Peugeot 308 SW

The 308 SW is a well equipped family estate with an efficient range of engines and a smart interior. There’s no doubt the latest 308 SW is a better proposition than the first generation car it replaced. It replaces its predecessor’s slack-jawed look with crisp, elegant styling as well as a great deal of load space for an attractive price.

There’s a strong engine line-up too, especially if you’re looking for an economical diesel, although the over-soft ride and lacklustre handling don’t meet the standards of the best in class. Equipment levels are high but the touchscreen system could do with a little more development.

With build quality much improved, and reliability getting the thumbs up from owners in our Driver Power survey, the 308 SW should appeal to drivers looking for practical family transport. We’d pick the diesel-powered 1.6 BlueHDi 120 in Allure trim for its great mix of performance and economy.

Our Choice: 

Peugeot 308 SW 1.6 BlueHDi 120 Allure.

The Peugeot 308 SW is based on the 308 hatch that was introduced late in 2013, so it looks stylish, while the engine range is tuned to deliver performance and efficiency.

It’s a lot longer than the hatch, with a stretched wheelbase that means there is considerably more room inside. This model also benefits from the weight-saving developments applied to the latest generation of 308 hatch. Those changes have helped contribute to improvements in both running costs and the 308 SW’s driving dynamics.

The new SW also comes with a range of new powerplants, including a 1.6-litre diesel that emits just 85g/km of CO2 and a new three-cylinder PureTech turbo that is smoother and punchier than a Ford’s 1.0-litre EcoBoost engine.

A strong diesel engine line-up is an established Peugeot trademark, and the 308 SW is no exception with various power outputs on offer from the 98bhp 1.6-litre all the way up to a 178bhp 2.0-litre GT range-topper. The 308 SW also benefits from a new generation of six-speed automatic gearbox with Quickshift technology.

There are five trims to choose from - Access, Active, Allure, GT Line and GT - and most come very well equipped.

The Access is the entry-point, and even that gets air-conditioning, one-touch electric windows, cruise control, DAB radio and Bluetooth. The Active adds 16-inch alloys, dual zone climate control, parking sensors, auto headlamps and a 9.7-inch touchscreen sat-nav. Allure brings 17-inch alloys, roof rails, fog lamps and LED headlamps, while the GT Line takes the wheels up to 18 inches and adds tinted glass, LED sequential indicators and LED fog lamps, a reversing camera and sporty interior details.

The range-topping GT is the only 308 SW to be offered with the 178bhp diesel engine, and it also features a slightly lower ride height, red stitching on the steering wheel and a driver assistance pack with dynamic cruise control and emergency brake assist.

On top of its extensive kit list, the 308 SW is priced competitively to undercut mainstream rivals like the Volkswagen Golf Estate and the Honda Civic Tourer.

At launch the 308 SW introduced four new engines into the range, taking the overall total to eight – with an even split between petrol and diesel.

The pick of the bunch in terms of petrol engines is the new 1.2-litre e-THP 130 – it’s a three-cylinder turbo that produces an impressive 128bhp and it’s a real advert for the advantages of downsizing technology.

Fire it up, and it’s reasonably hushed at idle, although the stop-start system does cut in and out with quite a bit of a vibration. It’s paired with a six-speed manual gearbox, but this suffers from a vague, spongy shift that makes changing gears feel like a bit of a chore.

The 308 is at its best with a diesel engine under the bonnet though, as the soft suspension setup and comfort oriented ride mean the hushed and punchy new 1.6-litre BlueHDi unit suits the character of the car extremely well. The top-spec GT model is only available with a 2.0-litre BlueHDi diesel with 178bhp, which is mated to a six-speed auto gearbox.

In corners, the 308’s soft suspension means there’s little fun to be had, because the car suffers from plenty of roll, while mid-corner bumps cause it to pitch uncomfortably. What’s more, the small steering wheel feels toy-like in your hands, and an awkward driving position discourages you from attacking bends.

The soft suspension should mean the 308 is comfortable when cruising, but in reality it’s quite unsettled over bumps. The low speed ride is comfortable and controlled, but cars fitted with the larger alloy wheels are noticeably firmer around town.

The 308 SW’s three-cylinder turbocharged ‘PureTech’ petrol engine comes in two guises offering 109bhp and 128bhp respectively – the latter available with manual or auto transmission. 0-62mph takes 11.6 seconds for the smaller engine, and 10 seconds for the more powerful version – and specifying the Quickshift auto shaves another half a second off that time.

The full BlueHDi diesel line-up includes the 99bhp 1.6 with 5-speed manual gears only, the 118bhp 1.6 with 6-speed manual and auto options, and two versions of a 2.0-litre unit. First up is the 148bhp version which comes with the choice of manual or auto gears, while the range-topping 178bhp engine is only available as an auto. 0-62mph times range from 12.8 seconds to 8.6 seconds, depending on your choice.

The new Peugeot 308 SW is lighter than most of its mainstream rivals thanks to a drastic weight saving scheme during its design, and the estate is 140kg lighter than the car it replaces.

