Peugeot 208 VS Ford Fiesta
- Unique styling
- Sporty drive
- Spacious and comfortable
- Missing advanced safety
- Barely any cabin storage
- A true hot hatch
- Forgiving but engaging to drive
- Highly specified
- Tight back seat
- Firm ride might not be for all
- Manual-only will limit appeal
In a world of cheap, popular and well-specified Japanese and Korean small hatchbacks, it’s easy to forget the humble French cars that once helped define the segment.
They’re still around, though. You’ve probably seen a few Renault Clios, you might not have seen the tragically underrated new Citroen C3, and there’s at least a chance you’ve seen one of these – the Peugeot 208.
This iteration of the 208 has been around in one form or another since 2012 and is due to be replaced by a second-generation model in the near future.
So, should you consider the aging 208 in a busy market segment? I spent a week behind the wheel of the second-from-the-top GT-Line to find out.
|Engine Type||1.2L turbo|
|Fuel Type||Premium Unleaded Petrol|
Hot hatches are for a relatively small club of enthusiasts, and new small cars are gradually being eliminated from the greater Australian market.
Surely, it makes little to no business sense to bring an Australian audience a small, manual-only hot hatch all the way from Europe, to sell to a pitifully small audience of diehard enthusiasts.
But then, perhaps this is part of Ford’s enduring genius in Australia. You see, while long-time Australian arch-rival Holden stumbled over its ill-fated Commodore sequels and flip-flopped on its SUV catalog, chasing sales numbers in a post-local manufacturing world, Ford let the cars speak for themselves by offering Aussies brightly coloured pony cars and over-the-top pickup trucks which instantly etch themselves on your consciousness as they rumble past.
So, here we are. Ford made the surprise announcement to bring in its Fiesta ST hot hatch a few years ago, and despite a few delays we can now get our hands on it.
The question remains – is it any good? And, what is it like to live with in an Australian capital city? We took one for a week-long urban test to find out.
|Engine Type||1.5L turbo|
|Fuel Type||Premium Unleaded Petrol|
The 208 GT-Line is hardly a car purchased on its value offering; it’s an emotional purchase. Fans of the brand know it, even Peugeot knows it.
Here’s the thing, though, the GT-Line looks the part, is true-to-its-roots in how fun it is to drive, and will surprise most with its spacious dimensions and decent spec level. So, while it might be an emotional buy, it’s not necessarily a bad one.
Have you owned a Peugeot in the past? Share your story in the comments below.
If you want a brand-new city-sized hot hatch which is also entirely track-ready, it is clear you only really have one option to go with in 2020.
Good thing then the Fiesta ST is not only a blast to drive, but it has all of today’s modern connectivity and tech items in an attractive and tasteful package at a not-outrageous price.
It’s just too bad the manual-only aspect will limit its appeal to true enthusiasts.
It might not be for you, but I had come around to the 208’s design by the time I handed the keys back. It’s a bit more upright and frumpy than the slick, conservative design of the Volkswagen Polo, or the swish, cutting-edge lines of the Mazda2.
It’s undeniably a European city car in its short and upright stance, but blazes its own path, even compared to French competitors. I grew quite fond of its weird, slopey bonnet, unconventional face and tough rear wheel arches. The way the rear light clusters clasp the rear to bring the design together is quite satisfying, as are the aluminium-brush alloys, recessed lights and the single chrome tailpipe.
It could be argued that this is a path well-travelled, with this 208 mirroring the design cues of the 207 that came before it, but I’d argue it holds its own, even in 2019. If you’re after something radically different, the styling on its replacement, due next year, is one to look out for.
On the inside, things are… unique.
There are cushy, deep seats for front occupants, with a super vertical dash design, leading up from the deep-set shifter (an older look) to the top-mounted media screen, which is slick, with its chrome bezel and lack of buttons.
The steering wheel is awesome. It’s tiny, strongly contoured and covered in nice leather trim. Its small, almost oval shape is super satisfying to wrangle, and enhances the way you interact with the front wheels.
What is extra strange about it is how far separated it is from the dash cluster. The dials are perched way atop the dash in a layout Peugeot refers to as the ‘iCockpit’. This is all very cool and aesthetic and French if you’re my height (182cm), but if you’re particularly short or particularly tall, the wheel begins to obscure vital information.
Other strange things about the cabin mainly involve little bits of plastic of varying quality strewn about the place. While the overall look is very cool, there are some odd bits of chrome trim and hollow black plastics about that probably don’t need to be there.
