Peugeot 2008 vs Ford Ecosport

What's the difference?

The Peugeot 2008 is a handsome and accomplished little SUV that’s fun to drive and has a cabin that feels a little bit special.

In reality the 2008 is too expensive and isn’t as practical as most of the mainstream compact SUVs.

This is the car you buy with your heart, not with your head.

So, should you buy a base-model Ford EcoSport Ambiente? 

For the money it’s a great little daily commuter with an odd mix of dated trim and a great multimedia, but it’s definitely worth making room in your budget to investigate the Trend or Titanium grades.

Plus, it’s worth keeping in mind that many competitors now offer more comprehensive safety or more powerful drivetrains for not much more money.

The Peugeot 2008 is a smooth operator with head-turning French flair, but the devil is in the detail.

It’s not just the 2008’s well proportioned dimensions or the healthy dollop of exterior black highlights that catch your eye, but Peugeot has added a range of design cues to symbolise the Lion on its badge.

The tail-lights have a 3D effect that make them look like cat’s claws and the daytime running lights on the front resemble a scratch mark. These pair perfectly with the lion head crest on the grille.

Look deeper and you notice the attention to detail.

The 2008's redesigned front grille's slates are colour matched to the car's body colour.

Dual exhaust pipes are finished in chrome, giving the impression of performance even if the car doesn’t deliver on it.

The GT variant gets a two-tone paint job with a black roof contrasting with the body's colour.

Inside there are plenty of high quality finishes. The centre console is festooned in gloss black and there is a lovely carbon-effect textured insert on the dash and doors. 

Some hard plastics below eye-level and on touch points such as where your knee might rub are less impressive. The rear seat loses some of the lustre of the front pew with tough plastics covering the back of the front seats and most of the doors.

The EcoSport has had a second refresh this year, simply removing the spare wheel from the back. According to Ford, this was due to consumers not liking the extra 12kg it added to the rear hatch. Fair enough. 

Personally though, I think it detracts from the EcoSport’s look, the rear spare was a cheeky stab at small soft-roaders of the ‘90s. 

The lack of a spare also makes the side-swinging door a bit pointless now (it also swings the wrong way, toward the kerb instead of away from it, due to its European design origins) and just gives the rear three-quarter another anonymous SUV look.

Aside from that the EcoSport has come a long way styling-wise. 

It has ditched the weird hatchback grille it used to have, instead employing a tough-looking single plastic grille insert, bringing it stylistically in line with larger Ford SUVs like the Everest and Escape. Plus, the plastic guards on the underside give it a fun off-roader look.

Importantly, it strays far enough from its Fiesta underpinnings to look like something new entirely, unlike the Holden Trax, which simply looks like a Holden Cruze on stilts…

Inside, it maintains a little too much of that last-generation Fiesta look. The dash juts too far into the cabin, feeling as though it reduces space, and there is an abundance of terrible plastics and hardly aesthetic textures across the entire cockpit.

The seat trim is some el-cheapo nylon material, but at least it will be easy to clean.

A saving grace is the slick-looking multimedia interface, but it looks so much newer than its surroundings its obvious Ford has simply tacked this on as part of a facelift. Thankfully, unlike some other current Fords, the volume, fan-speed and temperature controls are all dials instead of buttons.

The touchscreen itself, as with most new Ford products, is a pleasure to use and not difficult to navigate. The Apple CarPlay connectivity didn’t throw me any lag or problems.

In terms of interior trim, the Honda HR-V is still the target to beat in this segment, but the EcoSport shapes up pretty well compared to the Trax and ASX with their tiny media screens and equally average interior materials.

Step inside and there is no hiding the 2008’s diminutive proportions.

It’s 4300mm long, 1815mm wide and 1550mm high, which puts it closer in size to the mini Mazda CX-3 than the larger CX-30 it is more aligned with price-wise.

This all adds up to a snug fit in whichever row you sit.

There are a couple of cupholders in the centre console - a smaller one for a standard takeaway coffee and a larger one for drink bottles.

Slight storage bins in the door can hold a regular drink bottle but there isn’t much room for much else.

The wireless device charger is hidden away behind a compartment below the central screen that opens with a push and there are two USB-C ports up front and the rear seats score a USB-C and A connection.

Rear seat passengers do without a dedicated aircon vent, unfortunately.

There is an issue with Peugeot’s i-Cockpit steering wheel and digital driver display, too.

If you like to sit low the chances are the steering wheel will cut off your view of the bottom part of the display. If you prefer to have the seat jacked up, you’ll have better vision of the readouts.