That added lightness combined with a body that has been shaped to be more aerodynamic than before helps produce official fuel economy that is really exceptional. The 1.6 BlueHDi version has a decent 114bhp but will return a 88.3mpg on the combined cycle when fitted with the ultra-low rolling resistance tyres that are standard on cars with 16-inch wheels.

The entry-level petrol model is also quite frugal though, and because of this the brand expects it to lead the charge when it comes to private retail buyers. The 1.2-litre triple returns a claimed 60.1mpg and emits just 109g/km.

The 308 SW is on a par with cars like the SEAT Leon ST but comes better equipped as standard, and it undercuts rivals like the Volkswagen Golf and Honda Civic with prices starting at just under £17,000 for the most basic versions, although the residuals are likely to be weaker than either of these competitors.

Standard equipment is impressive though, with even mid-spec cars getting sat-nav and the 9.7-inch touchscreen fitted as standard, ‘Allure’ models get a colour reversing camera, and goodies like 17-inch alloy wheels and full LED lights.

The SW benefits from the same elegant styling as its 308 hatchback brother. Gone are the gaping grille and awkward lines of the 307 SW, replaced by a smart nose, sharp lines and an elegant rear. As well as the extra bodywork behind the rear wheelarches on this estate, a wheelbase that’s 110mm longer creates more room inside.

That also helps with its proportions. The SW is 332mm longer than the hatch, and the addition of the extra back windows, silver roof rails and large wraparound tail-lights means the estate arguably looks even more stylish. Full LED headlights are standard on Allure models and above, while the top-spec GT model adds lowered suspension and a racy bodykit to mark it out from the rest of the range.

Inside, the Peugeot has an attractive dash design. The high-set dials are only just visible over the small steering wheel, while the large touchscreen groups the multimedia and climate controls together to leave the centre console uncluttered. An electric parking brake is fitted as standard on higher-spec models, freeing space for storage.

Some models are available with the £500 optional panoramic glass roof, which does a great job of brightening up the cabin, while the electric sunshade also diffuses the light to keep things feeling airy when it’s not in use. As well as looking good, the 308’s interior feels well built, with high-quality plastics present throughout and some subtle metal trim adding a classy touch.

All 308 SWs have DAB digital radio and Bluetooth, but only the entry-level Access has a standard CD player (integrated). Move up to the Active and beyond and you get a 9.7 inch touchscreen based system that includes satnav with 5 years of map updates, but a CD player becomes a cost option. Peugeot Connect Apps is an optional feature on all models that allows you to access Trip Advisor info on points of interest, as well as Michelin traffic info.

The 308 SW may have one of the biggest boots in its class, but there’s not been quite enough thought given to life inside the car. The glovebox is tiny, and Peugeot hasn’t been lavish with other storage compartments or cubbies.

Also the driving position takes a little getting used to, as you need to drop the small steering wheel down towards your knees to see the dials. At least visibility outside the car is good.

It’s also irritating that you can only adjust the climate control with the touchscreen. So rather than turn a dial, you need to navigate sub- menus and wait for the system to scroll through, which can be a distraction, especially as the display screen isn’t as responsive as rivals’.

The 308 SW’s 4,585mm length means it’s marginally bigger than the 4,562mm VW Golf Estate but a few mm shorter than the Honda Civic Tourer.

Passenger space in the 308 SW is similar to that found in the rival SEAT Leon ST estate. That means there’s just about enough space for grown-ups, although back-seat passengers sit quite high on the flat bench so it feels like there’s less headroom. The headroom problem is worsened by the optional glass roof, so make sure you try sitting in the back before you buy.

The 308 SW’s tailgate is heavy to open, but it reveals a 660-litre boot that’s the biggest in the class. Useful touches include load rails in the floor and seat-folding levers in the boot sides, but the load cover is fiddly to hook into place, and you remove it by twisting it out of position, a process that doesn’t feel well engineered.

Once removed, there’s a slot under the boot floor to store it in, and you can hold the floor up using the built-in hook that attaches to the top lip of the tailgate. Again, though, this solution seems a little cheap when compared to some rival systems.

Fold the seats, and the bases drop at the same time to create a completely flat floor. Total capacity of 1,775 litres is excellent for this type of car - even more than the cavernous Honda Civic Tourer.

However, although the 308 SW has lots of room, it has few practical touches. There’s no under-floor storage, and if you want to use the load rails, you have to add a £150 cargo net. What’s more, the 12V socket is mounted above the load cover, which looks unsightly if you’ve something plugged in and the cover closed.

If you want to pull a caravan or trailer, the 308 SW’s towing capacities range from 1,100kgs to 1,500kgs depending on engine size.

The 308 uses a new platform that will underpin a variety of Peugeot and Citroen models, and so far, things are looking good for the architecture. Owners placed the new 308 hatch on which the SW is based 17th overall out of 200 cars in our Driver Power 2015 satisfaction survey. The car’s reliability was ranked 30th, build quality ranked 24th and running costs and performance seem to have impressed owners too.

The cabin mainly uses soft-touch plastics but some areas are hard and scratchy which spoils the overall effect. Similarly, the touchscreen can be quite fiddly and the sat-nav is not the most intuitive or accurate system we have tried. The connected apps take quite a long time to load and this system could soon feel a bit outdated when compared to (admittedly more expensive) systems in rival cars. Even so, the major mechanical parts are all tried and tested in other Peugeot products and while the 308 does not come with anything more than a three-year warranty it should be relatively trouble free.

