Peugeot 208 VS Kia Rio
- Unique styling
- Sporty drive
- Spacious and comfortable
- Missing advanced safety
- Barely any cabin storage
- Punchy three pot
- Interior practicality
- Safety inclusions
- Actually needs paddle shifters
- Harsh, noisy ride
- Hard interior plastics
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|
It’s dark times in the world of small hatchbacks.
Once a strong segment in Australia’s market, safety, emissions, and logistics challenges have driven the price up on stalwart favourites (like the Toyota Yaris) and pushed many nameplates (like the Honda Jazz) out of Australia altogether.
So in this bleak scene, it’s a refreshing story to see Kia’s Rio soldiering on with minimal price increases and even a mild update for the 2021 model year.
Read More:Kia Rio S Auto 2021 Review
Is the top-spec and warmed over and top-spec GT-Line still a winner two years after its introduction? I took the keys for a week to find out.
|Engine Type||1.0L turbo|
|Fuel Type||Regular 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.
The Rio GT-Line offers a great balance of spec and price, and a genuine warm hatch alternative in a shrinking segment where fun seems to come at a premium.
It’s nice to see the safety inclusions from this car start to make it across the range, but it is in danger of being left behind while the Suzuki Swift beats it on price and the Yaris beats it on safety.
Still, with this segment suffering from a case of shrinking options and runaway price tags, the Rio GT-Line is more appealing than ever, hence an increased score since last time I drove it.
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 Rio has been one of the more attractive offerings in this segment since the launch of this generation back in 2017, and this remains the case with the mildly updated GT-Line for this model year.
From the outside it is pretty much indistinguishable from last years model, but this isn’t a bad thing. I like its low profile compared to the Yaris or Swift, its angry face and tail accented by piano-black highlights, and its quaint little dual exhaust ports hint at a modicum of aggression.
The squared-off design elements, from the roofline to the light clusters offer a welcome alternative to the curvy style of the Yaris, Swift, and Mazda2.
Even the alloy wheels, which are again, unchanged, fill its wheel arches well, and nicely tie the Rio into Kia’s family of halo variants.
Inside has received a few updates from last year, now dominated by the relatively large screen, and elements like the upgraded climate cluster and sportier seats help lift its cabin ambiance.
The flat-bottomed wheel is a nice touch, as are the leather accented shifter and seat edges, but there is still an abundance of hard materials in the door trims and dash, as in the rest of the Rio range.
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.
For a hatch in this class, the Rio does very well. It has a huge interior space thanks to low-slung dimensions, a healthy width and a relatively tall roofline. This little hatch also carries the rest of the practicality philosophy from the rest of the Kia family, filling the cabin with bottle holders, nooks, and crannies for storing things away. There’s even a small console box and armrest which is rare but very welcome for this segment.
Front passengers are treated to large binnacle and bottle holder combos in the doors, a decent glovebox, a massive storage bin under the climate unit, with separate shelf housing the USB and 12v outlets.
On the downside there are no extra outlets in the console box, and the door trim is a bit hard on the elbows for long drives. The seats are manually adjustable only, but offer leagues of headroom and surprising width.
In the back seat it is a less positive story, with passengers benefitting from a large bottle holder in the door trim, the same comfy seat trim, but no adjustable air vents, power outlets, and just one pocket on the back of the front left passenger seat. There is no drop-down armrest. At least it’s roomy back there, with impressive legroom behind my own seating position and no lack of headroom either thanks to the low seats.
Boot space comes in at 325 litres (VDA) which is not just good for this class, but competitive with hatches in the next class up, so full points there.
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.
The goalpost here has well and truly moved. In 2019 one Honda executive told me “the days of cheap city cars are over”, and in the year since he has been proven to be well and truly correct.
Most base model small hatches are now close to or above $20,000, so it would appear the “$14,990” drive away era is history.
Where does this leave our Rio GT-Line? At $23,990 before on-roads (MSRP) it’s actually starting to look quite attractive. Especially since its key rivals are now the Suzuki Swift GLX Turbo ($25,290), Toyota Yaris Ascent Sport (auto - $23,630), and Mazda2 Pure (auto - $22,990). Of these options, the Yaris and Mazda2 are both base models with non-turbo engines, leaving the more expensive Suzuki GLX Turbo as the most direct rival.
Value-wise the Rio is pretty good and has had some significant additions for the 2021 model year. The headline ones include a larger 8.0-inch multimedia touchscreen (now with wireless Apple CarPlay and Android Auto), an upgrade from manual air conditioning to single-zone climate control, and finally three drive modes (which we asked for in our previous review) have been added.
