The Courier-Mail - Motoring - - Road Test -

wheel and the driver’s seat need to be pre­cisely ad­justed to avoid ob­scur­ing any­thing on the high-mounted in­stru­ment panel.

The prin­ci­ple be­hind this er­gonomic anom­aly is that the driver doesn’t have to glance down — and away from the road — to check speed or en­gine revs. It’s a wellinten­tioned the­ory that doesn’t work well in prac­tice.

The over­all build qual­ity can’t be faulted but some of the plas­tics low in the cabin still look and feel cheap.


The lack of a stan­dard re­vers­ing cam­era doesn’t do Peu­geot any favours.

It can be had for $300 but it is in­creas­ingly be­com­ing an ex­pected safety fea­ture even in small hatches.

Hav­ing to pay $1500 for sat­nav only bol­sters the case to use a mo­bile phone holder and let Google or Siri sort out the route.

Equip­ment apart, as an ur­ban run­about the 208 works well enough.

In turbo form, the 1.2-litre triple be­lies its mod­est ca­pac­ity by will­ingly haul­ing the 208 up to ur­ban speeds.

It isn’t the quick­est in the light-car class but it doesn’t dis­grace it­self, ei­ther.

Auto stop-start and a new six-speed au­to­matic trans­mis­sion pare fuel use to a claimed 4.5L/100km — ex­pect to see up to 7.0L in peak-hour traf­fic.

The sus­pen­sion is heav­ier than a typ­i­cal Asian light hatch. That has the ef­fect of keep­ing the 208 com­posed over mi­nor rip­ples in the road but it can jar on sharp-edged pot­holes or speed humps.


The three-cylin­der is suf­fi­ciently bois­ter­ous for the 208 to sing with the best of them but the vague steer­ing feel doesn’t en­cour­age tak­ing the hatch on a high-tempo dance through favourite curves, de­spite the fact the turn­ing ra­tio ap­proaches go-kart di­rect­ness.

The lack of front-end pre­ci­sion is ex­ag­ger­ated by body roll and pitch­ing un­der brakes.

Nei­ther is ter­ri­ble but they de­tract from what could oth­er­wise be a sporty drive.

The en­gine’s will­ing­ness to rev isn’t re­flected on the speedo, with a 100km/h sprint time of 10.9 sec­onds. Tall gear­ing is the ma­jor cul­prit here and is the price paid to achieve that fru­gal fuel rat­ing.


PRICE $21,990 WAR­RANTY 3 years/100,000km CAPPED SER­VIC­ING $2500 over 5 years SER­VICE IN­TER­VAL 12 months/15,000km EN­GINE 1.2-litre 3-cylin­der turbo, 81kW/205Nm TRANS­MIS­SION 6-speed auto; FWD THIRST 4.5L/100km DI­MEN­SIONS 3962mm (L), 1739mm (W), 1460mm (H), 2538mm (WB) WEIGHT 1070kg SPARE Full-size

Driven less en­thu­si­as­ti­cally, the Pug is a com­posed and quiet car with the in­te­rior space and am­bi­ence to be a de­cent daily driver.


A great new en­gine is let down by a chas­sis that can’t match the best in class for driv­ing feed­back and a driv­ing po­si­tion some won’t be able to rec­on­cile.

At $22K, the 208 Ac­tive en­coun­ters top-end ri­vals from Honda to Toy­ota.

The num­bers don’t quite add up in a seg­ment where value for money is the key de­nom­i­na­tor.

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