There are piano key-like physical controls for simple climate functions such as the de-mister and auto climate settings. More complex functions are done via the 10-inch central multimedia screen.

The boot is a decent size at 434L and can easily handle a weekly grocery shop or a few overnight bags.

There is only a space saver spare wheel, but this car is aimed at city driving where it is easier to source a replacement tyre.

Despite being based on a car as compact as the Fiesta (complete with aforementioned dash design that feels like it detracts from space), the EcoSport has a good amount of head and legroom in both seating rows.

In terms of storage, there’s a little trench under the air conditioning controls, two decently-sized cupholders in the centre console and what has to be one of the smallest storage boxes I’ve ever used under the armrest.

Rear passengers get… um… not much. There are no storage areas in the doors, no drop-down centre armrest and no air vents in the back of the centre console. They do get two ISOFIX points on the outer seats, though. At least in terms of dimensions, space is decent back there.

The EcoSport’s boot is large. As Ford provides measurements in SAE rather than VDA, it’s hard to compare number for number, but the boot is deep and tall with the seats up, and with them down there’s a nifty variable boot floor so you can level it out or take advantage of the extra depth.

CarsGuide colleague Matt Campbell points out in his latest range review, that one of the EcoSport's main selling points in other markets is that it can fit a whole washing machine in the boot.

The HR-V still aces this segment in terms of flexibility, but the EcoSport possesses one of the most useful boots in its class.

Oh, and the missing full-size spare wheel on the back? That's now gone entirely, replaced with an inflation kit under the boot floor. Don't blame Ford, blame the consumers.

We’ll start with one of the most appealing points of the EcoSport, and that’s price. Our Ambiente is the base-model and comes in at a total of $22,790 before on-roads.

That’s cheap. Especially when lined up against competitors, like the base automatic Holden Trax LS ($26,490), the automatic Mitsubishi ASX ES ($25,490), and the Honda HR-V VTi ($24,990).

It comes closest to the base-model Suzuki Vitara RT-S, which can be had in automatic form from $23,990.

Obviously cheapest doesn’t always mean best, and you’ll notice right off the bat items like the dorky 16-inch steel wheels with plastic hubcaps, cheap black plastic finishes on the door handles and wing-mirrors and bargain halogen headlamp fittings.

Better features for the price are the wing-mirror mounted indicators, new 6.5-inch multimedia touchscreen with DAB+, two USB ports, Apple CarPlay and Android Auto as well as a very welcome reversing camera and rear parking sensors.

Frustratingly, auto headlights are missing… a let down in any 2019 car.

The new touchscreen with Ford’s 'Sync 3' software is the most important value add for the base EcoSport, It’s way better than similar offerings in more expensive base-model competitors, although, unlike the Suzuki Vitara, does not offer sat-nav at this price.

One thing I’m not entirely sure of is why you wouldn’t simply stretch the extra $1700 to upgrade the EcoSport to the mid-spec Trend grade, as it scores a better turbocharged engine, alloy wheels, bigger 8.0-inch multimedia screen with sat-nav, ditches the dorky black plastic finish and adds a leather-trimmed steering wheel. Worth the money for sure.

Lurking beneath the bonnet is a little three-cylinder 1.2-litre turbo-petrol engine that makes 96kW and 230Nm. That’s a decent amount of grunt from the little unit, but again you can get more oomph for less from mainstream rivals.

It is paired to an eight-speed automatic transmission that drives the front wheels.

There is no hybrid help, either.

The EcoSport Ambiente is the only EcoSport in the range powered by a 1.5-litre non-turbo three-cylinder engine.

The Trend and Titanium levels get a more advanced 1.0-litre three-cylinder turbo engine bearing Ford’s 'EcoBoost' branding.

On paper the 1.5-litre in our car is underpowered. It produces just 90kW/150Nm, comparing poorly to four-cylinder competitors like the Holden Trax with its 1.4-litre turbo (103kW/200Nm), the Mitsubishi ASX with its 2.0-litre non-turbo (110kW/197Nm) and Honda HR-V with its 1.8-litre non-turbo (105kW/172Nm).

In practice though, it’s not too bad. Quite a bit of the available torque arrives early, letting the EcoSport zip around city surroundings with ease. It’s only really out on open roads where you’ll feel the power fade away at higher revs.

All EcoSports have a six-speed torque converter automatic transmission and are front-wheel drive only in Australia.

Stiff emissions regulations in Europe mean these little turbocharged petrol engines have a fair bit of self control on the drink.

Peugeot claims the 2008 uses 5.4L/100km on the combined cycle. We used slightly more than this but spent most of the time in the cut and thrust of city traffic where cars use more fuel.

