It is the queen of electric cars in France. Recently technically retouched, the Peugeot e-208 promises greater autonomy and versatility. We pass it to the Supertest.
Before passing under the banner of Stellantis, the PSA group began its race towards total electrification, despite the hesitation of some of its leaders. Thus came the Peugeot e-208 on the market, which inaugurated a new dedicated platform and an unprecedented 100% electric mechanism, shared with many other cars of the group. His mission, and not least: to cut the grass under the wheels of the Renault Zoé, the most popular electric car in France.
And the commercial performances are there, given that the electric city car conquers the very welcome first place in the ranking in the first half, with a total volume of 9,712 registrations. The Dacia Spring, the cheapest electric car, is behind with 9,203 units. But how much is it really worth on the road? Answer with our Supertest.
Presentation of the Peugeot e-208
The Peugeot e-208 is based on the e-CMP platform developed by PSA and has had a unique engine since its appearance. It is powered by a 136 hp (100 kW) front electric motor for 260 Nm of torque. But note that this cavalry is only available with Sport mode, while it requires 110hp with Normal mode (default at every start and which we will use during this test), or 82hp in Eco mode. This allows it to aim for a 0-100 km / h in 8.3 s and a top speed of 150 km / h in terms of homologated performance.
Under the floor there is a battery with a gross capacity of 50 kWh, of which 46 kWh are useful. This is enough to limit the versatility of the city car, which technically cannot afford a much more generous unit. However, the efficiency would be given to us which now promises 362 km of range according to the WLTP standard. A value revised upwards (+ 25 km) recently thanks to a revised reducer, better ventilation control thanks to a new humidity sensor on the windshield and some software tweaks.
As for charging, the specifics remain with a 7.4 kW on-board charger with series AC charging and a maximum power of 100 kW with DC charging. According to the manufacturer, it takes at least 7h30 for a full tank on a slow terminal and 30 minutes to recover 80% of autonomy on a fast terminal.
All our fuel consumption measurements of the Peugeot e-208
Mixed range: 301 km
Small and light (1,455 kg according to the data sheet), the Peugeot e-208 immediately shows its advantageous characteristics when it comes to increasing consumption. Especially in this test configuration proposed by the manufacturer, in Allure finish, which, if it does not have the sulphurous look of the GT Line, is based on 16-inch Elborn wheels and Michelin e-Primacy tires. Also, note that the temperature during these tests was very favorable with 22 ° C on the thermometer and no wind.
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In the city, his favorite playground, the e-208 averaged 13.3 kWh / 100km. It’s nearly as good as the MG 5 on the same route, allowing it to aim for 346km of range in these conditions. On the road, we noticed a consumption of 14.4 kWh / 100 km, while the appetite rose to 18.1 kWh / 100 km on the highway.
In the end, the Peugeot e-208 presented an average consumption of 15.3 kWh / 100 km. It is one of the lowest we have been able to record to date, which allows it to admit a mixed range according to our protocol of 301 km. A pretty fair score, as it represents a 16.95% drop from the WLTP average.
|against average A / R (kWh / 100 km)||14.4||18.1||13.3||15.3|
|Theoretical total autonomy (km)||319||354||346||301|
Long distance on the highway: 221 km
If it shows excellent results on mixed routes and at daily pace, the Peugeot e-208 shows its weaknesses more quickly during long journeys on the motorway. It proves once again that the electric car struggles to get out of its comfort zone and the field of use for which it was conceived: more than ever, a city car struggles on the motorway. It is difficult to say that the observed average consumption of 20.8 kWh / 100 km is high. In absolute terms it remains interesting, although some of you might say that it looks a lot like that of a much bigger and heavier Tesla Model Y Performance. But in relative terms, the autonomy is about 36.2% higher, which corresponds to one of the biggest differences that we have been able to observe.
With its small battery, this translates into an average range of 221 km overall on our reference route, which is 155 km with a full payload of between 80 and 10%. In detail, we found a consumption of 19.1 kWh / 100 km bypassing Lyon, and 22.1 kWh / 100 km maximum on a stage absorbed exclusively at 130 km / h. It will then be necessary to pay attention, especially since the e-208 only presents a non-linear estimate of the residual autonomy, and not a percentage indicator (not available with the classic instrumentation of this version).
