Peugeot 208 review

Quick verdict

Small cars like the Peugeot 208 are synonymous with the brand and the French nation. The latest version sports sharp looks inside and out, carved out from the similarly sporty appearances of other contemporary Peugeots. This helps the 208 stand out in the crowded supermini market. It also rides well, so there is some substance to go with that style.

The latest 208 isn't perfect – interior space is a little compromised in the rear, and it doesn’t have the biggest boot in the class. It’s also more expensive than some of its key rivals, but the 208 does offer buyers a decent level of choice, with three trim levels and a spread of petrol and mild-hybrid engines, plus a couple of electric versions, too.

Peugeot 208: price, specs and rivals

Peugeot has some terrific small cars in its back catalogue, most notably the Peugeot 205, a huge success across Europe in the 1980s and ‘90s. The company went off the boil a bit thereafter, and although it’s produced respectable numbers of subsequent cars, nothing has hit the spot in quite the same way. Part of the problem has been a lack of design flair, which Peugeot has done a lot to address in recent years.

The focus on style really came to the fore in 2016 when Peugeot introduced the second-generation 3008 SUV, which effectively redefined its design language. Follow-up models have included the glamorous 508 fastback and the fashionable 2008 compact SUV, both of which have won plaudits for their style, upmarket feel and pleasant driving characteristics.

But it’s the supermini sector where Peugeot really had to get serious. It’s a core battleground for the French marque and one of the toughest around, with a range of excellent rivals that include the Skoda Fabia, Volkswagen Polo, Renault Clio and, with the electric E-208, the premium MINI Cooper. Peugeot knew it had a fight on its hands, and to its credit, the latest 208 has the chops to take the fight to all of them. 

Mixing with the best is one thing, but beating them is another, and it’s a big ask for Peugeot to return from the fight as a champion. Peugeot needed to ensure that comfort and refinement, decent driving dynamics, strong efficiency and plenty of technology were all present in the 208 if it truly wanted to shake up the supermini sector, and in many respects, it has succeeded.

Not only does the Peugeot 208 still have a traditional petrol engine option, but it is following the trend for electrification across the whole car industry by offering a couple of mild-hybrid engine options with increased fuel efficiency. Plus, there are a pair of all-electric choices for those looking to forgo fossil fuels completely with their next supermini.

Buyers still have a choice of three trim levels: 

1. Entry-level Active
2. Mid-range Allure
3. Range-topping GT

Every model includes LED head- and daytime running lights, rear parking sensors, a 10-inch central touchscreen with Apple CarPlay and Android Auto, and Peugeot's i-Cockpit dashboard setup.

As for propulsion, the petrol range is built around the respected 1.2-litre PureTech three-cylinder engine. The basic, non-turbocharged 74bhp version might be ideal for urban driving, while the more potent 99bhp turbocharged version should be able to cope with the odd motorway. 

Two mild-hybrid versions, 99bhp and 134bhp, come exclusively with a six-speed, dual-clutch automatic transmission. The most efficient of these mild-hybrid models effectively makes having a diesel redundant, so it’s hardly surprising that the unpopular 1.5-litre BlueHDi diesel engine the 208 has been discontinued. 

If you’re looking into the Peugeot 208, there’s a strong chance that the pure-electric version of the car has piqued your interest. The least powerful E-208 offers a range of up to 225 miles from a 50kWh (46.3kWh useable) battery. There’s also a larger capacity, 51kWh (48.1kWh usable) battery and more powerful electric motor, boosting the small electric car’s official range to 248 miles.

How much does the Peugeot 208 cost?

Pricing for the petrol range starts from just under £21,000, rising to a touch below £26,000. The mild-hybrid kicks off at around £24,000 and goes up to nearly £29,000, putting the 208 firmly in the premium area of the market against rivals like the Audi A1 and MINI Cooper. Opting for the electric model will set you back more, with prices starting at just over £28,000, rising nearly £33,000 for the top-of-the-range GT with the biggest battery capacity.

Engines, performance and drive

There’s plenty of clever tech underpinning the Peugeot 208. It’s every inch the modern supermini, and that’s because the car is based on the Peugeot CMP platform, something it shares with the latest Vauxhall Corsa following Peugeot/Citroen’s buyout of Opel/Vauxhall. 

