual range varies with driving conditions, temperature, and speed. Prices reflect base configuration at the time of writing and may differ from current offers.

Practical range falls 15 to 30 percent below WLTP figures depending on your speed and the ambient temperature. Highway driving at 130 km/h in mild weather will drain this 73 kWh pack in roughly 310 kilometers.

City driving pushes that figure closer to 420 kilometers thanks to frequent regenerative braking. Stop-and-go traffic favors the electric motor’s efficiency curve.

Expect less than 250 kilometers of continuous highway driving during freezing winter conditions. Cold dense air drastically increases aerodynamic drag on a tall vehicle body.

This 73 kWh pack utilizes Nickel Manganese Cobalt chemistry. NMC provides higher energy density than Lithium Iron Phosphate alternatives. This keeps the physical battery footprint manageable in a three-row vehicle. A smaller physical pack means Peugeot can retain ground clearance without raising the roofline to comical heights.

The trade-off is a faster degradation profile if the car is routinely charged to 100 percent. Limit your daily charging to 80 percent to preserve long-term battery capacity. NMC cells also require tighter thermal regulation to prevent overheating during rapid energy discharge.

Peak DC fast charging hits 160 kW. This rate is adequate but trails the 800-volt architectures found in Hyundai and Kia competitors. A 20 to 80 percent charge takes roughly 30 minutes. Peugeot includes a preconditioning system to heat the battery before you arrive at a fast charger.

Stellantis builds the E-5008 on the STLA Medium platform. This architecture fits both combustion engines and electric motors. Shared platforms carry packaging compromises compared to a dedicated electric chassis. The floor is slightly higher than necessary, and there is no front trunk to store charging cables.

The single electric motor sits on the front axle and produces 157 kW. Pulling a 2,200-kilogram SUV from the front wheels leads to torque steer under heavy acceleration. The front tires struggle for grip when you ask for full power off the line.

The sprint to 100 km/h takes a leisurely 9.7 seconds. Buyers looking for rapid acceleration will find this powertrain completely unsuited to their needs. The motor is tuned for smooth power delivery rather than sudden bursts of speed.

The thermal management system includes a heat pump as standard. This prevents severe range loss when running the cabin heater. Scavenging heat from the electric motor and battery pack keeps the interior warm without relying entirely on a high-draw resistive heater.

The front suspension uses MacPherson struts. A multi-link setup sits at the rear. Fitting MacPherson struts up front is a clear cost-cutting measure for a vehicle of this size. Heavy SUVs typically benefit from double-wishbone front suspension to control wheel geometry under load.

The car handles its bulk well enough in a straight line. Body roll becomes obvious the moment you enter a tight corner. The mass shifts heavily to the outside front tire, causing early understeer.

The multi-link rear prevents the back end from skipping over broken pavement. This keeps passengers in the second and third rows reasonably comfortable over speed bumps.

Adaptive dampers are absent from the options list. You get the passive mechanical setup calibrated at the factory. This calibration prioritizes soft damping over outright body control. You have to live with the bounce on undulating highways.

Peugeot fitted the cabin with a 21-inch curved display they call the Panoramic i-Cockpit. The steering wheel is small and sits unusually low. The driver must look over the rim rather than through it to see the instrument cluster. Taller drivers often find the top of the wheel blocks the speedometer entirely.

The climate controls, volume adjustment, and seat heating functions are buried in the central touchscreen interface. Peugeot includes a digital panel of customizable touch-sensitive pads named i-Toggles. These pads offer haptic feedback but lack physical boundaries.

Why a manufacturer would omit physical climate controls in a family vehicle is beyond me. Touchscreen-only interfaces force the driver to take their eyes off the road. This is a clear negative for basic safety and ergonomic comfort. Avoid relying on these menus while moving. Set your temperature before you put the car in gear.

Cargo space behind the third row measures exactly 259 liters. Folding the rearmost seats flat expands the boot to a highly usable 748 liters. Dropping the second row opens up 1,815 liters of cargo volume.

The third row is strictly for children. Getting back there requires folding and sliding the heavy second-row bench. Adults will find their knees pressed against their chests due to the high battery floor.

Build quality in the cabin is solid. Thick fabrics and soft plastics cover the main touchpoints. The doors close with a reassuring thud, avoiding the tinny sound that plagued French cars a decade ago.

The standard driver assistance systems include adaptive cruise control and lane-keeping assist. The lane-keeping system is overly aggressive. It tugs at the steering wheel constantly on narrow country roads. You have to dig through two sub-menus to disable it every time you start the car.

Peugeot’s historical reliability data across Europe presents a mixed picture. The shift to electric motors eliminates the mechanical failures associated with their older combustion engines. You do not have to worry about timing belts degrading in oil.

The primary concern with the E-5008 lies in the software. The STLA Medium platform relies on an unproven electronics architecture. Early adopters of new Stellantis software suites frequently report infotainment crashes and charging handshake errors. These handshake errors can leave you stranded at a public fast charger.

I cannot confidently predict how these control modules will age over a decade. Screen delamination and sensor faults are common failure points in highly digitized interiors.

The mechanical suspension parts are simple and should not incur heavy maintenance costs. Wait for the second model year if you want to avoid initial software glitches.

Subjective Reliability Estimate

6.5/10

Confidence: 60%

This is an editorial estimate based on brand track record, known model issues, and engineering analysis. It is not a guarantee of reliability. Individual experiences vary.