I’m afraid that if the title sounds like I’ve discovered the perfect car, I’ve misled you. In reality, my few days with the Peugeot 208 made me think it could start a revolution… by pushing people towards public transport. Personally, I’d rather take the bus or ride a bicycle than drive the 208.
Before I get labelled a hater, I should say I genuinely wanted to like it. Even after my first negative impressions, I told myself, “give it a few days, it might grow on you.” It didn’t. And it’s not the segment’s fault, I’ve driven other superminis like the Opel Corsa, Volkswagen Polo, Fiat Grande Punto and Ford Fiesta, all of which left a better impression.
Let’s balance things out with some context. Despite its flaws, the 208 sells well. Nearly a quarter of a million units were sold in Europe in a single year, making it one of the top five in its class. Not bad, especially considering the model was already five years old at the time. Still, its predecessor, the Peugeot 206, was comfortably doing over half a million units annually. The 208 can also boast a strong safety performance, earning five stars from Euro NCAP back in 2012.
Design
I still remember the arrival of the Peugeot 206 in the late 1990s. It was a design icon that reshaped the supermini segment in Europe and stayed relevant for years. Against that background, the 208 doesn’t quite have the same impact.
It’s a pleasant-looking car, clean and well-proportioned, but it lacks a bit of charm. On the positive side, it ages well and still looks modern enough. The rear design plays a key role here, especially with the distinctive LED tail lights.
Interior
Inside, things get… interesting. From a design perspective, the 208 scores points. It looks modern and different, with a clean layout, relatively few buttons and a well-positioned infotainment screen.
But then come the two defining features, the tiny steering wheel and the oddly positioned instrument cluster. Together, they create a genuinely uncomfortable driving position. The cluster sits above the wheel, theoretically mimicking a head-up display. In practice, it’s partially or fully obscured depending on how you adjust the wheel. Lower it, and it’s visible but uncomfortable. Raise it, and you can’t see it at all. It’s a clever idea poorly executed.
Materials don’t help either. Hard plastics dominate, and glossy finishes on the climate controls give off a slightly cheap, almost retro appliance vibe. The build quality itself feels solid, but the tactile experience isn’t great.
The seats are another mixed bag. The base is comfortable, but back support is lacking, and the side bolsters are far too soft to hold you in place properly.
Now, the positives. Space is surprisingly good. Once I adjusted the driver’s seat, I moved to the rear and was genuinely impressed. Legroom is generous, and the seating position is comfortable. Four adults can travel without issue. The 285-litre boot is also competitive.
The infotainment system is another strong point. Standard in Allure trim (around €13,000), optional in Active for a reasonable price, it’s something you definitely want. The 7-inch screen offers good clarity, intuitive controls and supports both Android Auto and Apple CarPlay. It’s not the fastest system, but it does the job.
On the Road
The car I tested featured the 1.2-litre three-cylinder PureTech petrol engine with 82 hp and 118 Nm. It reaches 100 km/h in 12.2 seconds and tops out at 175 km/h. Official fuel consumption ranges from 3.9 to 5.5 l/100 km.
From the moment I started it, the typical three-cylinder character was evident. The uneven sound can be charming, but here it’s accompanied by noticeable vibrations at idle, more pronounced than in other similar engines I’ve driven.
Out on the motorway, things improve. Vibrations fade at higher revs, and overall noise insulation is quite good for the class. Road and engine noise are well managed, and combined with the soft suspension, it can be a comfortable cruiser… as long as you’re not the one driving.
Because from behind the wheel, the weaknesses become obvious. The steering is extremely light and completely disconnected from the road. That’s fine in the city, where the 5.2-metre turning circle helps, but at higher speeds it feels vague. The suspension is comfortable over bumps but allows excessive body roll, even with modest enthusiasm. Straight-line stability is also questionable, something I initially blamed on wind, until I noticed the trees were perfectly still.
There was one amusing moment, lifting off the throttle produced a popping sound from the exhaust, almost like a Jaguar F-Type or a Mini Cooper S. Unexpected, but entertaining.
In terms of performance, it’s actually adequate in the city. The initial response is lively enough, and for urban driving it does the job. But beyond that environment, it struggles to convince.
Fuel consumption is decent, though not quite matching official figures. I managed 4.3 l/100 km at a steady 100 km/h, around 5.0 on secondary roads, 6.2 on the motorway at 130 km/h, and 5.6 l/100 km overall across 630 km of mixed driving.
Conclusion
When I started Roadhunter, I promised to be honest. And with the risk of never being invited back by Peugeot, I’ll say this, the 208 is the worst car I’ve driven in the past decade.
Yes, it has its strengths. Yes, it sells well. And yes, some people will like its design. But the driving experience simply lacks any joy. Surrounded by hard plastics, sitting in soft, unsupportive seats, feeling the vibrations of the engine, it just doesn’t come together in a way that makes me happy.
That said, I won’t impose my opinion on anyone. If you’re shopping in the B-segment, go and test it yourself. You might like it, you might get a good deal, starting prices of around €11,000 are attractive. Personally, I’d go straight for the Ford Fiesta.
Eng. Tsvetan Iliev
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