Peugeot E-208 review: Confusing, flawed, but ultimately likeable
The Peugeot E-208 has charm by the bucketload, but it can’t quite compete with newer rivals, and it’s very expensive.
Would you believe that? The Peugeot E-208 has been around since 2019, making it older than the Polestar 2 and, just a few years fresher than the Tesla Model 3. Time really has flown that quickly in the EV world.
Previously one of the few all-electric superminis on sale, Peugeot’s competitors have swiftly caught up and, in some cases, eclipsed the E-208, with their own more modern alternatives: step forward the Renault 5 and the Mini Electric.
While a little time-worn in some respects, the E-208 does have plenty of merits: The range is better than some new alternatives, it’s smashing to drive, and it still looks great.
Peugeot E-208 design, interior and technology
Unlike the R5 or the Mini, the Peugeot E-208 isn’t based on an EV-only platform. Instead, it rides on parent company Stellantis’ Compact Modular Platform, which can be fitted with either an electric drivetrain or an internal combustion one.
All of this means that the E-208 doesn’t have a single floor-mounted battery. Instead, separate packs are placed where the internal combustion cars’ mechanical gubbins would otherwise be, providing an H-shape battery layout. The E-208’s sister cars, the Vauxhall Corsa Electric, the DS 3 E-Tense, and the Peugeot E-2008, adopt a similar setup.
The CMP does, however, translate into a compact footprint as the E-208 measures just over four metres long and 1.7m wide. It also looks like the petrol or diesel version of Peugeot’s smallest. That’s no bad thing, as the 208 is an exceedingly pretty car, and our car’s EV-exclusive Agueda Yellow paint really pops. In fact, it looks so good, it’s a surprise it comes as standard.
Inside, the Peugeot E-208 eschews a screen/haptic-only approach. Instead, the centre of the dash gets a 10-inch infotainment screen, with a series of toggle switches to operate the car’s climate-control… which is in the screen. As is the aforementioned screen’s home button. As is the ADAS tab.
While the tactile buttons are a pleasant addition to things, they don’t make a lot of sense. I am not an ergonomist, but surely having the toggles for separate non-screen-related tasks would be a more logical approach.
As for the screen, it’s not particularly nice. It’s the same laggy unit found on the Alfa Romeo Junior Veloce and the Abarth 600e Scorpionissima. The graphics aren’t great, it doesn’t make a lot of sense in terms of layout, and it feels a decade behind similar cars. The day that Stellantis sacks this off in favour of Google built-in can’t come soon enough.
Peugeot says the infotainment screen is Apple CarPlay and Android Auto-compatible, yet the former worked depending on the position of the sun, how the wind was blowing, and the state of the moon. TL;DR, it worked when it wanted to, which wasn’t very often.
Happily, the 10-inch driver’s display is a much more pleasant affair. Placed in a trapezoidal driver binnacle, the unit’s 3D graphics really stand out, and lag is present but still minimal. Once again, this part of the E-208’s cabin isn’t without fault – Peugeot’s tiny i-cockpit steering wheel proves impossible to position, meaning a clear dial readout is nigh-on impossible.
As well as the ergonomic quirks, the E-208’s cabin is tight. Anyone over six feet needs to wheel out their best Quasimodo to fit in the back. Things up front prove not much better, especially if you’re as fat as me. Boot space measures up to 311 litres with the seats up, and 1,118 with them folded 60:40. It’s worth noting that there’s neither a frunk, nor an under-floor space for the charging cables.
While the E-208’s cabin is well-made and visually intriguing with its use of geometrics and varying surfaces, it’s very much a case of form over function. When the second-generation E-208 arrives later this year, rethought ergonomics and a simpler-to-use cabin must surely be a priority for Peugeot.
Parent company Stellantis should also consider a new gear selector design. The ‘Stellantis Comedy Special’ is fitted to everything from the E-208 to the plush DS No8. A bit of variation between two such different cars wouldn’t go amiss.
Peugeot E-208 battery, motor, and driving
Thanks to a 2025 update, Peugeot’s smallest EV is now capable of up to 268 miles on a single charge. Our car in top-tier GT Premium trim came with a 51kWh battery and a front-mounted, 154bhp motor. Range here was slightly less, with Peugeot quoting an official figure of 262 miles.
There is also a smaller 50kWh unit available, which returns a range of between 217 to around 225 miles depending on trim level. More of that in the next section, though.
Historically, Peugeot knows a thing or two about how to make a good-handling hatchback, and the E-208 is no different. The chassis is taut, and despite relatively lowly power and torque figures, the Pug zips along eagerly.
Despite my continued reservations about the iCockpit, the teeny-tiny wheel suits spirited driving, and that’s where the E-208 excels. It’s hilariously good fun on B-roads, and the kickdown from what would usually be the loud pedal adds to the sensation of emissions-free hooning.
The steering rack is rapid and not dissimilar to that of the Mini Electric. Given the Mini’s go-kartesque handling, this is no bad thing. The upcoming E-208 GTI is based on this outgoing model. Promising. Very promising indeed. At motorway speeds, the E-208 is pleasant. While the cockpit is tight, the Alcantara seats are bolstering, and the ride is supple.
Peugeot E-208 price and specification
In a nutshell, the E-208 is not cheap. In entry-level Allure trim, it is priced from £30,150. This gets you a colour-coded upper half of the grille, and… not much else. The infotainment screen and digital instrument cluster is standard across the range, as is hands-free start, connectivity to the Peugeot app, and a driver tiredness camera, which you will inevitably want to turn off.
The £32,300 mid-tier GT introduces full-LED headlamps, a 3D driver display, some black exterior cladding, and an HD rear camera. At the sharp end of the Peugeot E-208 range is the GT-Premium, which is ludicrously expensive at £34,100.
For your money, the top-tier E-208 comes with Alcantara seats, a TomTom-based navigation pack, and more ADAS. The GT-Premium does, however, come with a standard-fit heat pump that comes in very useful when pre-conditioning the car and eking out those precious extra miles during the colder months.
Peugeot also offers all E-208 models with the £1,500 Electric Car Grant, so you can subtract that from the prices quoted here.
Verdict
The Peugeot E-208 is fundamentally likeable. It’s a hoot to drive, and despite being the best part of a decade old, it still looks fresh.
While the form-led cabin is a disappointment, it’s the nigh-on £35k asking price that remains this E-208’s biggest drawback. If Peugeot can nail the next-gen car’s ergonomics and price point, then the R5 and another major rival, the upcoming Volkswagen ID. Polo will have a major fight on their hands.
Peugeot E-208 GT Premium
- Price: £34,900 (without £1,500 Electric Car Grant)
- Powertrain: Single-motor, front-wheel-drive
- Battery: 51kWh
- Power: 154bhp
- Torque: 199lb-ft
- Top speed: 93mph
- 0-62mph: 8.2 seconds
- Range: Up to 268 miles (WLTP)
- Consumption: 4.4 miles/kWh
- Charging: Up to 100kW
Also consider..
- Renault 5: The darling of the electric supermini world, the R5 combines retro looks with an affordable starting price and bags of personality. A multi-award winner for good reason.
- Mini Electric: Retro cool look and feel and much improved range over the original, but comes with the Mini price premium
- MG4 Urban: Nowhere near as stylish or fun to drive, but a proper family hatchback for not a lot of money