The five-door 308 earned five stars in its Euro NCAP crash test, although its percentage scores are lower than the SEAT Leon’s. The 308 hatch scored 92 per cent for adult occupant safety, 79 per cent for child occupant safety, and 64 per cent for pedestrian safety. The Leon hatchback’s scores were 94 per cent, 92 per cent and 70 per cent respectively, and although the cars crash-tested were hatchbacks, the results ought to be a fair indication of the estate variants’ likely performance.

Six airbags are standard on the Peugeot, but collision alert and city braking are only optional on higher-spec cars.

The Peugeot comes with the brand’s standard three year/60,000-mile warranty which looks pretty lame compared to the warranty commitment from Kia of seven-years/100,000 miles. To be fair though, the Peugeot warranty offer will serve the purposes of most owners.

You can set-up an all-inclusive service plan on the 308 SW from just £19.99 per month, and other options include fixed price maintenance for items like brake pads and tyres. However you approach it, the 308 should be pretty cheap to run. 

Peugeot 5008

Since its facelift in 2014, the Peugeot 5008 people carrier has added an extra splash of style to an already convincing package. The revamp has also brought a refreshed engine line-up that now includes the PSA group’s excellent PureTech three-cylinder petrol, and latest BlueHDi diesel options.

The 5008 has surprisingly good handling, plus a comfortable ride and a refined interior. The load area beats rivals from Renault, Citroen and Ford, and there's enough room to seat seven people. High equipment levels make the 5008 look good value, although the depreciation and reliability stories are a little less convincing.

It may not be the class-leader, but the 5008 remains a pretty good all-round bet. We’d take the 1.6 BlueHDi diesel in Active trim for its mix of efficiency and value.

Our Choice: 

Peugeot 5008 1.6 BlueHDi 120 Active.

 

The Peugeot 5008 is a mid-size family MPV that features a practical, seven-seat interior and acres of boot space. It was launched in 2009 to compete in a conservative market segment packed with competent rivals such as the Citroen Grand C4 Picasso, Vauxhall Zafira Tourer and Ford S-MAX.

It may be smaller than the old Peugeot 807 that competed head-on with full-size MPVs like the Seat Alhambra and Ford Galaxy, but the 5008 is arguably more eye-catching than most of its rivals, with elegant looks that were further enhanced in 2014 by a mid-life facelift.

The 5008 shares its underpinnings with one of its closest rivals, the more radically-styled Grand C4 Picasso, both being based on an extended version of the Peugeot 308 SW’s platform. The 5008 also shares engines with the 308 range, including the latest ‘down-sized’ PureTech 1.2-litre three-cylinder petrol unit, which uses up-to-date technology to provide the performance of a bigger engine with greater efficiency.

Most versions of the 5008 are likely to be sold with economical diesels though, as the line-up includes 1.6- and 2.0-litre BlueHDI options offering 118bhp and 148bhp respectively. Like the 308 hatch, the 5008 is also offered with Peugeot’s latest Quickshift six-speed automatic gearbox.

There are only two trim levels to choose from in the 5008 line-up, but both offer a comfortable environment with plenty of luxurious features. It’s also worth noting that the car is only available in seven-seat guise here in the UK, although a five-seater is sold in other markets.

The basic model is the 5008 Active which features 17 inch alloy wheels, cruise control, parking sensors, electric windows, LED running lights, electric mirrors, air-conditioning and automatic headlamps and wipers.

The range-topping Allure spec adds much more kit, including a panoramic glass roof, 18 inch alloys, reversing camera and a pop-up navigation screen on the dash. 

Most versions of the 5008 are likely to be sold with economical diesels though, as the line-up includes 1.6- and 2.0-litre BlueHDI options offering 118bhp and 148bhp respectively. Like the 308 hatch, the 5008 is also offered with Peugeot’s latest Quickshift six-speed automatic gearbox.

There are only two trim levels to choose from in the 5008 line-up, but both offer a comfortable environment with plenty of luxurious features. It’s also worth noting that the car is only available in seven-seat guise here in the UK, although a five-seater is sold in other markets.

The basic model is the 5008 Active which features 17 inch alloy wheels, cruise control, parking sensors, electric windows, LED running lights, electric mirrors, air-conditioning and automatic headlamps and wipers.

The range-topping Allure spec adds much more kit, including a panoramic glass roof, 18 inch alloys, reversing camera and a pop-up navigation screen on the dash. 

The manual gearbox has quite a long throw, which can make it a bit irritating to use, too.

Overall, the 5008 is at its best on the motorway - engine and road noise is kept low, and the comfortable set-up means long journeys are a breeze.

The PSA Peugeot Citroen group’s engine line-up took a leap forward when the highly regarded PureTech three-cylinder 1.2-litre unit was introduced in 2014. High-tech features include direct injection and weight-saving construction but the little three-pot engine has got a big heart. In the 5008 it delivers 118bhp thanks to turbocharging, which gives the big MPV a decent turn of speed. 0-62mph comes up in 10.9 seconds in the official figures, and top speed is 123mph – and it’s also worth mentioning there’s no auto option.