The 208 and Corsa share engine technology, which is a good thing. The 1.2-litre three-pot PureTech unit is a gem, with very little low-down turbo lag in our preferred 99bhp PureTech version. There’s a real fizz to the way it spins up to the red line and, unlike in the old 208, the motor doesn’t make itself heard too much. The six-speed manual feels quite vague and rubbery, and it's the only gearbox choice you can have with a petrol 208. If you need an automatic version, you’ll need to go for either a mild-hybrid 208, or an electric one.

The suspension absorbs bumps well and remains settled over undulations most of the time. It strikes a good balance by delivering just enough comfort at motorway speeds, without compromising its handling on twistier roads, where the 208 feels tauter than the Renault Clio. At low speeds around town, it can get a bit jarring over potholes, but on the whole, it’s compliant enough to keep everyone happy.

While the latest 208 is a step on from what went before, it still doesn’t have the agility and sharpness of some of the better handling superminis, such as the SEAT Ibiza. Its steering feel is a little too light for our taste, and weighs up inconsistently at higher speeds for us to fully feel confident with it. There’s a decent amount of grip, though, and it behaves in a predictable manner – even if you lift off the accelerator mid-corner in an attempt to unsettle it. Overall, it's a safe car suited to urban driving, and copes admirably well with longer excursions. We’d never describe it as being especially fun to drive, though.

One thing worth noting is that the driving modes (Normal, Sport, and Eco) have a far more dramatic impact on the driving experience of electric E-208 models compared with the regular 208. That’s because you only get full motor power in E-208 when using Sport mode. In all other modes, the car limits power to increase efficiency and range. 

The difference was quite pronounced in the GT model we tried, going from the full 154bhp and 280Nm of torque in Sport mode, down to just 80bhp and 180Nm in Eco. There is an override for this in Normal mode by putting your foot flat to the floor, sort of like what you’d do to engage kick down in a traditional automatic car. At least that means you don’t have to consider which driving mode you’re in when overtaking a slower-moving vehicle like a tractor on a B road.

0-62mph acceleration and top speed

Predictably, the 1.2-litre 74bhp petrol is quite ponderous, taking 13.2 seconds to reach 62mph from rest. The better option would be the 99bhp petrol variant because it delivers a far more impressive sprint time of 10.1 seconds, with a maximum speed of 117mph.

The small amount of electrical assistance from the 99bhp mild-hybrid 1.2 model helps it to get off the line more swiftly, completing the 0-62mph sprint in 9.8 seconds. The swiftest 208 is the 134bhp mild-hybrid 1.2 PureTech, which covers the 0-62mph dash in 8.1 seconds.

The less powerful 134bhp E-208 is the quickest electric 208. Due to its lighter battery pack, this version can bolt to 62mph in 8.1 seconds. The extra power of the 154bhp version mostly overcomes the additional weight of the battery, and it manages the same dash in 8.2 seconds.

MPG, CO2 and running costs

As with most superminis, the Peugeot 208 is best suited to urban commutes and shorter journeys. With this in mind, the petrol models will probably suit you best. They’re cheaper and economical enough to make good sense as an overall package.

You might expect the least powerful 74bhp 1.2-litre PureTech option to be the best way to keep fuel costs down, but it’s actually the ‘thirstiest’ version – although 55.3mpg and 120g/km of CO2 emissions aren’t likely to upset anyone’s bank balance. We’d recommend the more powerful 99bhp 1.2 PureTech because it has slightly better fuel economy at 58.2mpg and lower emissions of 114g/km. 

There’s a bit of a jump with the 99bhp mild-hybrid model, because it has a combined figure of 65.9mpg and emissions of just 101g/km, while the 154bhp version found in the GT still manages a highly creditable 60.1mpg, and 104g/km. The downside of both versions is that they cost more than the 99bhp PureTech, and it’ll take a while to earn back that additional expense in fuel savings.

Tax

The mild-hybrid models will be more popular with company car drivers due to lower emissions and reduced Benefit-in-Kind (BIK) company car tax costs. However, the hybrid Toyota Yaris has even lower emissions of 92g/km, potentially saving you more money.

