Peugeot 208 2012 Review

Not so much
>> LRR tyres tend to promote understeer
>> Mild A-pillar visibility issues
>> Evident wind noise

OVERVIEW
>>Architecturally androgynous
Peugeot's A9 project -- the codename used in the development of the newest member of the 200-series family -- focussed heavily on what the manufacturer refers to as "architectural performance". By that, PSA's light car platform was intended to be compact yet spacious, and to improve fuel economy by reducing weight and aerodynamic drag.

Shorter overhangs mean 208 is not only smaller than the model it replaces (-70mm), but also more agile and easier to manoeuvre in urban environments. While clever interior packaging and slimmer front seats mean that although the car's wheelbase is identical in length to its predecessor 207, cabin and cargo space is increased.

Feline-inspired styling externally is said to offer 208 a charismatic fascia whose Manhattan satin-finished, chrome edged grille is modelled as a floating sculpture flanked by expressive headlamps set below "eyebrow" LED day-time running lamps (depending on version).

Overall, the car's styling is cohesive, its lines and sculpting organic -- and pleasingly androgynous. There's even a nod to the iconic 205 in the three-door model's C-pillar, while at the same time presenting many of the design cues familiar to Peugeot's 2010 SR1 concept.

Currently available in three- and five-door hatch variants, Peugeot 208 is offered with a choice of five petrol and five diesel engines in Europe; four of which feature e-HDi idle stop-start technology as pioneered on Peugeot 308 and 508.

PRICE AND EQUIPMENT
>>Premium pint-sized Pug
From launch, European spec Peugeot 208 is offered in three model grades: Access, Active or Feline. These are likely to be joined by three-door-only XY (luxury) and GTi (sport) variants in due course, as well as CC (folding hardtop) and SW (wagon) models later on. 208 arrives on the back of four years' development at a cost of approximately 600 million euro.

Depending on variant, both steel and alloy wheels are offered (though Australia will probably receive alloy-shod models only), as are front fog lamps and chrome garnishes. Aside from these subtle differences, the exterior of the three variants are otherwise identical.

Inside, the cockpit benefits from a high-mount instrument panel that appears to sit atop 208's small-diameter steering wheel, which is leather-clad on up-spec models. Concise, high-class dials for road and engine speed are flanked by smaller gauges for fuel and water temperature. The instrument panel is bisected by a crisp digital screen presenting a speedo repeater, vehicle information, infotainment and trip computer read outs.

In the centre stack, a large 7.0-inch colour touchscreen infotainment screen (available on higher spec models) sits atop ventilation outlets, which themselves are positioned above the car's HVAC control panel. Beneath this, an auxiliary (12V) power outlet, dual USB and 3.5mm auxiliary audio inlets are found nestled over a small cubby-cum-ashtray and a pair of all-too-small drink holders.

Bluetooth telephony and audio streaming is available across most models while satellite navigation is optional for "less than 500 euro". Other options include climate control, rear parking sensors, a panoramic glass roof, ambient interior lighting, metallic paint, self-parking system (available late 2012), adaptive headlamps, and cruise control/speed limiter; though just how these will be packaged for the Australian market is yet to be determined.

Speaking at the international launch of Peugeot 208 the manufacturer told motoring.com.au we will have to wait until the Australian debut of the model at AIMS in October for further details.

MECHANICAL
>>Lion's share of economy
A low fat diet, low rolling resistance tyres and a slippery figure (0.29Cd) are one thing, but the dominating force behind this little hatch's impressive economy figures come from its range of three- and four-cylinder petrol and diesel engines.

Setting new standards for CO2 emissions in its class, the 208 utilises technology it says strips as much as 34g/km from the predecessor's figure. The majority of this reduction comes from the adoption of idle stop-start technology (on selected diesel models) which further reduces fuel consumption by as much as 15 per cent, Peugeot says. On 1.4-litre idle stop-start-equipped diesel models, this corresponds to a combined fuel consumption figure of just 3.4L/100km.