Although the 1.2 petrol is reasonably spritely it’s not the fastest off the line in the 5008 line-up. That honour belongs to the 2.0-litre four-cylinder BlueHDi diesel, which boasts 148bhp. It can knock-off the 0-62mph sprint in 9.9 seconds, is flat out at 121mph, and like the petrol model is available with manual gears only.

The 118bhp 1.6-litre BlueHDi diesel is the engine to go for if you need an automatic, although it’s half a second slower to 62mph than the manual 5008 with the same engine – 12.8 seconds versus 12.2 seconds.

The Peugeot 5008 might be a big family MPV, but it still looks good on the outside and has a very smart interior. The headlights, front grille and bumper have been updated as part of a mid-life facelift, bringing the looks into line with the newest models in Peugeot range.

Like the 308, and 2008 crossover, the 5008’s windscreen is very large and gives good forward visibility, while the darkened pillars and wrap-around lights help the car stand out from the MPV crowd. Opt for Allure spec, and the panoramic glass roof panel gives the interior a palatial, spacious air - as well as creating interesting new perspectives for passengers in the back.

In the cabin, the large, sweeping dashboard means the interior is as stylish as the exterior, and the chrome dials and a raised gearlever - which sits on a stepped section of the centre console – are both features that help to raise the interest levels.

The layout of the buttons and switches is straightforward and it doesn't look cluttered. The fit and finish is pretty good too, with lots of soft feel plastics and everything screwed together solidly. If you want to improve the ambience further you can specify leather trim, while the exterior can be finished in optional pearlescent white for a really extravagant feel.

Top 5008 models come with a colour heads-up display that projects information onto the windscreen in front of the driver, while the pop-up nav system that sits on top of the dashboard is standard on the Allure but optional on the Active.

The system is called Peugeot Connect Navigation and also includes Bluetooth, but DAB digital radio remains an optional extra on the Allure.

If you want Bluetooth connectivity on the Active model, you need to specify it as part of one of the optional Connect Navigation packages.

Unlike the Citroen C4 Picasso the 5008 doesn’t come in normal and ‘Grand’ versions. The Peugeot is offered only as a large seven-seater MPV, so it’s naturally a practical car. There are compromises though, as the third row of seats is cramped and – potentially more significantly - there's not much storage space in the cabin either. Specifically, there’s nowhere on the dash to store loose items and the 5008’s glovebox is tiny, although there is some storage under the floor beneath the middle row of seats – which also have tray tables. When you think about how much stuff families need to store in the car, we reckon Peugeot could have tackled the issue better.

That said, the car has comfortable seating and a good driving position with great visibility from the higher ride height, and standard parking sensors make urban driving a breeze too.

At 4,529mm long and 1,837mm wide the Peugeot 5008 is almost 6cms shorter than the Citroen C4 Grand Picasso and 25cms shorter than the Ford S-MAX.

The Peugeot’s clever independent folding seat system makes getting into the rear seats easy enough for almost anyone - each seat can be moved separately. There’s loads of headroom too, even if you have the glass roof, which loses a couple of cms of airspace.

But while the third row of seats is good enough for children, adults will find it a bit cramped and it's not ideal for long journeys. There are three Isofix child seat mounting points in the middle row, and of course three-point seat belts for three adults too.

With all of the seats folded down you get a huge 2,506 litres of boot space, which means carrying large items is easy. It easily beats the SEAT Alhambra – an MPV from the class above - which offers 2,297 litres with its seats down. Even with the seats in place the 5008 has an impressive 679 litres of boot volume. 

Thanks to a five-star rating from Euro NCAP, we're sure that the 5008 is a very safe car - and the solid handling helps it to feel safe on the road as well. A long curtain airbag that stretches all the way back along the sides of the car is standard on all versions, as are ESP, emergency brake assist, and tyre pressure sensors.

When the 5008 was independently crash-tested – before this latest facelift – EuroNCAP awarded 89 per cent for Adult Occupant safety, 79 per cent for Child Occupant safety but only 37 per cent for Pedestrian safety. In comparison the Vauxhall Zafira scored 94 per cent, 83 per cent and 53 per cent in the same categories.

Deadlocks, marked parts and an integrated stereo all help improve security.

The 2015 Auto Express Driver Power customer satisfaction survey, however, saw Peugeot brand finishing 31st out of 32 overall - not a good sign. Indeed, the pre-facelift version of this same car managed to rank only 135th out of 200 cars when scored for Reliability, and it was rated 200th – dead last – by owners for Build Quality. (The Citroen C4 Picasso scored 160th for Reliability, but 156th for Build Quality.)

This latest version of the 5008 seems decently well-built though, and Peugeot has been making efforts to improve its record. So although it looks bad for the 5008, we wouldn't assume it will be a nightmare to live with.

You get a three-year/60,000-mile warranty with the Peugeot 5008 which is not much to shout about these days in the light of improved offers from the likes of Renault and Kia. The former’s Grand Scenic model is supplied with four-year/100,000-mile cover while the latter’s Carens has a seven-year/100,000-mile warranty.

