She is the queen of electric cars in France. Recently technically retouched, the Peugeot e-208 promises more autonomy and versatility. We pass it to the Supertest.
Before passing under the Stellantis banner, the PSA group began its race towards total electrification, despite the hesitations of some of its leaders. Thus the Peugeot e-208 arrived on the market, which inaugurated a new dedicated platform and an unprecedented 100% electric mechanism, shared with many other cars within the group. Its mission, and not the least: to cut the grass under the wheels of the Renault Zoé, the most popular electric car in France.
And the commercial performances are at the rendezvous since the electric city car offers the very popular first place in the standings in the first semester, with a total volume of 9,712 registrations. The Dacia Spring, the most affordable electric car, is behind with 9,203 units. But what 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 takes 110 hp with Normal mode (by default at each start and that we will use throughout this test), or 82 hp in Eco mode . This allows it to aim for a 0-100 km/h in 8.3 s and a maximum speed of 150 km/h in terms of homologated performance.
Under the floor sits a battery with a gross capacity of 50 kWh, including 46 useful kWh. This is enough to limit the versatility of the city car, which cannot technically afford a much more generous unit. Still, efficiency would be there since it now promises 362 km of autonomy according to the WLTP standard. A value revised upwards (+ 25 km) recently thanks to a revised reducer, better control of the ventilation thanks to a new humidity sensor on the windshield and some software retouching.
On the charging side, the specificities remain with an on-board charger of 7.4 kW in AC charging in series, and a maximum power of 100 kW in 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% autonomy on a fast terminal.
All our consumption measurements of the Peugeot e-208
Mixed autonomy: 301 km
Small and light (1,455 kg according to the technical sheet), the Peugeot e-208 quickly shows its advantageous characteristics when it comes to raising consumption. Especially in this test configuration offered 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 rims 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.
In town, its favorite playground, the e-208 averaged 13.3 kWh/100 km. That’s almost as good as the MG 5 on the same course, allowing it to aim for 346km of range in these conditions. On the road, we noted a consumption of 14.4 kWh/100 km, while the appetite rose to 18.1 kWh/100 km on the expressway.
In the end, the Peugeot e-208 presented an average consumption of 15.3 kWh/100 km. It is one of the lowest that we have been able to record to date, which allows it to admit a mixed autonomy according to our protocol of 301 km. A rather correct score, since it represents a drop of 16.95% compared to the WLTP average.
|Conso. 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 motorway: 221 km
If it shows excellent results on a mixed course and at daily paces, the Peugeot e-208 shows its weaknesses more quickly during long motorway journeys. It proves once again that the electric car is struggling to get out of its comfort zone andt of the field of use for which it was designed : 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 is close to that of a Tesla Model Y Performance otherwise more imposing and heavy. But in relative terms, the autonomy is higher by around 36.2%, which corresponds to one of the largest differences that we have been able to observe.
With its small battery, this translates into an average range of 221 km in total on our reference route, or 155 km with a useful full load between 80 and 10%. In detail, we noted a consumption of 19.1 kWh / 100 km bypassing Lyon, and 22.1 kWh / 100 km maximum on a stage exclusively absorbed at 130 km / h. It will then be necessary to be careful, especially since the e-208 only presents a non-linear estimate of the remaining autonomy, and not a percentage gauge (unavailable with the classic instrumentation of this version).
Instant fuel consumption of the Peugeot e-208
Still in our complete study of consumption, we also took readings at almost instantaneous fixed speeds. At 110 km / h, the e-208 presented an appetite of 17.1 kWh / 100 km, or 269 km of autonomy. At 130 km/h, consumption climbs to 22.1 kWh/100, which is consistent with our measurements during our long journey. The total range difference between these two speeds is 61 km, which is not negligible in a vehicle with such a short range on the highway.
|110 km/h||130 km/h|
|Cons. 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 as well as 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 route. On our route, however, it set a record by completing the exercise at 11.1 kWh/100 km. A record in our section, by far: day MG 5 was previously in the lead with a reading of 12.6 kWh / 100 km. This allows him in theory to aim for a range of 414 km in the best case. Conversely, on a flat motorway section of 50 km which serves as our benchmark for this workshop, consumption rose to 21.7 kWh/100 km.
The consumption gap is significant, since it admits 48.85% more in the least favorable situation. Autonomy is then almost twice as large (95.5%), one of the largest differences that we have been able to measure.
Performance of the Peugeot e-208
The Peugeot e-208 is equipped in the front with a 136 (100 kW) engine. But this is only available with Sport mode, which barely improves performance with 0.3s better on the 80-120 km/h at equivalent charge rate. It’s okay, but not necessarily better than what is done elsewhere. On the other hand, the announced power is never fixed in the city car, and decreases appreciably as the available load plummets. From a kickdown time of 5.80 s on 80-120 km/h, it went to 14.93 s at around 10% load, without ever showing any stability in its performance!
Also, we were able to put the Peugeot e-208 on the clock with our new GPS measurement unit. A new method that we will keep with all electric cars that will pass the Supertest from now on, and more. With 80% charge available, the city car admitted a 0-100 km / h in 8.38 s. and a 400 m DA in 16.32 s.
However, the sensations are there with a satisfactory response, although the caricatural vivacity of the accelerator pedal in Sport mode is less pleasant when the pace relaxes. To be used only rarely. Small steering wheel in hand at the command of a well-sharpened chassis, the city car gives a smile with its dynamic behavior. So much so that we can even imagine the presence of tires from the upper range. In the 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 more deceleration force, we often take the brakes with the e-208. Too bad, the consistency of the pedal is not the most convincing with hesitations between regenerative and mechanical braking, then causing the stroke of the control to oscillate.
|80% SoC||50% SoC||20% SoC||10% SoC|
|Repeat 80-120 mph (one s)||5,80||7,50||9,80||14,90|
Comfort and life on board
With more chassis than engine (even if it is not worth it), the Peugeot e-208 excels where it is expected: in town. The smooth ride is there and the damping is well calibrated, especially with these small wheels. Also, the steering and its steering angle work wonders. The driving pleasure is also found on the roads and motorways, where we appreciate its worked soundproofing, allowing it to be among the quietest in our category.
Once the good driving position has been found, but above all the correct adjustment of the steering wheel so as not to obscure the vision towards the counters, comfort appears to be satisfactory. It is even to consider long journeys on board, although its measured autonomy will allow you to stretch your legs very often. But it is above all a city car, and it offers little space on board. When the two front passengers are comfortable, those in the back could suffocate. Also, with 311 l of volume, the trunk is too tight: with 102 cm between the rear wheel arches, an electric scooter cannot fit there!
|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: to face everyday life in the city. Light, manageable and quiet, it offers a decent average battery life for the week. Real qualities of an electric city car, combined with pleasant driving pleasure. But the praise stops there since its versatility is quickly limited, whether in terms of habitability or autonomy outside cities. Because if consumption is always low, the small battery does not allow you to venture far without having a lump in your stomach. A concern all the more reinforced by a difficult gauge to apprehend, and by the absence of on-board journey planner. Points that we will raise in the second part of this Supertest dedicated to charging and long journeys.
The Peugeot e-208 in Allure test finish is priced at €34,230 with sufficient equipment, although less enticing than the high-end GT, but much more expensive. The note is in the heart of the segment and ultimately not so far away as a Renault Zoe equivalent, less pleasant to drive but a little more habitable.