Peugeot 2008 2013 Review - International

What we liked?
>> Terrific dynamics
?>> Simple yet flexible interior
?>> Diesel engine punch

It’s a safe bet that ditching dollars at that rate is an excellent way to focus the mind, hence Peugeot’s declaration that it intends to become a true global player, as opposed to a French car company that exports what it can’t sell at home.

And the best way to prove global intentions? Launch a compact SUV, of course.

Which brings us to the 2008.

Based on the mechanical fundamentals of the 208 light hatch, the front-wheel drive 2008 arrives in Australia in October as one of the first in a wave of such vehicles headed our way.

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The plan, still to be completely finalised, is likely to see both petrol and turbo-diesel drivetrains in the line-up, with a retail recommended starting price potentially as low as just over $20,000 (plus on-road costs).

That would be for a 1.2-litre triple-cylinder naturally aspirated petrol engine allied with a five-speed manual transmission – if it comes. Definitely on the agenda is a 1.6-litre naturally aspirated petrol four-cylinder available with the choice of five-speed manual or four-speed (yes four-speed) auto.

The turbo-diesel 1.6-litre HDi would complete the range, but would be offered only with a six-speed manual transmission.

Are you seeing the problem here? Yep, the lack of autos for a car that is pitched at a predominantly urban audience. PAA could have opted for a single-clutch automated manual with the HDi but knows this jerky contrivance would be lambasted.

A brand-new 1.2-litre turbo-petrol triple will go into production some months after the 2008 is first launched in Europe. PAA would like that engine as well, although it too is manual-only.

However, there were strong hits dropped at this week’s international launch that it would eventually be mated with a modern six-speed automatic courtesy of PSA’s new alliance with Opel, the European arm of General Motors. But that could be two years or more away.

The 2008 will launch in Australia with similar model names to the 208. So that means it will include some – if not all – the same model grades; Active, Allure, Allure Premium and Allure Sport.

PAA promises a high specification, so the equipment offered either standard or as options for the 2008 in Europe is instructive. Coming either standard or as an option are 17-inch alloys, satellite-navigation, auto park assist, a panoramic glass roof, distinctive interior LED strip lighting, a seven-inch media screen, cruise control and dual-zone climate-control.

Roof rails, stainless steel front and rear underbody panels and black bumpers and body sills add to the SUV look.

PAA has yet to decide whether to offer the 2008 with five-mode Grip Control, an advanced form of ‘off-road’ traction control offered with chunkier tyres on the front-wheel drive 3008 cross-over. We sampled it on the launch and it seemed to work quite effectively on a muddy track.

The test cars were fitted with an inflator kit rather than a spare tyre. The Australian situation was unknown as this was written.

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However, the 2008 extends its wheelbase by 200mm to 2540mm and raises its ride height by 25mm to 160mm. The other vital measures are a 4159mm length, 1739mm width and 1556mm height.

There are eight engines offered with the 2008 in Europe and we have already mentioned the four that are in the frame for Australia. Of them, the 1.6 VTi is confirmed. It is well known to Australian buyers because it is a cornerstone of PSA activity in Australia, as well as powering the Mini Cooper.

It produces 88kW at 6000rpm, 160Nm at 4250rpm and as a manual averages 5.9L/100km on the ECE combined cycle and emits 135g CO2/km. The four-speed auto averages 6.5L/100km and emits 150g CO2/km.

The 82kW/118Nm 1.2 manual’s combined claim is 4.9L/100km (114g CO2/km), while the 84kW/270-285Nm diesel averages 4.0L/100km (105g CO2/km). Most engines in the range come with fuel-saving idle-stop, although the 1.6 VTi misses out.

Understandably given the modest outputs, performance figures aren’t especially noteworthy. The manual 1.6 VTi is the only drivetrain to undercut 10 seconds (9.5) in the 0-100km/h acceleration test. The 1.2 takes a glacial 13.5 seconds.

That lethargy comes despite some low kerb weights that reflect the effort Peugeot engineers went to lightening the PF1 architecture during the development phase. The lightest 2008 is the 1.2-litre manual at just 1045kg; the heaviest model (the diesel manual) is 135kg heavier.

Underneath, the 2008 is suspended on MacPherson struts up front and a torsion beam at the rear. Tune varies slightly depending on the weight each set-up must deal with.

Steering is electric-assist rack-and-pinion, brakes are via discs all round (the more powerful cars get larger front discs) and the cars we tested rolled on 190/60R16 Goodyear Efficiency tyres fitted to several different – and attractive – alloy wheel designs.

It is a five-seater officially, but its narrow width means the 2008 is more comfortably a four-seater for reasonably sized adults.

Up-front, the flowing dashboard, high-mounted instrument panel and mini steering wheel are familiar from the 208, although trim materials are different, varying between cloth, soft and hard plastics, a smattering of piano black and some muted – and not so muted – chrome.