Electric range, battery and charging

If you think an electric car fits into your lifestyle, it’s certainly worth considering the E-208, even in spite of the list price hike over petrol and mild-hybrid versions of the French marque’s supermini. 

The 134bhp, 50kWh battery version offers an official WLTP range of up to 225 miles, which is a useful amount more than the 190 miles of the entry-level MINI Cooper E, and is ideal for many short commutes and even some longer drives if needed. The more powerful 154bhp, 51kWh version will boost the E-208's range up to 248 miles. 

During our testing in warmer weather, the more potent E-208 managed an efficiency figure of 4.3 miles per kilowatt hour, giving it a real-world range based on the usable battery capacity of 219 miles. You will need to add the £400 optional heat pump if you plan on taking longer trips in colder winter months, otherwise, your range figure has the potential to plummet since a heat pump provides a more efficient way of heating the interior in winter weather.

The similar battery sizes mean that both versions of E-208 can be fully charged from a 7kW home wallbox in 7.5 hours, while a 10 to 80 per cent top-up from a 100kW DC rapid charger will take about 30 minutes. 

Those range and charging speed numbers are competitive, but an MG4 can be had with greater battery capacity and more range, plus it can be charged at a faster peak rate of 150kW to compensate for its additional battery capacity.

Insurance groups

Petrol-powered versions of the Peugeot 208 are generally cheaper to insure than the equivalent electric model, but that is not to say they cost less than other supermini rivals, such as the Renault Clio.

The base 74bhp petrol sits in group 15 (out of 50), with the more powerful 99bhp and 128bhp versions in groups 21 and 28, respectively. In comparison, the Renault Clio starts in group 10 for the 90 TCe petrol, rising to group 15 for the E-Tech hybrid models.

The E-208 is more expensive to insure, with all versions landing in group 31.

Depreciation

The E-208 is the worst offender in the 208 range, only retaining 32-33 per cent of its value after three years and 36,000 miles of motoring. The entry-level 136bhp Active loses its value faster than the top-of-the-range 154bhp GT. 

The petrol and mild-hybrid models do better, retaining between 47-48 per cent (the best being the 99bhp PureTech Allure, with the 99bhp PureTech Active losing the most value). That’s on a par with the VW Polo, but behind the Renault Clio, which retains 48 to 52 per cent, or the Toyota Yaris, which maintains between 47 to 55 per cent of its value over the same period. Few can match the Audi A1, which, in 30 TFSI S Line form, retains 58 per cent of its resale value.

To get an accurate valuation of a specific model, check out our free car valuation tool.

Interior, design and technology

The Peugeot 208 has been designed to charm a new generation of customers. Inside and out, the approach is eye-catching, and the quality of the interior is equally impressive. 

Aside from some hard plastics on the doors and glovebox lid, along with the piano black plastic that seems to highlight every fingerprint and light scratch, the dashboard has plenty of soft-touch materials, and it feels well put together. There are also many nice design details, like contrast stitching and configurable ambient lighting. 

The latest 208 uses a revised version of Peugeot’s i-Cockpit set-up, but we still think it won’t suit everyone. Rather than looking through the steering wheel, the 208 has a much smaller wheel you must look over to see vital information, like your speed. We recommend you try the set-up for yourself to ensure you can find a comfortable driving position and still see all the info on the dash.

It’s also worth noting that entry-level Active models get an ordinary set of analogue dials for the driver’s display, but Allure trim and above use a fully digital instrument panel. It works well, and you can change the layout of the display from traditional dials to showing various trip or driving assistance screens, or directions on a map if you've specified the optional navigation system.

This digital display is similar (in theory) to Audi’s Virtual Cockpit, which is available in the Audi A1. Switching between screens in the 208 isn’t as easy as in an Audi, and some people may find the layout takes a bit of getting used to. 

The cheapest Active specification includes 16-inch steel wheels with covers, an alarm, automatic lights and wipers, climate control, Bluetooth, a DAB radio, rear parking sensors, and a basic driver instrument cluster.

Upgrading to mid-range Allure trim adds a 10-inch central touchscreen with Apple CarPlay and Android Auto smartphone connectivity, front parking sensors, an auto-dimming rearview mirror, privacy glass and an acoustic windscreen to reduce noise.