The Fiesta wears Ford Europe’s new design language, which has swung back towards curves and bumps from the angular look of a few years ago, being tied to the brand’s broader global range through the use of the Mustang-look rhomboid grille. After the Focus it’s the first car to bring this design language to our market, and heralds a better-looking range of Ford SUVs in the form of the Puma and Escape (a segment in which Ford is struggling to make ground).
Regardless, our Fiesta only comes in one four-door body-style and one trim, this full-fat ST with all the spoilers and contrast detailing.
I love it. It scratches that European hot-hatch itch many have with its compact dimensions balanced out well with more subtle design touches. The 18-inch wheels and contrast grey highlights work well in the ‘Race Red’ colour scheme on our car, which also seems to nicely integrate the rear light fittings.
It’s aggressive but not over the top; there’s an element of subtlety about it, which should be applauded.
Inside, things are interesting. The chunky leatherbound wheel is nice, as are the almost-too-well-bolstered Recaro seats. But the dash is very upright, and the seating position immediately feels just a smidge too high, even in its lowest configuration.
The 8.0-inch touchscreen juts out of the dash into the passenger compartment, making you really feel those tight dimensions. At least everything is easily within reach…
The cabin design is a little dated, with plenty of hard plastics, a more-analog-than-not dashboard and some fittings which could easily be in a last-generation Ford product. Those searching for that hot-hatch experience probably won’t care, but it’s just not the most modern space to be in.
The 208 hit me with some surprises here. Firstly, don’t drink and drive this car. And, by that I mean, don’t even begin to think you’ll find a good spot for a decently sized coffee. There are two cupholders under the dash; they are about an inch deep, and narrow enough to accommodate maybe a piccolo latte. Place anything else in there and you’re asking for a spillage.
There’s also an odd little trench there that barely fits a phone, and a top-box arm-rest thing that’s tiny and bound to the driver’s seat. The glovebox is large and also air-conditioned.
The front seats offer heaps of room, though, for arms, head and especially legs, and there is no shortage of soft surfaces for elbows.
The back seat was also a surprise. I was expecting it to be an afterthought, as it is in many cars this size, but the 208 delivers, with excellent matching seat trim and generous legroom.
Sadly, that’s where back-seat amenities end. There are tiny trenches in the door, but no air vents or cupholders. You’ll have to make do with just the pockets on the backs of the front seats.
Don’t be fooled by the 208’s cropped rear, the boot is deep and grants a surprising 311 litres to the shelf, and maxes out a 1152L with the second row folded down. Also surprising is the inclusion of a full-size steel spare, stashed under the floor.
This isn’t a big car, nor is it particularly magical in the way it’s packaged. It’s focused on the front two passengers, so is best meant for a single or couple. This is most obviously reflected in the awesome Recaro seats, which you have to drop yourself into due to the high and firm bolstering.
Still, even for front passengers it’s tight, with little arm-flailing room, and minimal cabin storage.
There’s two centre cupholders, which can barely hold a large cappuccino, tiny bottle-holders in the doors, a small centre console box, but a decently sized binnacle under the climate controls where my wallet, keys and phone spent most of the week. The glovebox is also so small that the collection of manuals which live in there had to be bent out of shape to fit.
Amenity-wise you get one USB port and one 12V power outlet next to the gearknob, and one USB port in the centre console.
The Fiesta is tall, so at least no occupant is left wanting for headroom. That having been said, the rear seats are tight. Behind my own seating position, my 182cm tall frame had knees up against the seat in front, and entry/egress to the rear is a little tight. I’d hardly recommend placing an adult in the centre seat. Unsurprisingly, rear-seat passengers get next to no amenities. There are no power outlets or adjustable vents, leaving them with only a pair of pitifully small cupholders in the doors and rear-seat pockets. Still, the fact it has rear doors at all is something, and gives it at least the ability to carry four adults without too much trouble getting them in or out for quick urban journeys.
Boot space has been expanded 21 litres over the previous Fiesta to now offer 311 litres (VDA) of space. This is actually pretty impressive and held our largest 124L CarsGuide travel case with ease.
Under the floor there is a space-saver spare wheel.
Price and features
This Peugeot is never going to be as cheap as a Mazda2 or Suzuki Swift. The current range spans from $21,990 for the base Active to $26,990 for the GT-Line, and that’s all before on-road costs.
Safe to say you’re looking at a $30k hatch then. For the same money you could be hopping into a decently specified Hyundai i30, Toyota Corolla or Mazda3, but Peugeot bank on the fact that this car appeals to a special kind of customer; the emotional buyer.
