Peugeot 208 GTi 2013 Review

But is a hard-edged hot hatch that cracks and pops on the overrun and generates enough lift-off oversteer to point you back onto the road, what people still want?

And does a truckload of usable torque, acres of front-end grip, impeccable ride quality and a long list of high-end standard equipment make for the shortfall in steering feel and overall charisma in a segment now dominated by Volkswagen and its Polo GTI?

PRICE AND EQUIPMENT

Based on the new 208 hatchback range launched here last September, the GTi is therefore more than $3000 cheaper than the 207 GTi it replaces and comes with more standard equipment.

Peugeot’s new ‘halo car’ is differentiated from lesser 208s by a sports body kit comprising a gloss-black grille and rear skirt, GTi logos on the front quarter panels, a chromed lower window strip culminating in a signature accent that pays homage to the 205 GTi and a host of GTi-red elements like the brake callipers, lower grille and ‘Peugeot’ grille and tailgate lettering.

There are also bright-chrome touches on the foglight surrounds, upper grille trim and door mirrors, plus dual chromed trapezoidal exhaust outlets and new square-shaped halogen headlight beams with a chequered signature and LED indicators and daytime running lights.

In terms of standard equipment, included is this generation is satnav, a seven-inch colour touch-screen infotainment system, automatic locking doors and boot, cruise control with speed limiter, speed-sensitive power steering, rear parking sensors, power windows and power/folding/heated mirrors. A height/reach-adjustable steering wheel, auto-dimming rear-view mirror, dark-tinted rear quarter glass, trip computer, dual-zone climate-control and a six-speaker sound system and with steering wheel audio controls and Bluetooth, twin USB and AUX connectivity are also standard.

De rigueur GTi themes abound -- red stitching graces the seats, seatbelts, handbrake, dashboard, floor mats and perforated leather-clad steering wheel, while the instrument dial surrounds, air-conditioning vents, navigation panel and door trims are also red-highlighted.

Sports bucket seats are trimmed in full-grain Club Nappa leather with Caro Weave black cloth and (you guessed it!) bold red design accents. The instrument dials have a chequered-flag background and white needles, and the pedals and foot rest are aluminium-faced.

The 208 GTi will be available in just one non-metallic paint colour (Alpine White) and five metallic hues: Le Mans Red, Futura Silver, Shark Grey, Calado Blue and Nera Pearl Black.

Weighing in at 1160kg, the 208 is at least 95kg lighter than the old 207 GTi. At the same time the engine ups power by 18kW and torque by 35Nm. Peugeot claims it can therefore accelerate to 100km/h in 6.8 seconds (one second faster than the 207 GTi), to 1000 metres in 26.9 seconds (1.6 seconds faster). Top speed is an academic 230km/h.

At the same time a 5.9L/100km combined fuel consumption average is claimed, along with CO2 emissions of just 139g/km.

Living up to the hype is a chassis with recalibrated shock absorbers, a thicker anti-rollbar, firmer springs, an 8mm lower ride height, 10mm wider front track and 20mm wider rear track. Underneath there’s an uprated front subframe, more rigid rear cross-member, larger 290mm ventilated front and 302mm rear brake discs with unique Galfer front pads.

The GTi rolls on diamond-finish 17-inch alloy wheels with 205/45 Michelin Pilot Exacto rubber.

The bespoke chassis tune is claimed to deliver a 10 per cent reduction in bodyroll, courtesy of 20 per cent stiffer springs and stiffer front and rear anti-roll bars, while software mapping of the electric-assist steering has been retuned.

Overall it measures 3962mm long, 1739mm wide and 1460mm high. The boot is quite small at 285 litres, but the rear seat does split/fold, offering up to 1076 litres of total space.

Storage options include front door stowage bins, front seatback map pockets, a front centre armrest and a removable rear security cover.
Amenity is improved via front map reading lights, illuminated vanity mirrors, a 12-volt outlet in the centre console and height adjustment for both front seats, which are sports buckets with embossed GTi logos.

