It is the queen of electric cars in France. Recently technically retouched, the Peugeot e-208 promises more autonomy and versatility. We passed it to the Supertest.
Before going under the banner of Stellantis, the PSA group began its race towards total electrification, despite the hesitation of some of its leaders. This is how 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 in the group. His mission, and no less important: to mow the lawn under the wheels of the Renault Zoé, the most popular electric car in France.
And the commercial performances are there since the urban electric car takes the very popular first place in the ranking in the first half, 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 really worth it 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 a unique engine since its appearance. It is powered by a 136 hp (100 kW) front electric motor for 260 Nm of torque. But beware, this cavalry is only available with Sport mode, while it takes 110 CV with Normal mode (by default in each output and that we will use throughout this test), or 82 CV in Eco mode. This will It allows to aspire to a 0-100 km/h in 8.3 s and a maximum speed of 150 km/h in terms of approved performance.
Under the floor is a battery with a gross capacity of 50 kWh, including 46 kWh useful. This is enough to limit the versatility of the city car, which technically cannot afford a much more generous drive. Even so, the efficiency would be there since it now promises 362 km of autonomy according to the WLTP standard. An upwardly revised value (+25 km) recently thanks to a revised gearbox, better ventilation control thanks to a new humidity sensor on the windscreen and some software tweaks.
On the charging side, the specifications are maintained with an on-board charger of 7.4 kW in series AC charging, and a maximum power of 100 kW in DC charging. According to the manufacturer, it takes at least 7h30 to fill the tank on a slow terminal and 30 minutes to recover 80% autonomy on a fast terminal.
All our measurements of consumption of the Peugeot e-208
Mixed autonomy: 301 km
Small and light (1,455 kg according to the data sheet), the Peugeot e-208 quickly shows its advantageous characteristics when it comes to increasing consumption. Especially in this test configuration offered by the manufacturer, in the Allure finish, which, if it does not have the sulphurous appearance 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/100 km. That’s almost as good as the MG 5 on the same run, allowing you to aim for 346km of range in these conditions. On the highway we notice a consumption of 14.4 kWh/100 km, while on the highway the appetite rises to 18.1 kWh/100 km.
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, allowing it to support a mixed range under our 301km protocol. A fairly correct score, since it represents a drop of 16.95% compared to the WLTP average.
|Cons. Average A/R (kWh/100km)||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 rates, the Peugeot e-208 shows its weaknesses more quickly during long motorway trips. It demonstrates once again that the electric car fights to get out of its comfort zone and the field of use for which it was imagined: more than ever, a city car fights for the motorway. It is difficult to say that the observed average consumption of 20.8 kWh/100 km is high. In absolute terms, it’s still interesting, although some of you might say it looks a lot like that of a much bigger and heavier Tesla Model Y Performance. But in relative terms, 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 to an average range of 221 km in total on our reference route, or 155 km with full payload between 80 and 10%. In detail, we note a consumption of 19.1 kWh/100 km without passing through Lyon, and 22.1 kWh/100 km maximum in a stage absorbed exclusively at 130 km/h. So care will have to be taken, especially since the e-208 only presents a non-linear estimate of the remaining autonomy, and not a percentage indicator (not available with the classic instrumentation of this version).
Instantaneous fuel consumption of the Peugeot e-208
Even in our full consumption study, we also take readings at fixed speeds almost instantaneously. At 110 km/h, the e-208 had an appetite of 17.1 kWh/100 km, or 269 km of autonomy. At 130 km/h, the consumption amounts to 22.1 kWh/100, which coincides with our measurements during our long journey. The difference in total autonomy between these two speeds is 61 km, not insignificant in a vehicle with such little autonomy on the road.
|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 both the worst and the best. Again, not that its consumption on the highway is crazy in absolute terms, but it feels much more comfortable at lower speeds, especially in a very favorable route. 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 in the lead until then with a reading of 12.6 kWh/100 km. This allows you, in theory, to aspire to a range of 414 km in the best case. In contrast, on a flat 50 km stretch of motorway that serves as a reference for this workshop, consumption increased to 21.7 kWh/100 km.
The consumption gap is significant, since it admits 48.85% more in the least favorable situation. The autonomy is then almost double (95.5%), one of the largest differences that we have been able to measure.
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Performance of the Peugeot e-208
The Peugeot e-208 is equipped with a 136 (100 kW) engine at the front. But this is only available with Sport mode, which barely improves performance with 0.3s better at 80-120km/h at an equivalent load rate. It’s okay, but not necessarily better than what’s done elsewhere. On the other hand, the advertised power is never fixed in the city car, and decreases significantly as the available load plummets. From a kickdown time of 5.80s at 80-120km/h, it went to 14.93s at 10% load, never showing stability in 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 maintain with all electric cars that pass the Supertest from now on, and more. With 80% charge available, the city car supported a 0-100 km / h in 8.38 s. and a DA of 400 m in 16.32 s.
Still, the feel is there with a satisfying response, though the cartoonish liveliness of the accelerator pedal in Sport mode is less pleasant when the pace is relaxed. To be used only on rare occasions. Small steering wheel in hand at the helm of a well-honed chassis, the city car gives a smile 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, its limits are quickly reached and you quickly lose the front end. If it offers a B-mode that we could claim more downforce from, we often take the brakes with the e-208. Too bad, pedal consistency isn’t the most convincing with hesitations between regenerative and mechanical braking causing the control stroke to oscillate.
|80% responsibility status||50% liability status||20% liability||10% liability|
|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 it is not worth it), the Peugeot e-208 stands out where it is expected: in the city. 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 pleasure of driving is also found on roads and highways, where we appreciate its elaborate soundproofing, which allows it to be among the quietest in our category.
Once the good driving position is found, but above all the correct adjustment of the steering wheel so as not to hinder the vision towards the counters, comfort seems to be satisfactory. It is even to consider long journeys on board, although its autonomy measure 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, those in the back could suffocate. In addition, with 311 liters of volume, the trunk is too narrow: with 102 cm between the rear wheel arches, an electric scooter does not fit there!
|at 50km/h||at 80km/h||at 110km/h||at 130km/h|
|Sound level on board (in dB)||66||70||72||75|
Peugeot e-208 Supertest: the results
The Peugeot e-208 stands out in the exercise for which it was designed: dealing with everyday life in the city. Light, manageable and quiet, it offers a decent average battery life for the week. True qualities of an electric city car, combined with pleasant driving pleasure. But there the praise ends, as its versatility is quickly limited, whether in terms of habitability or autonomy outside cities. Because if the consumption is always low, the small battery does not allow you to venture very far without having a knot in the stomach. A concern further reinforced by a gauge that is difficult to understand and the absence of a trip planner on board. Points that we will raise in the second part of this Supertest dedicated to recharging and long trips.
The Peugeot e-208 in Allure test finish is priced at €34,230 with sufficient equipment, although less attractive than the top-of-the-range GT, but much more expensive. The note is at the heart of the segment and, ultimately, not so far from an equivalent Renault Zoé, less pleasant to drive but a little more livable.
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