You’ll need to visit your dealer annually or every 12,000 miles for the 1.6 BlueHDi-equipped cars, or every 20,000 miles for the 2.0 BlueHDi. PureTech petrol drivers will be on an annual or 20,000 mile schedule too.

New Peugeot 208 Allure 2015

Facelifted Peugeot 208 aims to take on the MINI and DS 3 with new personalisation options.

Peugeot is treading a brave path by aiming its facelifted 208 at the likes of MINI and DS. The personalisation options aren’t as extensive, but they do inject new appeal into the strong-selling supermini. The three-cylinder turbo can’t transform it into a hot hatch, but offers enough to become our pick of the updated 208 range. That said, if rock-bottom running costs are key, it’s hard to ignore the new 79g/km BlueHDI diesel.

The 208 is Peugeot’s best selling car. It sold more than 32,000 units in the UK last year, and over a million of the superminis have rolled off the production line in France since 2012.

To sustain this success, Peugeot has injected some new life into its second smallest car – adding upgraded engines, better specs and new safety kit.

Like any mid-life facelift, the styling changes are subtle. All cars get a sharper front bumper, wider grille and newly-designed headlamps, as well as new colours, 3D ‘claw’ LED taillights and refreshed alloy wheel designs.

Peugeot wants to cash in on the lucrative personalisation market, too, so from June you’ll be able to spec a 208 with various option packs and special textured matte paint. The latter, Peugeot says, is “subtly granular to the touch”, yet “more hard-wearing and easier to care for than conventional matte paint.” It’ll be available in two shades of grey from launch, and costs £645.

Under the bonnet, Peugeot has added fuel-saving tech so that all engines are now Euro 6 compliant. Claimed to be the most economical production combustion engine in the world, the 74bhp 1.6-litre BlueHDi emits just 79g/km of CO2 and returns 94.2mpg. Elsewhere, Peugeot has also introduced a new three-cylinder turbocharged petrol engine – it's the one fitted to our test car.

In fact, it’s exactly the same 108bhp unit as in the refreshed DS 3, albeit with a five-speed manual gearbox as opposed to the smooth EAT6 auto. It feels more responsive in the 208, and a quick glance at the performance figures confirms this. It’ll do 0-62mph in 9.6 seconds thanks to a healthy 205Nm of torque, which is quicker than the 99bhp Ford Fiesta EcoBoost (11.2 seconds) and the 113bhp Vauxhall Corsa EcoTEC (10.5 seconds).

What’s more, the tall gearing means despite having only five ratios, the 208 is suitably at home on the motorway. Unlike rivals that leave you longing for a sixth cog, the Peugeot will quietly sit at 70mph in fifth, returning admirable fuel economy in the process.

As a result you’ll find yourself driving around town in second where you’d normally use third – and on A and B roads at 50mph in fourth – but there’s more than enough grunt in reserve for overtaking, and plenty of power to surge away from the lights if needed. There’s the usual characteristic three-cylinder thrum under hard acceleration, but it sounds throaty rather than wheezy, and encourages you to rev it all the way to the red line.

However, don’t think the addition of a turbocharger has turned this 208 into a hot hatch. The steering still lacks feel, and while there’s plenty of grip the suspension does err on the soft side. That’s great if you spend most of your time in town – or even on the motorway – but if your commute includes challenging country roads then the Ford Fiesta remains the handling benchmark.

The basic Access gets air-con, Bluetooth, cruise control and six airbags but you’ll need step up to the Active for alloy wheels and DAB, while our high-spec Allure test car gets bigger rims, auto lights and wipers and rear parking sensors. The top-spec GT Line replaces the previous range-topping Feline and XY cars, adding sportier details and automatic climate control as standard. Safety-conscious buyers can add Active City Stop to all but the entry-level car for between £250 and £430 depending on trim, while sat-nav is a £400 option across the range.

Practicality is unchanged from the outgoing model. This three-door may be more stylish, but the five-door is infinitely more practical if you ever carry rear seat passengers. The decent 285-litre boot is about par for the class, and there are plenty of storage areas dotted around the cabin.

Interior quality is pretty good, too, and all but the basic trim gets a seven-inch touchscreen. It’s not a patch on VW’s latest Polo, but can easily compete with the Renault Clio and new Hyundai i20 thanks to the supportive seats and soft-touch dash materials.

Key specs

• Price: £16,095
• Engine: 1.2-litre 3-cyl turbo petrol
• Power/torque: 108bhp/205Nm
• Transmission: Five-speed manual, front-wheel drive
• 0-62mph: 9.6 seconds
• Top speed: 118mph
• Economy/CO2: 62.8mpg/103g/km
• On sale: June 2015

Peugeot 208 GTi

The Peugeot 208 GTi is well built, good to drive and fast. Has Peugeot finally managed to recapture the spirit of the 205 GTi?

 

Back in the 1980s, the Peugeot 205 GTi took the hot hatch market by storm. It was fast, fun and cheap to buy, while offering all the practicality of the standard car. However, following a disappointing Peugeot 206 GTi and 207 GTi, is the 208 GTi the car to recapture the magic of the 80s?

The 208 GTi marks something of a new era for Peugeot. While GTi versions of the 206 and 207 couldn’t live up to the reputation of the classic 205, this latest hot hatch delivers great performance in a surprisingly grown-up package.