There are also two USB inputs for media devices – but no CD player.

It is also $2000 and $800 pricier than the three-door and five-door versions of Volkswagen’s Polo GTI respectively and $2000 more expensive than Skoda’s five-door Fabia RS (both of which come with a twin-charged 1.4-litre petrol engine and seven-speed twin-clutch DSG auto as standard) and the same price as.

Renault is yet to announce pricing or performance details of the new Clio RS, which is due here next year and is also powered by a 1.6-litre turbo-petrol engine that matches the Peugeot’s 147kW power output but not its 275Nm peak torque (from just 1700rpm).

In its favour, however, the 208 GTi is less expensive than the Fiat Abarth 500 Esseesse, Mini Cooper S and soon to be superseded Renault Clio RS 200.

It’s also lighter than all of its existing rivals, with a kerb weight of 1160kg narrowly undercutting the Fiesta ST (1163kg), DS3 (1165kg), Polo GTI (from 1189kg) and Fabia RS (from 1253kg).

Add more power and torque (147kW/275Nm versus a respective 134kW/240Nm, 115kW/240Nm and 132kW/250Nm) and the 208 GTi is therefore marginally quicker than all of its chief rivals.

Despite this, the 208 GTi remains more frugal than most, with combined fuel consumption of just 5.9L/100km – less than the Polo GTI (6.1L/100km), Fiesta ST and Fabia RS (both 6.2L/100km), and the DS3 DSport (6.7L/100km).

Its ‘GTi is Back!’ marketing catchcry even offers a tacit admission that the two generations since (the 206 GTi and 207 GTi of the Noughties) fell well short of Peugeot’s most famous hot hatch.

Indeed, this is Peugeot’s most convincing GTi for almost two decades, offering a unique three-door body with an appropriately special bodykit, plenty of GTi-specific highlights inside and out, and a cracking 1.6-litre turbo-petrol engine matched exclusively to a six-speed manual gearbox.

In fact, the 208 GTi delivers the best engine performance in its class, with 147kW of peak power matched only by the new Renault Clio RS due here next year and a hefty 275Nm of torque out-muscling every other light-sized hatchback available.

Behind the wheel, the Peugeot’s healthy engine outputs translate to perky performance in lower gears and effortless overtaking urge in the upper ratios. There’s never any shortage of torque, making it feel marginally quicker than the Volkswagen in a straightline and a delight to launch quickly out of any bend.

It’s a shame then that the most powerful 208 doesn’t have an exhaust note to match its punch, which persists well past the engine’s 6500rpm redline.

There’s also a well sorted suspension package, which does the typically French thing of allowing some bodyroll before firming up, offering impeccable ride quality on all surfaces (even if the 17-inch Michelin tyres are loud on most) and confidence-inspiring body control during hard cornering.

However, dull steering prevents the 208 GTi chassis from being great. Sure, the tiny, leather-clad sports steering wheel points the pint-size hatch quickly and reasonably accurately but lack of feel and feedback means it’s not in the same dynamic league as the Polo GTI. Nor does the Pug present as much lift-off oversteer, instead feeling super-stable at all speeds and understeery at the limit (something we suspect most buyers will appreciate).

They’ll also love the lack of torque steer, rack rattle and steering kick, the well-placed pedals that are perfect for heel-toe gearchanges and the ability of the stability control to seamlessly quell low-gear wheelspin, which was easy to induce out of tight turns at the Norwell test track, even in third gear.

It’s a shame then that niggles like an overly long gearshift, intermittent dash rattles in the car we drove, that awful seating position, uncommunicative steering and lack of exhaust crackle combine to detract from an otherwise compelling, fun and good-value hot hatch package.

The 208 GTi doesn’t have the character of the original 205 GTi, but it’s easily the best Peugeot to wear the badge since then.

Read the latest news and reviews on your mobile, iPhone or PDA at carsales' mobile site...

Don't forget to register to comment on this article.