Peugeot 208 1.2 Hybrid 100 GT 5dr e-DSC6

Ten Second Review

Peugeot's 208 Hybrid e-DSC6 fills the gap between conventionally-engined and full-EV models in the 208 supermini line-up. If you like the 208 but aren't quite ready to go all-electric, it's an appealing compromise.

Background

If you're fed up with waiting for the mainstream makers to bring you an affordably priced EV supermini, then you're probably considering a Hybrid alternative. Not long ago, when it came to that, there didn't seem to be much choice - you selected between two Japanese contenders, the Toyota Yaris and Honda Jazz. More recently though, the Stellantis Group has developed a self-charging Hybrid engine enabling two further class options to appear, Hybrid versions of the Vauxhall Corsa and the car we look at here, Peugeot's 208. The 208 has long been the most avant garde-looking supermini. And in this form, it's the sharpest looking Hybrid supermini too - but there's a price to pay for that. Should you be prepared to pay it? Let's take a closer look.

Driving Experience

As with its Vauxhall Corsa counterpart and the Toyota Yaris (but unlike Hybrid versions of the Renault Clio and the Honda Jazz), the Hybrid engine in this 208 is available in two states of tune - 100hp or 136hp. The 48V system is based around the 208's familiar 1.2-litre three cylinder PureTech petrol engine mated to a bespoke 6-speed e-DSC6 dual clutch auto transmission. Bespoke because that gearbox's casing houses the DC inverter, the Engine Control Unit and a little 28hp electric motor powered by a tiny battery secreted beneath the front passenger seat. As you drive, the petrol engine and the electric motor can operate together - or separately. And, unlike with a mild hybrid system like that fitted to say, a Hyundai i20, here the car can be driven for short urban distances (under 18mph) on electric power alone. The motor also assists the engine under acceleration - such as from standstill to 62mph, which takes 9.8s for the 100PS model (nearly a second quicker than the equivalent Hybrid Corsa) or 8.1s for the 136PS version (half a second quicker). Mind you, the base variant's figure is only 0.3s faster than the equivalent un-electrified PureTech 100 derivative. During deceleration, the petrol engine stops and the e-motor acts as a generator to recharge the Hybrid system's 48V battery. The battery also stores the energy recuperated by the regenerative braking system.

Design and Build

This Hybrid 208 does of course share all the recent updates made to its range stablemates. The changes made to the facelifted version of this second generation 208 aren't major, but they do bring the look of this supermini into line with latest versions of the 2008 and 508. There's a bolder version of the car's distinctive three-fang daytime running light signature. Along with a broader front grille. At the back, the tail lamp bar has been revised with a trio of red 'claws' extending the width of the tailgate. As before at the front, there's a large, intricately detailed grille with triple white LED headlights. Inside, not too much has changed. There's a redesigned gearstick. And the big 10-inch centre screen that was previously reserved for top-spec models is now standardised across the range (though it gains a high-definition panel in pricier 'Allure' and 'GT' variants). As before, this 208 features Peugeot's 'i-Cockpit' design philosophy which sees you viewing the instrument screen over the top of the wheel rim, rather than conventionally through the wheel spokes. A continuing really nice cabin detail is the fold-down flap under the 'piano key'-style keys that decorate the centre console, concealing an area which can house your smartphone in several different ways while it charges - either inductively or via two charging points. And the area has an angled lip so that you can view your 'phone's screen while it's charging. At the back of this 208, you'll find decent passenger space for a car of this size. And Peugeot's keen to point out that the e-208 all-electric version has the same amount of rear seat legroom and boot space (311-litres) as the fossil-fuelled derivatives.

Market and Model

Pricing for this Hybrid e-DSC6 208 is pitched very similarly to its Vauxhall Corsa Hybrid Stellantis Group cousin. Which means that from this varint's introduction, the figures were pitched from just over £23,000 - around £1,800 more than a conventional 208 PureTech 100 manual model. That price is for base 'Active' trim with the 100hp version of this engine. With mid-range 'Allure' trim, you're looking at around £25,000. With top 'GT' trim, where the 100hp unit costs just over £27,000, you're offered the chance to find £1,200 more for the perkier 136PS version of this Hybrid unit - though that takes the price to well over £28,000. 'Allure' and 'GT' models come standard with the brand's 'Peugeot i-Connect' package, with the option to upgrade to 'i-Connect Advanced' which features live TomTom navigation and natural voice recognition. 'Allure'-spec gets you 16-inch 'Noma' diamond-cut alloy wheels, upgraded to 17-inch 'Yanaka' diamond-cut two-tone alloy rims on 'GT' versions. The 'GT' variants also get a 3D instrument screen, dynamic ambient lighting, 'Adamite Green' stitching across the dashboard and upholstery trimmed in black alcantara with 'Adamite Green' stitching. Customers will choose between seven body colours, two of which are freshly added - 'Agueda Yellow' and 'Selenium Grey'. the other colours are 'Cumulus Grey', 'Nera Black', 'Bianca White', 'Elixir Red' and 'Vertigo Blue'. All 208 Hybrid models feature gloss black door mirrors, irrespective of the colour chosen, and the 'GT' variants come as standard with gloss black wheel arches.

Cost of Ownership

In 100hp form, this 208 Hybrid manages up to 65.9mpg on the combined cycle and up to 96g/km of CO2 (around 3mpg and 6g/km better than the equivalent Corsa Hybrid). In 136hp guise, the figures aren't much different - bests of 65.0mpg and 97g/km. To give you some class perspective, a rival (cheaper) Renault Clio E-Tech full hybrid manages 65.7mpg and up to 96g/km of CO2. For reference, an ordinary non-electrified 208 PureTech 100 manual manages up to 58.2mpg and up to 109g/km. But that variant's BiK-rated at 29% - compared with 25% for this Hybrid. This 208 Hybrid's petrol engine has been optimised for efficiency and operates in the Miller combustion cycle. This thermodynamic cycle is enabled by the variable geometry turbocharger, which enhances performance at low rpm, and variable valve timing. A belt-driven starter combines with the e-motor to start the petrol engine from cold. The belt-starter also restarts the engine quickly and seamlessly while driving. As for peace of mind, well there's the usual unremarkable Peugeot three year 60,000 mile warranty. Insurance groups are between 22E and 29A.

Summary

The 208 Hybrid isn't the most affordable petrol/electric supermini, but it might well be the one you'd be tempted to stretch to. No you won't get the same feeling of ecological smugness you'd get if you found the extra for an E-208 full-EV. But that variant requires an awful lot extra - and there's the ever-present issue of range anxiety on longer trips. A 208 Hybrid owner won't be troubled with that, yet for around half the time in urban travel, the car will still be running largely on battery power. Right here right now, you might see that as an ideal combination if you've decided on a 208 - and we would find it difficult to disagree. In the future, things might be very different but for now, get one of these and you'll probably feel you made the right choice.