Powered by a turbocharged 197bhp 1.6-litre engine, the Peugeot 208 GTi arrived in 2013, aimed squarely at the Renault Clio RS and Ford Fiesta ST. It's good to drive and relatively cheap to run, with room for four and all their luggage.

While it certainly lives up to its hot hatch tagline, the Peugeot 208 GTi has always lacked the sharp edge of Ford's ST, feeling more comfortable and refined, but less playful as a result. In December 2014, Peugeot launched the 208 GTi 30th Anniversary Edition, adding more power, bigger brakes and lower suspension. We reckon it's the car Peugeot should've made from the start. Despite it's £3,000 premium, it's the pick of the GTi range but only 100 models are destined to the UK. Yet, because it has been so well received, Peugeot has introduced a new GTi by Peugeot Sport trim level, which adds all of the mechanical magic of the GTi 30th.

Like the Fiesta, the Peugeot 208 GTi is only available as a three-door. To set it apart from the standard 208, Peugeot fits the 208 with a unique 3D chequerboard grille, beefier bodywork, and sports seats.

Our choice: 208 GTi 30th Anniversary Edition.

The standard 208 is a familiar shape in the supermini class, but the GTi version has been given enough of a makeover to stand out. GTi badges are added to the chrome trim on the C-pillars in a nod to the oval badges seen on the original 205 GTi.

Elsewhere, you get a chequered pattern for the grille, plus a racy red strip on the lip spoiler, chrome wing mirror caps, a sporty bodykit and 17-inch alloys with red brake calipers. The Prestige model in our pictures adds black paint to the wheels, panoramic glass and cornering lights. Overall, the 208 GTi is neatly proportioned, while the styling tweaks mean it has a more distinctive look than lower-spec models.

Inside, build quality isn’t quite as good as rivals, but there are some sporty upgrades to be found. The part-leather sports seats feature a single red pinstripe, but the 208’s awkward driving position remains. Some of our testers needed to move the small steering wheel down to their lap to be able to see the dials, which feels a little unnatural.

At least the dashboard looks attractive, particularly the glowing red LED surrounds for the speedo and rev counter. The 208’s touchscreen multimedia system is fiddly to use on the move, although the steering wheel-mounted audio controls do help that.

The 1.6-litre engine under the bonnet of the Peugeot 208 GTi is a feisty unit. Churning out 197bhp, it pulls hard from low down in the rev range and in general, feels happy to be worked hard - extracting its full potential is good fun. If that's not enough, you can go for the more powerful 30th Anniversary model, with 8bhp more and a welcome 25Nm boost in torque.

Peugeot has increased the front and rear track of the GTi over the standard car, and there’s plenty of grip
in corners as a result. The steering feels meaty in your hands, although the small wheel does see you taking an awkward, elbows-in driving position to gain proper control. While it has quick responses, feedback is a little vague.

Where the Peugeot really stands out is with its stability. Mid-corner bumps are shaken off without fuss, although if you do breach the limits of grip, the stability control cuts in quite abruptly. Switch off the electronic safety net, and you’ll need quick responses, because while the 208 is rewarding to drive at the limit, it will break away suddenly if you are over enthusiastic with your inputs.

The brakes on the 208 GTi are good and the six-speed manual gearshift is slick, but the steering, despite tweaks from Peugeot making it heavier than in the standard 208, could do with heftier weighting and greater feedback. Still, it’s accurate and quick to respond, plus in combination with the light clutch it makes the 208 GTi easy to drive in town. Opt for the 30th Anniversary model and you'll benefit from a set of brilliant Brembo brakes and a trick Torsen differential.

The suspension on the standard GTi makes it an easy hot hatch to live with, because the 208 deals with bumps much better than most of its hot hatch rivals. The 30th is firmer, but shouldn't pose too many problems if you want to use it every day. Overall both cars are tons of fun on the right roads, but docile enough to be driven every day.

In the past, Peugeot had a reputation for being flaky both in terms of reliability and build. To suggest they'd be able to match the German manufacturers for both would get you laughed at.

There have been electrical niggles in the past with the 208, although with production running for over two years, you would expect these gremlins to be ironed out over time. The 208 did well to finish 49th in our 2014 Driver Power survey, although it only had an average score for reliability.

The GTi should be no different, you can expect it to stand up to the rough and tumble of family life, or whatever else you might fancy throwing at it. In fact, the mix of upmarket materials and solid construction found in the 208 GTi makes the interior of rivals such as the Renaultsport Clio feel low rent.

Despite being a performance model, there’s no reason why the 208 GTi should be any more prone to problems than the rest of the 208 range.

As it's only available as a three-door, the Peugeot 208 GTi is a little less practical than the standard car, which can be chosen as a five-door. It does, though, look very good as the three-door body gives it a sporty profile.

Despite having slightly smaller external dimensions than the Clio, the 208 is almost exactly the same size inside as the Renault, with just enough room for four adults.

The boot is 285 litres - roughly the same as the Ford Fiesta - and folding the split/fold rear seat increases the amount of room to 1,076-litres.