In the case of Peugeot's new thee-cylinder petrol mills, an aluminium engine block and cylinder head with integrated exhaust manifold also reduce weight, while variable valve timing (on inlet and exhaust camshafts) and a variable capacity oil pump further improve efficiency.

Across the board, engines are mated to a choice of five- or six-speed manual or assisted (clutchless) manual and automatic transmissions, depending on variant.

The 208 is suspended by a pseudo-MacPherson strut (front) / deformable cross-member (rear) arrangement which Peugeot says builds on the "highly regarded road-holding levels" found in the 207. It is stiffened according to the model under which it is found, and on high-output petrol models is married to a reinforced frontal subframe.

Much like the 208's suspension, braking is also bolstered for higher spec models. Low output models receive a disc/drum combination measuring 266 x 22mm (disc) at the front and 203mm (drum) at the rear while high output models score four-wheel disc brakes measuring 302 x 26mm (front) and 249 x 9mm (rear).

Steering duties fall to a brushless-type electric system. In higher speced models, it is linked to Peugeot's Park Assist self-parking function (available from late 2012) and directional headlamps.

In keeping with 208's environmental ethos, the radiator frame and fan are made from recycled materials while so-called "green" materials are utilised in the construction of the wheel arch innards, rear bumper, soundproofing materials, cargo area carpet, steering wheel, seats, engine cover and air intake, to name but a few. In total, Peugeot says 25 per cent of the plastics in 208 are made from recycled materials.

2012 Peugeot 208 diesel engine line-up:
- 1.4-litre HDi PEF 50kW/160Nm 3.8L/100km 98g/km
- 1.4-litre e-HDi PEF 50kW/160Nm 3.4L/100km 87g/km
- 1.6-litre e-HDi PEF 68kW/230Nm 3.8L/100km 98g/km
- 1.6-litre e-HDi PEF 68kW/230Nm 3.8L/100km 98g/km
- 1.6-litre e-HDi PEF 84kW/285Nm 3.8L/100km 99g/km

2012 Peugeot 208 petrol engine line-up:
- 1.0-litre VTi 50kW/95Nm 4.3L/100km 99g/km
- 1.2-litre VTi 60kW/118Nm 4.5L/100km 104g/km
- 1.4-litre VTi 70kW/136Nm 5.6L/100km 129g/km
- 1.6-litre VTi 88kW/160Nm 5.8L/100km 134g/km
- 1.6-litre THP 115kW/260Nm 5.8L/100km 135g/km

To see which engines and body styles will be offered locally, please click on this link.

PACKAGING
>> TARDIS-like tiddler
As we touched on earlier, Peugeot 208 places much of its packaging emphasis on better utilising available space, rather than simply stretching the car's external proportions. Or, as Peugeot 208 Consolidation Manager, Christophe Clochard put it: "Compared with the 207, we wanted a vehicle which is smaller on the outside and larger on the inside".

To highlight this, we note an identical wheelbase to the preceding 207 model, but with shorter front (-60mm) and rear (-10mm) overhangs, a shorter roof height (-10mm) and narrower body (-20mm). Passenger space is improved by the adoption of slimmer front seat backs which allow more rear passenger kneeroom (+50mm) without detracting from front seat comfort, adjustability or support. Otherwise, accommodation levels are comparable to those of the outgoing model.

The manufacturer says special consideration has been placed on improving 208's acoustic and vibration damping, Peugeot "encapsulating" drivetrain NVH to improve the quality of the cabin's ambience.

Numerous storage compartments exist throughout the cabin, including within the centre console, door pockets and glovebox. The cargo compartment has grown (+15 litres) to offer 311 litres of space, or 1152 litres with the parcel shelf removed and 60:40 split rear seats folded.

Finally, the elimination of excess weight has helped trim 208's packaging toward improved fuel economy and on-road dynamics, while at the same time maintaining strict safety standards. The extensive use of ultra high tensile strength steel panels and framework, laser welding and the re-evaluation of the design of literally hundreds of components have shaved 110kg from comparable diesel-powered 207 models and a whopping 173kg from similarly equipped petrol-powered 207s. As a result, the Peugeot 208 now tips the scale from just 975kg (dry weight).

