Overview
What is it?
A calculated gamble. The ‘new’ Peugeot 208 is, on the face of it, yet another handsome French supermini from a nation that’s bloody terrific at building desirable small cars. Same name, new face, new interior, and the same desire to duff up the Renault Clio, Citroen C3 and Ford Fiesta, while pinching a few sales from the supposedly posher Audi A1 and Mini.
But Peugeot wasn’t just pinning all its hopes on the fresh face and uplift in quality: its launch back in 2019 also saw the reveal of the Peugeot e-208. All-electric drive, but identical dimensions, identical looks. No blanked-off grilles, platypus nosecones or even bespoke paint, just an alternative electric option. We’re focusing on the ICE variant here, but click these blue words if it’s the EV you’re after.
And we’ll start with the exterior, because, well, it looks seriously smart, doesn’t it? Less gawky in the face than the old 208 and less fussy than the over-creased Audi A1 or VW Polo. Prettier than a Fiesta too, and more modern than a Mini. The high-spec models with triple-LED ‘claw’ lights and 17-inch rims are extremely handsome.
Is the interior as glamorous?
It’s certainly eye-catching in here, with a noticeable uplift in quality over its predecessor. The small steering wheel takes some getting used to, but the ‘3D’ instrument cluster works superbly, projecting speed just that bit more prominently than revs and fuel. It’s a really attractive and unique detail.
It’s not perfect, with the infotainment system far from the most logical to operate. No separate climate controls, either – these are buried within the touchscreen. Still, the touch-sensitive shortcut keys help matters, which you’ll find just behind the shark-tooth shaped row of buttons – an acquired taste.
Rear seat space is noticeably limited, especially up against rivals such as the VW Polo, but boot space and rear legroom is identical in both the 208 and e-208, with the batteries instead located in place of the fuel tank and exhaust. Full details over on the interior tab.
Does it go as well as it looks?
The line-up is pretty simple: things kick off with a 74bhp petrol and five-speed manual, the middle version is a 99bhp of the same 1.2-litre turbo with a sixth gear or an optional eight-speed auto, and then there’s the same engine again, this time with 128bhp as a range-topper with the automatic ‘box as standard. There’s only one diesel engine, a 99bhp 1.5-litre four-pot, but sales are expected to be minute.
It’s not as agile as a Fiesta, but it feels wieldy purely because the steering wheel is pocket-sized. The ride’s fine on 16s, but the handsome 17s on upper trims do worsen it, making the 208 twitchier. Full details on the driving tab.
Prices start from just over £19k, or around £265 on lease. For reference, the electric variant, with its 225 miles WLTP range, starts from around £10k extra (including the Government’s ever-diminishing discount).
Our choice from the range
Peugeot
1.2 PureTech 100 Allure Premium 5dr EAT8
£21,425
What's the verdict?
“A supremely desirable, futuristic supermini with a powertrain for everyone. Just beware the firm ride”
Gorgeous to look at, well made, technically on-point and good enough to drive. Need we say more?
Sure, there are small battles the 208 doesn’t win. Need more room? Get a Polo. Need more fun? Buy a Fiesta. A bigger warranty? The Kia Rio. But be in no doubt this is an enormously desirable car in its own right because of Peugeot’s bloody-mindedness to do its own thing.
The styling, the wacky cabin, the electric option; it all smacks of bravery that’s beyond plenty of rival brands. The result is a very likeable car.
Driving
What is it like to drive?
Let’s get the diesel out of the way first. Peugeot’s diesels are smooth and extremely frugal, but the 208 diesel is blunted and leaden. Ignore it.
The 74bhp petrol, meanwhile, is best left as the vehicle of choice for the L-plate contingent, but one up from that, the 99bhp version, is a cracker. It makes the chirrupy 3cyl noises we like without the vibration we don’t, and has a decent slug of performance. Just a pity that the standard six-speed manual that it’s joined to is less precise than we’d like.
You can solve that by either speccing the eight-speed auto, or if your budget stretches that far, opting for the 128bhp 3cyl 1.2-litre, which gets said auto as standard. The extra poke doesn’t turn the 208 into a warm hatch, but it’s spritely enough to make the car feel bright and energetic.
How does it handle the twisty stuff?
The chassis itself isn’t trying to be as agile and chuckable as a Fiesta, but it feels wieldy purely because the steering wheel is pocket-sized. The ride’s fine on 16s, but the handsome 17s that arrive on GT trim do the 208’s refinement no favours, and the ride gets slightly uncomfortable.