One criticism is that Peugeot has made the steering wheel in the 208 small so the instrument cluster is clearly visible over the top of the rim. However, like the standard car, the top of the chunky wheel in the Peugeot 208 GTi obscures the speedometer and rev counter, which quickly becomes frustrating.

Some people may also find the bolsters on the base of the sports seats a little bit uncomfortable, which is a shame because otherwise they are very comfy to sit in. What's more, like many French cars, the fusebox is mounted in the glovebox, meaning there's precious little space for anything else.

Despite churning out almost 200bhp, the Peugeot 208 GTi is pretty wallet-friendly. Its 1.6-litre turbocharged engine, low kerb weight and polished aerodynamics all contribute to a combined cycle fuel economy of 47.9mpg, with 139g/km of CO2 emissions. From 2015, tweaks to the engine will boost economy to 52.3mpg, while emissions will drop to 125g/km.

Like any quick car, though, drive the 208 GTi hard or mainly around town, though, and expect to see fuel economy tumble to less than 30mpg.

Peugeot doesn't offer a fixed price servicing package for the 208 GTi, so maintenance won't be cheap. However, it's not all bad news because our experts predict that the 208 GTi will hold onto nearly 50 percent of its new value after three years motoring.

Peugeot 2008

Peugeot's 2008 small crossover is a competitive, efficient and stylish Nissan Juke alternative, if not the most fun to drive.

The 2008 is Peugeot's entrant into the fiercely competitive and popular compact crossover market. They combine the compactness and agility of a supermini, with the high driving position and fashionable rugged style of an SUV.

The 2008 uses an extended platform borrowed from the 208 supermini. It's very similar in style and execution to Renault's Captur, and its clear that both were designed with each other in mind. Its chunky and tall, yet curvier and more stylish than most of the opposition, if not as distinctive as the Nissan Juke or Citroen C4 Cactus.

But just because it looks like a shrunken SUV, don't expect to be ploughing through fields - the 2008 is only offered with front-wheel drive, a decision taken to keep weight and costs down. However, Peugeot switchable traction control system and all-season tyres mean it's better equipped to deal with a slippery country lane than the 208 hatchback.

It's more comfortable to drive than the 208, too, with slightly more supple suspension, while inside the boxy lines mean it has decent space inside for its size. There's plenty of room for four adults and the 360-litre boot is bigger than the Nissan Juke's.

There's a wide choice of diesel and petrol engines, but the smooth, punchy and more economical diesels are the clear choice for us. The most efficient 1.4-litre HDi model emits less than 100g/km of CO2, although it's the 1.6 e-HDi that delivers the strongest compromise between performance and economy.

Our choice: 2008 1.6 e-HDi 92 Allure.

A boxy shape and chunky detailing give the Peugeot 2008 a distinctive shrunken 4x4 look that helps it to stand out from the crowd. 

The nose is inspired by the 308 hatchback’s, while the stepped roofline, more traditional silver roof rails and additional chrome trim above the back windows add a bit of interest to the 2008’s shape. The large tailgate is more upright than the Citroen’s, while the lower load lip and level boot floor make loading easy.

Inside, the 2008 feels upmarket, but this quality is matched by the C4 Cactus. There are soft-touch plastics on the dash, a smart centre console touchscreen and blue-rimmed dials. 

However, unlike the Citroen, you need to drop the small steering wheel into your lap to see the dials, rather than peer through the wheel. The seats are comfortable, but as in the Cactus, the driving position isn’t the most natural, although it’s something you soon get used to.

You get a touchscreen infotainment system that’s similar to the Citroen’s set-up, although the scrolling sub-menus take some getting used to. Like the Cactus’ system, the animation takes its time, so navigating through the screens isn't as slick as the system in a Skoda Yeti.

The quality of the switchgear is good, although the Citroen feels better built and has a higher-grade feel. In the back, the seats are comfortable and there’s a decent amount of headroom available, although as with the Citroen, legroom isn’t brilliant.

The Peugeot 2008 works best with the smooth 1.6 e-HDi diesel engine. It can be a little noisy when you work it particularly hard, but it’s not intrusive, and it gives the 2008 a decent turn of speed.

The six-speed gearbox is a little notchy, although it never baulks, and you really feel the benefit of the extra ratio on the road, as you’re not constantly fishing for the right gear The 2008’s raised ride height means there’s longer travel suspension, which you can really feel the benefit of on city streets. 

Allure models come with 16-inch alloys, although the ride is still comfortable on the optional 17-inch wheels fitted to the car in our pictures. Add in sharp steering and a tight turning circle, and the 2008 is a surprisingly capable urban runabout.

Head for the open road, and while the Peugeot has a fair amount of body roll it never feels unstable. At motorway speeds, it’s relaxing to drive, helped by the long sixth gear, which allows the engine to turn at 1,900rpm, although the C4 Cactus was quieter and even more refined at speed.

Allure models come with 16-inch alloys, meaning the 2008 is fairly comfortable. Add in sharp steering and a tight turning circle, and the 2008 is also a surprisingly capable urban runabout.

Head for the open road, and the Peugeot never feels unstable. At motorway speeds, it’s relaxing to drive and is helped by the long sixth gear, which allows the engine to turn at 1,900rpm.

