Peugeot 208 GTi 2013 Review

Price Guide (recommended price before statutory & delivery charges): $29,990
Options fitted to test car (not included in above price): Metallic Paint $750
Crash rating: Five-star (Euro NCAP)
Fuel: 95 RON PULP
Claimed fuel economy (L/100km): 5.9
CO2 emissions (g/km): 139
Also consider: Alfa Romeo MiTo QV (from $30,000), Ford Fiesta ST (from $25,990), Nissan Pulsar SSS (from $29,690), Volkswagen Polo GTI 3-door (from $27,990)

For 20 years, enthusiasts who grew up believing corners are as important as straights have been looking for a true successor to the Peugeot 205 GTi.

Volkswagen may have beaten the flamboyant Frenchie to the GTi market punch, but it’s the dogged little Pug that is more revered today, thanks to its perky looks and razor-sharp dynamics; it’s best not to mention build quality.

Peugeot has had a few attempts at recreating the GTi magic since the 205’s demise, with varying degrees of success. The rorty 106 GTi and Rallye never came to Australia; the more grown-up 306 S16 and later GTi-6 came close, but the true successors -- 206 and 207 in GTi form -- failed to impress against more developed opposition.

"The new 208 GTi draws a direct link back to the original hot hatch predecessor, the 205 GTi. The 205 GTi built the Peugeot hot hatch reputation and the 208 GTi is a modern take on that hot hatch theme, " said Peugeot Automobiles Australia general manager, Bill Gillespie at the 208’s launch.

Again, the bar has been set for the latest in the line to hurdle…

First impressions count with hot hatches, and upon first acquaintance the 208 GTi impresses with its taut, hunkered-down stance and short overhangs. With a quoted kerb weight of only 1160kg, it’s welcomingly light and small (70mm shorter than its predecessor), while also being more than $3000 cheaper than the 207 GTi it replaces. The cool 3D chequered motif grille and LED DRLs add personality, too.

That positive introduction continues with the Pug’s interior. Trimmed in quality, full grain ‘Club Nappa’ leather with ‘Caro Weave’ cloth inserts, the seats are comfortable, clinging you in the right places without pinching your sides. What hasn’t improved, however, is the driving position, which is too upright and makes your angle of attack on the pedals uncomfortable. Some may also find the lovely aluminium pedals a little closely stacked for real comfort.

Trimmed once more in quality leather, the small steering wheel is a perfect match for the feisty Peugeot, though once more its positioning isn’t ideal, fouling the instruments in my usual seat-low, wheel-high driving position. Forward visibility, however, is commendable, thanks to the seat height.

Red stitching abounds in here; seats, belts, handbrake, dash, mats and steering wheel. In combination with aluminium, chunky gear knob and ‘chequered flag’ gauge pattern, the ambience is spot on…but where is the cup holder?

Initially the gearshift feels a little tight across the gate, making you think twice about gear selection. Once underway, the pedals have a nice weighting, the brake pedal (which feeds to 302 x 26mm vented front and 249 x 9mm solid rear discs) in particular offering good feel and the possibility to heel-toe on downshifts. I’m still not convinced of the need to have a ‘false stop’ in the throttle pedal’s travel in a manual car, but nevertheless it persists here.

It’s harder to settle with the electronically-assisted, speed-sensitive power steering. That gorgeous wheel is a pointer, nothing more, as feedback from the wheels is damped out, presumably in the interest of smoothness. That may suit some, but for the dedicated hot hatcher this little beastie is marketed to, you’d trade wheel comfort for some granular feel, to better understand what the sticky 205/45/17 Michelin Pilot Exaltos are going through. There’s no denying the 208 GTi’s helm is sharp, though.

Under the bonnet of the snub-nosed 208 is the same 1.6-litre, turbocharged petrol unit found in the flagship RCZ. Its 147kW sits at the top of the class currently, as does its impressive 275Nm torque. With an engine of this quality, you have two options. The first is to ride the wave of torque, the peak available from a piffling 1750rpm. Drive it like a Group N rally car, changing up at 3500-4000rpm, and you will still make rapid progress. Give the car its head, and where some torque monsters become lethargic, the 208 GTi continues to rev freely to 6500rpm.

The gear ratios are a wonderful accompaniment to the engine’s delivery, and while the noise generated from the turbo unit is nothing particularly inspiring, there’s the occasional crackle from the exhaust when you lift off with the engine under load. It’s not too bad on fuel, either…unless you look at the claimed figure above. During our week, the 208 GTi drank 7.2L/100km, which, given the way it begs you to drive, is a reasonable return.

The tuned GTi chassis does well to harness this little firecracker. It has come under close scrutiny, with stiffer springs, anti-roll bar, front sub-frame and rear cross-member to go with firmer damping. The shocks themselves have also been ‘reinforced’.

In a straight line traction is well managed (without stability control intervention) and there is little torque steer to speak of, even on strong second-gear takeoffs in wet conditions.

When you add steering lock to the mix, inner wheelspin becomes evident, though it’s quickly reigned-in at road speed. Push harder, and this will translate to power-on understeer.

In faster corners the combination of a taut, short chassis and quick steering with little feedback makes the car difficult to place in longer, constant-radius corners, often requiring a couple of steering bites where you’d prefer one smooth input. In these corners, once settled, it is easier to adjust the cornering angle with throttle modulation, backing off slightly to tuck the nose in. This long corner blot is compensated for on shorter, sharper turns, where the chassis’ agility comes to the forefront, the 208 GTi able to change direction and hunker into the next corner decisively, once it’s settled onto its springs.

The damping is well judged, offering ample body control and a sporty ride that doesn’t get too upset when introduced to multiple bumps. Braking is exceptional, feeling superior to the car’s other dynamic limits and is therefore very reassuring.

All in all, the 208 GTi is a welcome return to GTi form for Peugeot. After the lacklustre performance of its predecessors, here is a Peugeot which can hold its head high amongst some very strong competition.

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