You’ll need to budget for pricier premium unleaded petrol, too.

The bad news for the 1.5-litre three-cylinder is clearly in this department. 

Ford claims a not-great combined figure of 6.9L/100km, and after my mixed drive (freeways on the weekend, traffic during the week) I managed to add another 2.1 litres to that total, bringing my final number to 9.0L/100km.

An average score, considering you can extract better fuel figures from much bigger and more engaging engines. For comparison, I recently scored 8.0L/100km in the 1.4-litre four-cylinder turbo Suzuki Vitara.

All EcoSports have a 52-litre fuel tank, and happily drink base-grade 91 RON petrol.

On the road the 2008 is a bit temperamental.

Most European cars are fitted with stiffer suspension than the cosseting springs found in Japanese machines.

This means you’ll feel bumps and road imperfections through your seat more than other SUVs. It has particular problems ironing out consistent smaller bumps, which can unsettle it and lead the 2008 to skip across them.

The counterbalance to that is a more dynamic drive experience, with the 2008 exerting excellent body control through the bends as it is held in line by the stiffer set-up.

Pair this with sharp, direct and well-weighted steering and it's a fun little SUV to take on a twisting country back road.

Three cylinders might not sound like a lot, but in the real world this is all the 2008 needs.

Its 96kW and 230Nm won’t set the world on fire but the torque is accessed from just 1750rpm, which endows the 2008 with some punch off the mark and it feels zippy when navigating the daily commute.

Don’t confuse that for outright speed, though, the 2008 completes the benchmark 0-100km/h dash in 9.3 seconds.

The transmission is fine when you are accelerating or cruising at motorway speeds, where it uses its many ratios to keep the engine humming along in its sweet spot. There are paddle shifters if you want more control.

In stop-start traffic it isn’t as an accomplished performer. It can struggle to find the right ratio and this leads to a jerky movement reminiscent of dual-clutch autos.

The cabin is well insulated with the outside world kept mostly at bay, but you’ll hear the three cylinder’s charming little rumble when you put your foot down.

Parking is a cinch thanks to its petite proportions and the 2008 has no issues navigating tight city streets or underground car parks.

The EcoSport is a great city companion. With long suspension travel that’s comfortable and compliant, neglected infrastructure didn’t bother the ride much at all, and it was surprisingly quiet during our week.

Prodding the accelerator too far will only lead to disappointment, the engine starts to make a bit more noise, but doesn’t propel the car with an equal amount of gusto. It’s hardly the most entertaining car to drive, even in the small SUV segment.

The steering is great, if a little light and the transmission makes itself largely unknown. Ford’s choice to stick with a torque converter rather than a CVT has probably saved this little engine from being a major let down.

All those features combine with a high seating position and great visibility for a little SUV that’s simply easy to pilot in urban surroundings. 

More can be had from competitors like the HR-V with its excellent ride, and the Suzuki Vitara with its fun-packed engine, but Ford has nailed the experience for daily commuters.

The EcoSport carries a maximum five-star ANCAP safety rating as of December 2017, although it has not been rated to the more stringent standards introduced in 2018 that place a higher importance on autonomous systems.

No EcoSport grade has auto emergency braking (AEB), Lane Keep Assist (LKAS) or active cruise, but Blind Spot Monitoring (BSM) does become available on the top Titanium grade.

It’s a letdown given most competitors are now at least offering low-speed AEB.

Our understanding is that Ford doesn’t even plan to add those more recent active safety features to the EcoSport for the foreseeable future, unlike the Suzuki Vitara which is set to get features like AEB soon.

The Ambiente still has seven airbags, the standard suite of stability systems and hill decent control, as well as the aforementioned reversing camera and rear parking sensors.

Peugeot covers the 2008 with a five year/unlimited km warranty, which is the standard coverage today.

The French brand offers a range of prepaid servicing packs that’ll save you a handy amount compared to pay-as-you-go maintenance.

A five-year plan is the best value, costing $1700 for five scheduled visits every 12 months or 15,000km. That’s $638 cheaper than the pay-as-you-go servicing.

Just like Mazda, Honda and Holden, Ford has updated its warranty recently to five-years/unlimited km coverage. Kia doesn’t operate in the small SUV segment (unless you count the quirky Soul) so five years is the bar to beat.

The 1.5-litre non-turbo three-cylinder engine option was not available in Ford’s service calculator tool at the time of writing but expect it to cost between $230-270 per regular service, jumping to somewhere just under $500 every four years (assuming it keeps a similar pricing structure to the previous engine options).

Ford offers a free loan car while your car is down for servicing, which needs to happen once a year or every 15,000km.