Our test cars, built at the nearby Mulhouse plant (as will Australian customer 2008s) all seemed to have been glued and stitched together quite well.

More good news is that compared to the low-riding 208 GTI tested earlier in the week, the taller seat height in the 2008 means that you can actually sit comfortably and see the speedo, tacho and trip computer.

More good news is that the seats are excellent; long in the backrest, deep in the base and very generous in the bolsters.

There are also decent door pockets, a deep glovebox, a useful centre bin with a roller-door cover and dual cupholders. The only real issue is the lack of overhead grabs (both front and rear), although all four outboard passengers do get door grabs.

In the rear the extended wheelbase, thinner seat-backs and higher roof deliver a comfortable experience. The seatback is long and canted, the base is supportive and access is via wide-opening doors. There are also storage options provided by door pockets and seat-back pockets.

There are reading and courtesy lights in the roof but no sign of adjustable air-conditioning vents.

The luggage area is accessed by a vertically opening tailgate that has a very low 60cm loading height and a generous 360 litres of space. There are storage pockets either side of the cargo area with retaining straps and nets. The front part of the luggage cover pivots so rear-seat passengers can reach into the boot.

Flip the split-fold rear seats forward and completely flat – a process easily achieved via buttons on the top of each seat – and stowage space expands to more than 1100 litres.

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All passengers get a lap-sash seatbelt and adjustable head restraint. There are reverse parking sensors available but for now at least a reversing camera is not offered.

There is no NCAP safety rating for the 2008 as yet, but Peugeot expects a full five-star rating.

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It looks nice without being anything edgy. The most interesting design feature is the ‘wave’ roof and the way a chrome spear is used to highlight it -- something repeated in the bottom of the doors.

But gee, get inside and get going and the 2008 turns out to be a very nice drive, offering a combination of ride, handling and steering that is far beyond competent. It is really enjoyable.

On some really challenging Alsace roads the 2008 – in any drivetrain specification we tried – displayed real character and ability.

The steering lacked feel but was accurate, fast and well weighted. The grip of the front-end was outstanding on some wet and winding roads, really encouraging some enthusiastic driving.

The ability to absorb most road corruptions comfortably without sacrificing body control was an impressive surprise.

Unsurprisingly, the heavier diesels rode a little more sternly and steered a little heavier. They also transmitted their more guttural engine note more obviously, while all versions were prone to some tyre roar on really coarse surfaces.

Sitting in the rear seat the torsion beam’s struggle to cope with really sharp edges also became apparent.

But, believe it or not, jumping into the 2008 from the 208 GTi led to some real debates about just which was more enjoyable to drive. That says a lot about how well dialled the 2008 is, the fundamental soundness of the PF1 architecture and maybe the limited investment in the development of the GTi.

The problem for the 2008 is under the bonnet. It’s not that the engines are poor or the manual gearboxes bad (though they aren’t that great either), it’s that for the car’s intended urban purpose the transmission options just don’t make sense.

Slotting gears yourself while charging across some French mountain is not only acceptable but preferable, but the thought of having to do that in a Melbourne or Sydney traffic jam is just awful.

That the only alternative is a four-speed auto and only with one engine is a reminder of just how far Peugeot is from achieving its ambition of being a true global player.

We weren’t given the opportunity to try the auto, but we did drive the VTi engine. It’s smooth and free revving (if a tad boomy up-high), but there’s a lack of mid-range grunt that means it does require a fair bit of gear shuffling.

On any sort of undulating road, especially with a load onboard, the auto would be jumping back and forth through its widely spread ratios more busily than a one-armed fiddle player.

The throaty triple-cylinder engine is keen and earnest but lacks the guts to really do much more than keep up. It will serve its purpose as a price leader for PAA but it’s hard to imagine many who test drive it not moving up to the 1.6 VTi.

The diesel proved itself to be the most useful engine because of its significant dose of pulling power and more relaxed engine speed when cruising in top gear at 110m/h (1950rpm versus 3200rpm for the 1.6 VTi), but – and stop me if you have read this before – the lack of an auto is real problem.

What the 2008 really needs is the 1.2-litre turbo-petrol and the torque that comes with it as the entry-level model (with that still distant six-speed auto as an option). And the 1.6-litre turbo-petrol engine (sold in the Allure Sport 208) would be a great fit too. But it’s not even offered with the 2008 and there seems no auto for it anyway.

Which is saddening. As a driver’s car the 2008 is a delight. As a small family runabout or slightly adventurous wagon, it’s also got real cred.

But until the drivetrain dilemma is sorted out it is hard to see the 2008 gaining much more than bit player status in a segment that will soon be littered with smart little wagons fitted with turbo engines and automatic gearboxes.

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