Finally, the top-of-the-range GT spec includes 17-inch alloy wheels, upgraded LED headlights, eight-colour ambient lighting, plus a 180-degree colour reversing camera. Optional extras offered on GT models include adaptive cruise control, blind spot monitoring and a panoramic glass roof.

Sat-nav, stereo and infotainment

All models receive Bluetooth, a DAB radio, a 10-inch touchscreen with wireless Apple CarPlay and Android Auto smartphone connectivity, and a six-speaker sound system. Move up to mid-range Allure, and you can choose a wireless phone charging pad (that comes as standard on the GT model) as an option. The top-of-the-range GT gets an HD screen that looks especially snazzy but doesn’t improve its useability. Like the rest of the range, it can be fiddly to use, and is nowhere near as simple to navigate, or as quick to load as the systems in rivals like the SEAT Ibiza and Volkswagen Polo.

No version of 208 or E-208 comes with sat-nav as standard; that’ll need to be added as an option. Even then, you only get a six-month trial of live traffic information, speed camera locations, weather conditions, fueling stations, and points of interest. You’ll need to take out a subscription if you want to keep it after the trial period expires.
 

Boot space, comfort & practicality

The latest Peugeot 208 is offered exclusively as a five-door hatchback; no three-door versions are available, as you’ll find with the MINI Cooper. Space inside the 208 is adequate, and those six feet or over will feel a little snug in the back.

For 208 drivers, visibility over the shoulder and out of the back is a little restricted – a particular bugbear around town. You get standard-fit reverse parking sensors, but you’ll need to spring for an Allure to get sensors at the front, and a GT for a colour reversing camera.

Adding the Parking Pack to Allure models will give you blind spot monitoring to warn you of approaching traffic alongside you on the motorway and help alleviate over-the-shoulder visibility issues, while adding the same pack to a GT trim adds an additional front camera to supplement the rearview camera. That’s good, but not quite as comprehensive as the 360-degree camera system available on Trophy versions of MG4.

Then there’s the Peugeot i-Cockpit driving position, which features the dials set high on the dashboard, and a small steering wheel you need to look over to see those dials. The wheel must be set low; otherwise, the rim obscures important driving information, such as the speed you’re going. If you're tall, that can place the wheel virtually in your lap, making for an awkward driving position. Some people won't have a problem, but others might, so it's well worth trying before you buy.

Dimensions and size

As we’ve said, Peugeot only offers the 208 as a five-door model – it’s 4,055mm long, 1,745mm wide and 1,430mm tall. These are reasonably compact dimensions, and they come at a cost. The Peugeot 208’s closest rival, the Renault Clio, incorporates a longer wheelbase that provides more interior space for the driver and (in particular) rear passengers.

Seats, leg room, head room & passenger space

The 208’s CMP architecture isn’t as well packaged as the Renault Clio’s platform, because it feels more cramped in the rear, and there’s not as much legroom. Accessing the rear isn’t as easy as it could be, with a small opening being particularly awkward for anyone putting a child into their car seat. The rear seats fold in a 60:40 configuration if required, and every model comes with two ISOFIX mounting points provided on the outer positions.

Boot space

Boot space in petrol and mild-hybrid versions of the 208 is respectable at 352 litres, which is one litre more than a VW Polo, and just under 30 litres shy of the 380 litres provided in the more generous Skoda Fabia. Like the Fabia, the 208 has a significant load lip to heave hefty items over to load up the boot. Unlike the Fabia, you can’t add a variable height boot floor to the 208. 

The electric E-208 loses a little space, dropping to 309 litres. Again, because there isn’t an adjustable height floor, you won’t be able to hide the charging cables, so they must live in a bag, taking up valuable boot space when not in use. If you need to carry longer items, folding the rear seats down expands the 208's luggage capacity up to 1,163 litres. That’s not bad, but if you need greater hauling capabilities, consider the Honda Jazz, which offers 1,205 litres of capacity and seats that fold flat into the floor.
 

Reliability and safety

​The latest Peugeot 208 finished sixth out of 50 models in our best cars to own, which is based on owners' feedback from our most recent 2024 Driver Power customer satisfaction survey. Owners liked the looks, ride, and handling of the regular 208, while 10 per cent of respondents commented specifically about the E-208, and they praised the sprightly performance and low noise levels. The only current supermini that beat it was the third-place Toyota Yaris, while key rivals finished far behind, such as the Volkswagen Polo in 41st place, or the Vauxhall Corsa in 48th position.