Perhaps they had a Peugeot in the past. Perhaps the quirky styling calls out to them. But they aren’t interested in value… per se.
So do you at least get a decent standard spec? The GT-Line comes with a 7.0-inch multimedia touchscreen with Apple CarPlay and Android Auto support, built-in sat-nav, 17-inch alloy wheels wrapped in some seriously low-profile Michelin Pilot Sport rubber, panoramic fixed glass roof, dual-zone climate control, self-parking function, front and rear parking sensors with a reversing camera, rain sensing wipers, sports bucket seats, auto folding mirrors and GT-Line specific chrome styling touches.
Not bad. The styling is certainly turned up a notch over the regular 208 range and the spec list makes it one of the better-equipped cars in the segment. However, there are some notable omissions which hurt on a car at this price. For example, there’s no option for push-start or LED headlamps.
Safety is okay, but it could use update. More on that in the safety section.
I wouldn’t call the Fiesta’s $31,990 price-tag ‘cheap’ considering how much car, physically, you actually get for that money.
But then, for a pretty much track-ready hot hatch, it’s not bad either, especially since it is packed with a rather long and surprisingly luxurious list of inclusions.
These include 18-inch alloys, an 8.0-inch multimedia touchscreen with Apple CarPlay, Android Auto, sat-nav and digital radio, a 10-speaker Bang and Olufsen audio system, 4.2-inch colour information screen between the dial clusters, single-zone climate control, leather steering wheel and semi-leather/suede Recaro sport seats, heated front seats, a reversing camera, and full LED front lighting.
Performance-wise, out of the box the ST gets Michelin Pilot Super Sport tyres, launch control with three drive modes, and is the first Fiesta to get a mechanical limited-slip differential (built by Quaife).
Rivals? The Fiesta comes at an opportune time, after Peugeot’s ageing but excellent 208 GTi was pulled from our market last year, and the Clio RS Cup ending production internationally, so you’ll be stuck looking for MY18s of those in dealers.
Other than those two, there is the Suzuki Swift Sport, which is fun and more affordable ($25,490), but not as much of a serious performer.
The Fiesta’s option list is limited to a panoramic opening sunroof ($2500) and premium paints ($650). Both are arguably worth it if you want them.
Engine & trans
The regular (that’s non-GTi) 208s are offered with just one engine now. A 1.2-litre turbo petrol three-cylinder, which produces 81kW/205Nm. While that doesn’t sound like an awful lot, it turns out to be plenty for the little 1070kg hatch.
Unlike some notable French manufacturers, Peugeot has seen the light and dumped single-clutch automatics (aka automated manuals) in favour of a six-speed torque converter auto, which does its best to have you not notice it.
It also has a stop-start system, which might save fuel (I couldn’t objectively prove that it did) but will definitely annoy you at the lights.
You’re buying this car for its 1.5-litre three-cylinder turbo engine from the larger Focus. It is a punchy and characterful little unit, pushing out a whopping 147kW/290Nm. A lot for such a small package.
The Fiesta ST is only offered with a six-speed manual transmission which proved quick but forgiving, even in dense traffic. There’s no magnetic clutch or anything too brutal here which is going to make the ST unpleasant for urban drives punctuated by stopping and starting.
On the performance front the ST comes to Australia with a Quaife LSD as standard, which you can really feel in the corners. (More on that in the driving segment.)
The claimed/combined fuel number for the 208 GT-Line is a slightly unrealistic-sounding 4.5L/100km. Sure enough, after a week of city/highway combined driving, I produced a number of 7.4L/100km. So, a solid miss. Slightly less-enthusiastic driving should see that number drop, but I still don’t see how you could get it down to 4.5L/100km.
The 208 requires a minimum of 95RON mid-range fuel, and has a 50-litre tank.
The initial claim of 6.4L/100km on the combined cycle seems pretty bold, and we couldn’t get close to it. I’m sure you could get much closer if you tried, but I was having far too much fun.
After a week of blasting the Fiesta down alleyways and skitting it around corners, the engine computer returned a usage of 8.4L/100km. Not on the claim, sure, but also not bad considering how much fun you can have for that amount of fuel.
The Fiesta has a 45-litre fuel tank and will accept mid-grade 95RON unleaded.
The 208 is good fun, and lives up to its heritage of making the most of its lightweight dimensions and small figure to make for an agile city-slicker. The engine outputs might look like just any other hatch in this class, but the turbo comes on nice and strong in an impressively linear fashion.