Unlike the rest of the Rio range, the GT-Line has some much-needed active safety items, although there are still a few spec items missing which its rivals have. Keyless entry and push-start ignition (Swift, Yaris) are the big ones, and detract from this car’s halo variant positioning, but it also misses out on any higher-end stuff like leather seat trim, electrical adjust, or a digital dash cluster.
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.
The Rio GT-Line is the only Rio in the range to get the brand’s latest compact engine, a 1.0-litre turbo three-cylinder.
It has been refreshed for the 2021 model year with outputs now at 74kW/172Nm (down on power but up on torque).
It is still one of the best performers in this segment and far better than the ancient 1.4-litre engine which the rest of the Rio range gets.
It’s helped along, too, by a seven-speed dual-clutch automatic, compared to the hopeless four-speed in the rest of the range. The Rio is front-wheel drive only.
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 Rio’s fuel consumption sticker says 5.4L/100km which is a reduction on the pre-update car by 0.4L. Cars in this segment tend to overshoot by quite a bit, and our week long test of mixed freeway and urban driving returned a computer-reported 7.1L/100km. An overshoot, but this little car is quite fun to drive, so I’m inclined to forgive it.
It is also capable of drinking base-grade 91RON unleaded fuel, which is rare and welcome for a small capacity turbo like this. The Rio has a 45-litre fuel tank.
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.
The Rio GT-Line offers a warm-hatch experience, both the good and the bad. On the less good front for city dwellers, the large alloys, thin rubber, and firm ride conspire for a bit of a crashy and uncomfortable ride behind the wheel on less impressive road surfaces.
The dual clutch is sometimes a bit glitchy at very low speeds, but otherwise behaves largely like a torque converter. This is admirable from a drivability point of view, but it also isn’t as snappy as a VW group transmission.
The three-cylinder turbo experiences a moment of lag, but hits with a healthy dose of torque early, helping the Rio offer a much more exciting and engaging drive than almost every other car in this segment.
The firm ride, relatively wide and low dimensions, and responsive engine makes the Rio quite a connected little car in the corners but this brings up the issue of its steering, which has been changed for the 2021 model year.
The steering in the previous iteration of this car was decent if a little firm, but in this new version there are wild changes depending on your drive mode. Oddly it seems to be the inverse of what you might expect. ‘Eco’ and ‘normal’ mode have the steering feeling overly firm, while sport mode frees it up and gives it a much more darty and direct feel.
In fact, after trying out every mode, Sport with its faster accelerator response was the only one I’d want to drive it around in every day. It was by far the best for shooting down alleyways and the steering even made it a bit easier for manoeuvring at lower speeds. One thing I will note about this sport mode though, is it has the habit of making the dual-clutch automatic hang around in gears for slightly too long.
Visibility out of the Rio is great, and its tight dimensions and impressive rear vision camera make for easy parking, even in the smallest spots. It even has a start-stop system which is thankfully so quick you'll forget its there.
Where does it sit amongst competitors? It’s not quite as smile-inducing as the Swift Sport, but offers more feel than the GLX Turbo. It also doesn’t have the refined chassis feel of the new Toyota Yaris but easily beats it on fun-factor.
It’s the blend of attitude, price, and practicality which is a real win for this car, slotting it in nicely amongst its competitors.
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.
All Rios carry a five-star ANCAP safety rating since 2017, but this rating was before ANCAP required active safety items for a maximum rating.
The base Rio S misses out on many active safety items, but the latest update has brought a complement of active safety items to the Sport grade. Included is auto emergency braking with forward collision warning, lane keep assist with lane departure warning, and driver attention alert.
Still absent are blind spot monitoring, rear cross traffic alert, and adaptive cruise control – rare features for the segment, but if anything, the expensive Toyota Yaris has raised the bar in this department.
Elsewhere the Rio gets six airbags, the expected electronic stability, brake, and traction controls, as well as hill start assist and dual ISOFIX and three top-tether child seat mounting points across the second row.
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.
Kia has become known for its seven year and unlimited kilometre warranty which is rivalled in this segment only by the MG3 which has a matching promise, and is even out-done by the Mitsubishi Mirage, although this car will reach the end of its life in Australia shortly.
Service pricing is capped for the life of the warranty. The Rio needs to visit the shop once every 12 months or 10,000km, whichever occurs first, and prices per visit vary between $285 to $625.
These work out to a yearly average of $457 which is surprisingly not cheap when lined up against some rivals.