Meanwhile, the Peugeot brand finished sixth out of 32 brands in the best car manufacturer rankings. Owners complimented how their cars drove and the running costs. They weren’t too keen on the ease of use, or the infotainment system and its phone connectivity.

The previous-generation 208 achieved the maximum five-star Euro NCAP safety rating – albeit under a less stringent testing procedure – but the newest 208 was only awarded a four-star rating. Criticism was noted for poor whiplash protection for rear seat occupants. Meanwhile, the autonomous emergency braking (AEB) system fitted as standard to all 208 models doesn’t recognise pedestrians and cyclists that well at night, and only top-of-the-range GT models get an upgraded version that works after dark.

All cars get six airbags, lane keeping assist to help keep you in your lane on the motorway, a speed limit recognition system to (hopefully) keep you from breaking the speed limit, a tyre pressure monitoring system to warn you of possible punctures and a stability control system. As mentioned in the interior section, it’s possible to get a blind spot monitoring system if you add the Parking Pack to Allure models and above to let you know of vehicles alongside you. 

It is a shame that you must pay extra for adaptive cruise control (a system that maintains a safe distance from the car in front of you), which is standard on the MG4.

Warranty

Peugeot’s warranty cover is three years or 60,000 miles (whichever comes first), and is a typical warranty period for cars in this class. Some rival brands do offer more generous warranty lengths, including Hyundai (five years), Kia (seven years) and Toyota (up to ten years). It’s possible to extend the warranty, but it’ll cost you extra, and can only be organised towards the end of the manufacturer’s warranty period.

It’s much easier to extend the warrant of the electric E-208 with the Allure Care programme. Just like Toyota, you’ll need to get it serviced at a Peugeot main dealer, and then it’ll be extended by two years or 16,000 miles at a time. The battery pack fitted to E-208 models is covered by a separate warranty, meaning that if it drops below 70 per cent capacity within eight years or 100,000 miles, it’ll be replaced free of charge.

Servicing

Peugeot offers flexible service plans for up to five years, with various mileage options. All packages remain at a fixed cost for the duration of the plan and can be paid for either as a one-off sum, or monthly direct debit arrangement. An approved Peugeot service plan can be purchased up to 12 months after the car’s first registration date.

All petrol and mild-hybrid models require servicing every 12 months or 12,500 miles, while the electric versions can stretch this out to every two years or 16,000 miles.

Used and nearly new

The timeline of the Peugeot 208 begins back in 2012, and covers two generations at the time of writing. Both models have affordable running costs to their name, and prices have been kept in check by their popularity, although the 208 Mk2’s improvements over the Mk1 model in areas like interior quality and equipment make it a more desirable and, therefore, more expensive buy. There have been some reliability concerns in the past with the MK1 208, and the current MK2 certainly isn’t proving to be as dependable as rivals such as the Honda Jazz or Toyota Yaris.

Peugeot 208 history

Peugeot 208 Mk2: 2019-present

Rather than naming its new-gen supermini the 209, Peugeot decided to instead do a second generation of 208. The similarities go beyond the name, too: like its predecessor, the 208 Mk2 has a distinctive design and a broad selection of engines – including an array of petrols, a frugal diesel and for the first time on the Peugeot 208, a fully electric option. Unlike the 208 Mk1, the Peugeot 208 Mk2 is only available as a five-door hatchback, and the second-gen 208’s more premium billing meant it was a bit more expensive than the first-gen model.

Peugeot 208 Mk1: 2012-2019

The Mk1 208 was a capable all-round supermini when new, and was a noticeable improvement over its predecessor, the Peugeot 207. Despite being shorter than the 207, the Peugeot 208 Mk1 was actually a bit roomier for passengers, and the car looked quite stylish inside and out. All Peugeot 208 Mk1s came with the more minimalist i-Cockpit dashboard design that debuted on this model, and most versions were well equipped, though bear in mind entry-level cars didn’t get a touchscreen display or Apple CarPlay and Android Auto smartphone connectivity. Read our full Mk1 Peugeot 208 buyer’s guide here…