It makes for reliable and strong acceleration, with the peak 205Nm of torque available at 1500rpm.
A featherweight at 1070kg, you’ll find no complaints from me about its performance. It’s no GTi, but it will still be warm enough for most.
Despite its upright figure, handling is fantastic, too. The low-profile Michelins feel planted at the front and back, and, unlike the GTi, you never really feel at risk of understeer or wheelspin.
This is all enhanced by the intense helm, with the small steering wheel giving it a thoroughly engaging feel. You can chuck this car into corners and down alleyways with enthusiasm, and it feels like it loves it as much as you do.
The suspension is stiff, especially at the rear, and the low-profile rubber makes it noisy on coarse-chip surfaces, but you’ll barely hear a peep out of the little engine. Other notable downsides include the slow-to-react stop-start system (which you can turn off) and the lack of active cruise, which would be nice at this price.
Like any good hot hatch, the Fiesta is huge fun, even when in the tight quarters of a city, or on a daily commute which would otherwise be boring.
The torquey engine makes short sharp bursts down suburban streets smile-inducing, and, due to the pure physics of having so much power in such a small package, there’s serious entertainment to be had without wrangling with the law. That’s because this car comes alive in the little moments: bursting off the mark at the lights, or swinging it into a corner and feeling the LSD work its magic to keep the ST’s body in line. You don’t need to be speeding or breaking traction to enjoy it.
There is nothing remarkable about the transmission in a good way. It’s slick, slots into gear nicely and the clutch is smooth – even forgiving. That ties into something else the Fiesta does well. Nothing is over the top about it. It is sensible, understated, tasteful.
You can bring it to life in the confines of an apartment block without waking up your neighbors, go for a short drive to the shops without cringing at potholes, take your family somewhere without blending them in the corners.
The suspension has enough give to be firm, a pleasure in the corners and a little skittish perhaps, but not as brutal as, say, the Peugeot 208 GTi was.
And while it might be the only performer left in the segment for now, I reckon it is a better urban friend than the Peugeot on Sydney’s roads, and a more engaging one than the Clio in the curvy stuff. It’s a hot hatch with few compromises… as long as you can drive a manual…
On the topic of active cruise, this car is showing its age in the safety department. Available active safety is limited to a camera-based city-speed auto emergency braking system (AEB). The lack of a radar, even optionally, means no active cruise or freeway-speed AEB. There’s also no option for blind-spot monitoring (BSM), lane-departure warning (LDW) or lane-keep assist (LKAS).
Sure, we’re talking about a car which largely dates back to 2012, but you can get cars a full size up with all those features for close to the same money from Korea and Japan.
On the more impressive side, you get an above-average set of six airbags, seatbelt pre-tensioners and rear ISOFIX child-seat mounting points, as well as the expected set of electronic braking and stability aids. A reversing camera is also now standard.
The 208 previously held a maximum five-star ANCAP safety rating from 2012, but that rating is limited to four-cylinder variants, which have since been phased out. Three-cylinder cars remain un-rated.
Just because the Fiesta is a performance car, doesn’t mean it’s missed out on crucial active safety gear.
Missing is driver attention alert and active cruise, although in a manual it’s not likely you’ll miss it.
Ford’s Sync software also has a feature which can automatically call emergency services if the airbag is deployed.
Other safety features include torque vectoring, electronic stability, brake, and traction controls, six airbags (with full-length curtain), and dual ISOFIX child-seat mounting points on the outer rear seats.
The Fiesta ST does not yet carry an ANCAP safety rating, although it does have a maximum five-star EuroNCAP rating.
Peugeot offers a five-year/unlimited-kilometre warranty on its entire range of passenger cars, which is up-to-date and in-line with most segment competitors.
The 208 requires servicing at yearly or 15,000km intervals (whichever occurs first) and has a fixed price to the length of the warranty.
Servicing is not cheap, with yearly visits costing between $397 and $621, although there’s nothing on the optional extras list, that price is all-inclusive.
Total cost over the five-year period is $2406 for an (expensive) average of $481.20 a year.
All Fords are now covered by a five-year/unlimited kilometre warranty, which is on-par with major rivals, and a nice bit of security to have on a performance car. Check the fine print before taking it to the track though…
Ford also offers a few kickers through its Service Benefits program, like a free loan car when you service, auto club membership, and sat-nav updates.
The services which need to occur every 15,000kmn or 12 months are also cheap, with Ford covering the first four years at a fixed price of $299 each time.