The steering is quick but a little lifeless, meaning the 2008 manages to corner well but lacks a bit of the fun factor.

The 208's running gear and technology have been carried over from the 208 supermini. That car has had its fair share of electrical niggles, especially with the touchscreen infotainment system. We’ve had first-hand experience of these problems in a 208, and at one point the car on our fleet had its whole infotainment system replaced under warranty.

However, 2008 owners praised the general reliability of their cars in our Driver Power 2015 satisfaction survey, so it looks like these glitches have been ironed out. High places for running costs and comfort show it's an efficient and easy car to live with.

Elsewhere, the car’s mechanicals are tried and tested, and used in other models in the line-up, so durability shouldn’t be a problem. The 2008 earned a five-star Euro NCAP crash test rating, and has a similar set of safety features to the Kia, although the Captur achieved slightly better percentage scores across the board.

The addition of grip Control tailors the front-wheel-drive transmission to suit different road types and weather conditions.

The back seats in the Peugeot 2008 fold in a 60:40 split and leave a completely flat load area. There’s also space under the boot floor around the spare wheel, which has extra, hidden storage.

The 2008’s cabin feels bright and airy, but back seat space is pretty tight and there isn’t as much storage, either. 

You get a small bin behind the gearlever, while the glovebox is restricted in size due to the location of the fusebox behind it. Up front, however, it’s roomy and the raised ride height is a definite bonus.

 

The 1.6-litre e-HDi diesel is the most efficient engine in the range, with CO2 emissions of 98g/km and fuel economy of 74.3mpg when combined with the automatic EGC gearbox.

Going for the manual pushes fuel economy down to 70.6mpg, no matter whether you pick the 115bhp or 92bhp version. The entry-level 1.4 HDi diesel performs just as well, with an official fuel economy of 70.6mpg.

The petrols aren't quite as good, with the 120bhp 1.6 VTi managing 47.9mpg and the 82bhp 1.2 VTi claiming 57.6mpg. Expect the three-cylinder turbo engine, arriving in early 2014 to better both of these figures, while boasting as much as 130bhp.

Peugeot 308 GT

Top of the range Peugeot 308 GT is comfortable and well equipped, but it's no GTi.

If pure driving thrills are top of your wishlist, you’ll need to look elsewhere. There’s still lots to like about the 308 GT, though – namely its high quality interior, low running costs and long kit list. It is good to drive too, and if this is a hint of what the upcoming GTi will be capable of, it certainly bodes well.

If you’re in the market for a fast family hatchback you really are spoilt for choice. Among others, there’s the Ford Focus ST, VW Golf GTI and Renault Megane RS – as well as our current top pick, the SEAT Leon Cupra. However, if the relatively high running costs and hefty tax bills put you off, Peugeot has an alternative: the 308 GT.

Granted, the GT is more of a warm hatch than a hot one, but until the 270bhp GTi arrives later this year, this will sit at the top of the 308 range. Having already driven the diesel estate, this was our first chance to try the 202bhp petrol in the UK.

At just over £24,000, it is expensive. But this aside, first impressions are good. Take a seat inside and the 308’s interior oozes quality, with the same sleek, minimalist cabin and upmarket materials as the rest of the range, as well as the familiar downsized steering wheel and high-mounted dials. Our car came with the optional £1,200 heated leather seats, but the standard half-Alcantara versions should suit most buyers.

All GT cars also boast keyless entry and go, dynamic cruise control, GT style badging and aluminium pedals. Outside you’ll notice a set of fabulous 18-inch alloy wheels, twin exhausts and rear diffuser, tinted windows and LED front indicators. The ride height has been lowered by 7mm at the front and 10mm at back for a sportier stance.

Push the starter button and the quiet tickover sounds much like any other petrol-engined 308. However, depress the standard-fit Sport button on the centre console and you’ll get a synthesised yet pleasing sound emitted through the car’s speakers. It also turns the dials red, tightens up the steering and sharpens the throttle response – helping the GT feel slightly more involving on a twisting country road.

It doesn’t affect the car’s dampers, but the lowered suspension actually makes the car more compliant – feeling comfortable over long distances yet communicative when you want to push on.
While the 1.6-litre turbocharged petrol engine will never set your pants on fire, it offers a plentiful rush of torque from just 1,750rpm. It feels suitably quick in a straight line, but there’s no avoiding the fact that this GT is a full second slower to 62mph than many of its similarly-priced rivals.

It has a real tendency to understeer, too, and overenthusiastic drivers will spend their lives staring at the intrusive traction control light flickering on the dash.

That said, it is surprisingly economical, with Peugeot claiming 50.4mpg and just 130g/km of CO2. For comparison, the Ford Focus ST returns 41.5mpg and will cost more to tax, while its closest rival, the Kia Cee’d GT, will only manage 38.2mpg. The diesel we tested last month is better still, but given the petrol’s improved refinement and peppier engine, this remains the GT of choice.

 
Key specs

• Price: £24,095
• Engine: 1.6-litre 4cyl petrol turbo
• Transmission: Six-speed manual, front-wheel drive
• Power: 202bh
• 0-62mph: 7.5 seconds
• Top speed: 146mph
• Economy/CO2: 50.4mpg/130g/km
• On sale: Now