Still, it’s better than the e-208, which, at around 300kg heavier than a petrol-powered 208, has forced Peugeot to toughen up the springs and redesign the rear suspension to support the heft. With firmer settings and less overall travel, the e-208 is noticeably more fidgety still.
What’s the difference like off the line?
The entry-level 74bhp petrol engine takes a heady 14.9secs from 0-62mph and is best avoided, while the mid-range 99bhp takes a more respectable 9.9secs (10.8secs in auto guise), with the range-topping 128bhp variant cutting that to 8.7secs.
The e-208 beats that by half a second, but accelerates much more gradually than some of its rivals, without the insta-thwack YouTube thrives on. It’s particularly good for zipping around town, while the regen is well-judged too. It all feels very… normal. Click these blue words to head over to our full review.
Interior
What is it like on the inside?
Peugeot’s new interior design philosophy revolves around its ‘i-Cockpit’, with a compact steering wheel and high-mounted instrument cluster, viewed over the top of the wheel rim. It takes some getting used to, but, as the taller members of the TG team have found, doesn’t work for all.
What we all agree on, however, is the uplift in quality over its predecessor. The denser plastics, tasteful metal and woven ‘carbon’ touches put anything up to a Mini in the shade here. Audi and VW have slightly sacrificed touchy-feely quality at the altar of ever-snazzier touchscreens. Peugeot… hasn’t.
More infotainment gripe?
Only the usual. The infotainment system isn’t the most logical to operate, while the climate controls are buried within the touchscreen. Still, the touch-sensitive shortcut keys, seated slightly below, help matters, and there’s Apple CarPlay and Android Auto as standard. So it’s not as if you’ll ever use the built-in nav.
And elsewhere, Peugeot’s pulled off some lovely touches. The ‘3D’ instrument cluster works superbly, projecting speed just that bit more prominently than say, revs or fuel. Peugeot reckons it saves 0.5secs of glancing time which makes taking your eyes off the road safer. It’s a pleasant touch and for configuration-happy types there are several different screen layouts and colour schemes to cycle through.
What’s passenger space like?
Plenty comfortable up top, and as all 208s have five doors – the market for three-door hatchbacks simply dried up without trace – meaning access to the rear seats is a doddle. However, they’re not the roomiest pair (let alone three abreast), and while two adults will just about survive a short lift, this is a family car only if the kids are pre-teens. Passengers fare better in a VW Polo, for example.
In better news, even if you pick the e-208, there’s no sacrifice in boot space (311 litres with seats up, 1,106 with seats down) or legroom, as the batteries fill the cavities vacated by the exhaust and fuel tank.
Cabin stowage isn’t a strong suit – the glovebox is tiny, cupholders won’t support your grande latte, and the door bins aren’t carpeted, so anything in there will rattle like, well, an old Peugeot. There are regular USB and USB-C sockets too, so the 208’s future-proof without alienating most current devices.
Buying
What should I be paying?
The cheapest 208 you can buy, the 1.2-litre petrol with a five-speed manual, will set you back from £19,080. Next up, the 99bhp and six-speed manual, starts from £20,180, or £21,610 in auto guise. The range-topping 128bhp and eight-speed auto starts from £24,080.
Monthly payments start at around £265, rising to around £360 for the range-topper in top-spec trim, on a four-year agreement with a six-month initial payment. An entry-level VW Polo will set you back slightly less at around £225 a month, and a Ford Fiesta slightly more at around £270. There’s little in it in terms of running costs, with all three averaging around 50mpg and CO2 emissions near the 120g/km mark.
Speaking of trims…
The old Allure trim variant has been ditched, meaning your remaining options are Active Premium, Allure Premium, GT and GT Premium.
Highlights? Active Premium trim features 16-inch alloys, LED running lights, a 7in touchscreen, electric heated door mirrors and in the e-208, automatic climate control. But getting one of those would be like booking a hotel in Vegas then staying in the airport. You can do better. So, next up is Allure Premium, which adds different style alloy wheels, a 3D head-up instrument panel, 180-degree colour reversing camera, plus nattier LED taillights. Well worth it.
GT variants add 17-inch alloy wheels, gloss black wheel arches, diamond black roof, full LED headlights with ‘Tooth’ design and a 10in colour touchscreen, while top-of-the-tree GT Premium features slightly different style alloy wheels, keyless entry, adaptive cruise control and Alcantara seats.
Which would you choose?
Our pick would be the 1.2-litre, 99bhp petrol with the eight-speed box, in Allure Premium trim, which will set you back just shy of £23k, or around £300 on lease.
There’s more than enough oomph there for most folk, while the Allure Premium spec offers the best ride thanks to its standard sized wheels, plus plenty of luxuries.
Keyword: Peugeot 208 review