SAFETY
>>Five-star shoe-in
Despite their diminutive proportions, all 208 variants benefit from a full complement of safety equipment, much of it usually reserved for upper segment models.

On the list are stability control, anti-lock brakes, traction control, brake assist, electronic brakeforce distribution, deformable structures at the front and rear -- particularly, an aluminium frontal subframe -- six airbags, two ISOFIX locations and three top-tether child seat anchorage points.

An active footrest, collapsible steering column, retention pin-type front door fixing points, seatbelt pretensioners and anti-whiplash head restraints further highlight just how complete the 208's safety package really is.

Peugeot is confident the 208 will achieve a five-star EuroNCAP safety rating.

COMPETITORS
>>Position, position, position
In Europe, where price positioning sees the model compete more fairly with Continental rivals, as well as those from South Korea and Japan, Peugeot 208's competitors are arguably more clear-cut. But in Australia, Pug's premium perception, perceived higher servicing costs (Peugeot actually offers capped price servicing from $330 annually) and bulk of budget-busting rivals could unfortunately serve to turn potential buyers away.

Bureaucracy aside, the 208 is faced with a near-endless array of adversaries which include the Citroen DS3, Fiat 500, Ford Fiesta, Opel Corsa, Renault Clio, Skoda Fabia and Volkswagen Polo, to name but a few...

If, however, Peugeot manages to more realistically position the new 208 against the likes of, say, Hyundai i20, Kia Rio and Toyota Yaris, its sales numbers -- and a more thorough model mix -- could well see it achieve deserved success.

ON THE ROAD
>>Small car stability, light car maneuverability
Testing those models that will arguably form the greater share of 208 sales locally, we find Allure (mid-spec) 1.6 VTi (petrol) and 1.6 e-HDi PEF (diesel) presenting similar levels of dynamism and performance, with obvious nods toward torque and fuel economy from the diesel-powered variant.

Road and engine noise is well attenuated, though wind noise about the A- and B-pillar is clearly evident at highway speeds. Visibility is, for the most part, excellent, with the exception of some A-pillar obstruction on tight, winding mountain roads. It's worth noting that we also observed some reflection of the dashboard plastics in the windscreen in those vehicles offered with lighter interior hues.

The steering is direct and well assisted however it can feel numb at speeds where greater tactility is preferred. The position of the small diameter wheel can take a moment to get used to, especially when you're used to looking at the gauges between the rim and the hub, and not over the top of the wheel.

208 rides well and soaks up coarse and uneven surfaces with aplomb, transmitting little in the way of bump steer. That said, larger craters are felt. Handling is on par with most in this category, though we did notice that understeer was prevalent on slick, billiard table-smooth Portuguese mountain roads -- perhaps as a consequence of the low rolling resistance Michelin rubber fitted to our press vehicles.

The 68kW/230Nm turbocharged diesel exhibited gutsy performance, delivering torque across a wide band, tractable until well past 4000rpm; but like most diesels running out of puff shortly thereafter. As strong as it is, there is a moment of lag present when getting off the line and it's this "switching" on to boost that sees this engine lack some of the fluidity of response offered from more modern variable geometry turbochargers.

In 88kW/160Nm petrol models we find an engine that presents a surprising amount of low-down pulling power for a normally aspirated (non-turbocharged) four-cylinder. The engine employs variable valve timing to maximum effect, revving to 6500rpm with little fuss. The only real criticism of this drivetrain is that its manual transmission lacks a sixth ratio, pushing our day's driving into 7.6L/100km -- almost two litres above the advertised fuel consumption figure.

Both models, tested here in manual guise, offer an uncluttered pedal box, positive gear shift feel and well modulated braking with ample stopping power. And both present levels of stability usually reserved for upmarket small hatches when travelling at highway speeds.

Barring the minor criticisms listed 208 is certain to prove a shot in the arm for Peugeot's somewhat stagnant local line-up and capture a larger share of the lucrative second-car market.