Instant fuel consumption of the Peugeot e-208
Also in our comprehensive consumption study, we also took near-instantaneous fixed-speed readings. At 110 km / h, the e-208 had an appetite of 17.1 kWh / 100 km, or 269 km of range. At 130 km / h, consumption rises to 22.1 kWh / 100, which is consistent with our measurements during our long journey. The difference in total range between these two speeds is 61 km, which is not negligible in a vehicle with such a short range on the motorway.
|110 km / h||130 km / h|
|against average (kWh / 100 km)||17.1||22.1|
|Theoretical total autonomy (km)||269||208|
The splits: a record on the road
The Peugeot e-208 is capable of the worst and the best. Again, not that its consumption on the highway is delusional in absolute terms, but it feels much more comfortable at lower speeds, especially on a very favorable course. On our route, however, he set a record by completing the exercise at 11.1 kWh / 100 km. A record in our section, and by far: the MG 5 was leading up to then with a reading of 12.6 kWh / 100km. This allows it in theory to aim for a range of 414 km at best. Conversely, on a flat 50km stretch of motorway that serves as a reference point for this workshop, consumption rose to 21.7 kWh / 100km.
The consumption gap is significant, as it admits 48.85% more in the less favorable situation. The autonomy is therefore almost double (95.5%), one of the biggest differences we were able to measure.
Test – MG 5 Extended Autonomy: consumption, autonomy and performance measured by our Supertest
Performance of the Peugeot e-208
The Peugeot e-208 is equipped at the front with a 136 (100 kW) engine. But this is only available with Sport mode, which barely improves performance by 0.3 seconds more at 80-120km / h at an equivalent charge speed. Okay, but not necessarily better than what is done elsewhere. On the other hand, the announced power is never fixed in city cars and decreases significantly as the available load decreases. From a kickdown time of 5.80 s on 80-120 km / h, it went to 14.93 s at around 10% load, never showing any stability in performance!
Additionally, we were able to put the Peugeot e-208 on the watch with our new GPS measurement box. A new method that we will keep with all the electric cars that from now on will pass the Supertest, and more. With an 80% charge available, the city car entered a 0-100 km / h in 8.38 s. and a DA 400 m in 16.32 s.
The sensations, however, are there with a satisfying response, even if the caricatured vivacity of the accelerator pedal in Sport mode is less pleasant when the pace is relaxed. To be used only rarely. Small steering wheel in hand at the command of a well-sharpened chassis, the city car smiles with its dynamic behavior. So much so that we can even imagine the presence of high-end tires. Dry. Because when the road is wet, their limits are quickly reached and you quickly lose the front end. If it offers a B-mode from which we could claim greater deceleration force, we often take the brakes with the e-208. Too bad, the consistency of the pedal is not the most convincing with clauses between regenerative and mechanical braking, then swinging the stroke of the command.
|80% SoC||50% SoC||20% SoC||10% SoC|
|Times 80-120 km / h (in s)||5.80||7.50||9.80||14.90|
Comfort and life on board
With more chassis than engine (although not worth it), the Peugeot e-208 excels where you expect it: in the city. The smooth ride is there and the damping is well calibrated, especially with these small wheels. In addition, the steering and its steering angle work wonders. Driving pleasure is also found on roads and highways, where we appreciate its elaborate soundproofing, which allows it to be among the quietest in our section.
Once the good driving position has been found, but above all the correct adjustment of the steering wheel so as not to obscure the view towards the counters, the comfort appears satisfactory. Long journeys aboard are also to be considered, although its measured autonomy will allow you to stretch your legs very often. But it is above all a city car, and offers little space on board. When the two front passengers are comfortable, the rear ones could suffocate. In addition, with 311 l of volume, the trunk is too narrow: with 102 cm between the rear wheel arches, an electric scooter cannot enter!
|at 50 km / h||at 80 km / h||at 110 km / h||at 130 km / h|
|Sound level on board (in dB)||66||70||72||75|
Peugeot e-208 Supertest: the results
The Peugeot e-208 excels in the exercise for which it was designed: facing everyday life in the city. Lightweight, handy and quiet, it offers a decent average battery life for a week. The true qualities of an electric city car, combined with pleasant driving pleasure. But the praise stops there because its versatility is soon limited, both in terms of habitability and autonomy outside the city. Because if consumption is always low, the small battery does not allow you to venture far without having a lump in the stomach. A concern all the more reinforced by an indicator that is difficult to grasp and the absence of a trip planner on board. Points that we will raise in the second part of this Supertest dedicated to charging and long journeys.
The Peugeot e-208 with Allure test finish is priced at € 34,230 with sufficient equipment, albeit less tempting than the high-end GT, but much more expensive. The note is at the heart of the segment and ultimately not that far from an equivalent Renault Zoé, less pleasant to drive but a little more livable.