Peugeot 208 VS Mazda 2
- Unique styling
- Sporty drive
- Spacious and comfortable
- Missing advanced safety
- Barely any cabin storage
- Big boot
- Good safety spec
- Smarter looks
- Not very comfy
- Engine not terrific
- Annoying mirrors
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|
The Mazda2 range has recently seen some big changes, with the facelifted model aiming to offer customers a different sort of car to what it was before.
It’s more expensive - prices are up by as much as 25 per cent! - but there’s a lot more standard equipment, some new trim levels, and all of them also get the G15 alphanumeric label… but it’s a carryover engine for this facelift, the first major update since 2015.
It’s an intriguing move from Mazda Australia to increase the entry price point by such a big amount because it’s essentially still the same old Mazda2 sedan underneath it all. And it’s not like this part of the market is flush with competitor offerings - there’s no more Hyundai Accent, the Kia Rio sedan is dead, there’s no Ford Fiesta sedan, Honda isn’t going to sell the new City model, you can’t get an MG 3 sedan, or a Kia Picanto sedan… in fact, there’s no other light sedan on the market anymore.
But there are some slightly larger sedans that are close on size, and in some grades even undercut the updated Mazda2 sedan when it comes to price.
So, does the most urban-friendly sedan on the Australian new car market still make sense?
|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.
If you need a brand-new city-sized light sedan, your only choice is the Mazda2.
But if you can deal with a slightly larger car, you’ll get a more comfortable, enjoyable and spacious experience by choosing a Kia Cerato or Hyundai Elantra, both of which you’ll probably get for less money than this base model Mazda2 G15 Pure.
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 Mazda2 sedan has always been one of those cars that packs more in than you’d think - especially the boot. We’ll get to that in the next section.
But let’s cover off what has changed from the pre-facelift model to this one, because you may have noticed it looks a little different.
That’s because it has revised front and rear bumpers, which are cleaner and simpler than before, and the grille now has a mesh finish rather than the plastic beam section of its predecessor.
The rear does, too, with the new back bumper design and tail-light finish making it appear a little more contemporary.
It carries off its size pretty well. The Mazda2 sedan is 4340mm long (on a 2570mm wheelbase), 1695mm wide and 1495mm tall.
The cabin of the Pure model has seen some cosmetic adjustments, but the overall design remains the same. Check out the interior pictures to see what we’re talking about.
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.
If you’re choosing the Mazda2 sedan over the hatch, you’re effectively stating that your prioritise boot space in your life. And good for you, because the Mazda2 sedan has 440 litres (VDA) of cargo capacity. The luggage capacity can be expanded by way of 60:40 split-fold rear seats, too.
It’s easily large enough for the CarsGuide pram, and also managed to fit all three of our suitcases (124-litre, 95-litre and 36-litre) in though any more than that and the gooseneck hinges for the boot-lid could make for some issues actually closing the boot. The aperture is a very good size, and it’s not hard to load things in because it’s a nice low opening, too.
The seat trim of the Pure model is brown cloth, which will either tickle your fancy… or not. The trim is fine, and so is the perceived quality of the fit and finish. There are simple ergonomic instruments like manual dials.
There’s a nice leather steering wheel, but there is no digital speedometer, no head-up display, and no centre console bin or armrest. There is a pair of cupholders, a small centre bin in front of the shifter, and a small cubby at the back of the console which could be used as a cup holder for rear seat passengers.
The 7.0-inch media screen is looking small by today’s standards, and while I applaud the addition of Apple CarPlay and Android Auto, I had issues with it every time I drove the car. It wouldn’t connect first time, requiring me to: a) wait the 10-20 seconds for the screen to load; b) plug the USB in; c) wait for it to say “Apple CarPlay failed”; d) unplug and reinsert the USB. Then it was fine. But sheesh I’d get sick of that quick.
The interface - using the rotary dial - is annoying. Touchscreens should be touch-capacitive when using smartphone mirroring. The reversing camera is also a bit low-res in its display.
The back seat isn’t overly spacious. With the driver’s seat set in my position (I’m 182cm tall), my knees were hard up against the seat in front, and my head was brushing the ceiling. That’s despite good toe room and decent cabin width.
Rear occupants don’t get bottle holders, there’s only one map pocket, and there’s no centre armrest. Unlike up front, where the door arm-rest pads are soft, they’re hard in the back. There’s no rear seat air-vents, and the transmission tunnel eats into space more than it probably should in a car of this size.
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.
As referenced above, the Mazda2 entry price point is up considerably compared to the pre-update version, thanks to the ditching of the entry-level Neo model.
How much has the price gone up? $5500. That’s a huge price hike for a vehicle in the most coin-conscious segment of the market.
The result is a base model G15 Pure version of the Mazda2 - in both sedan and hatch body-styles - for $20,990 plus on-road costs (also known as RRP / MRSP). And that means it’d be about $24,000 drive-away. It’s essentially the equivalent of the old mid-spec Maxx model, but more expensive.
Oh, and that’s for the six-speed manual, which only a few per cent of people buy. The six-speed automatic - as tested here - is $22,990 plus on-road costs. Or about $26,000 drive-away. For the base model. Eep. However, if you’re in the market, check Autotrader and you’ll probably find decent deals.
If you want the top-spec G15 GT sedan, it’s $25,990 plus on-roads (pushing $30k on-the-road).
There are some pretty impressive inclusions to justify the increases. There are new 15-inch alloy wheels, a system called G-Vectoring Plus (a torque vectoring system designed to improve cornering behaviour), plus there’s LED headlights, hill start assist, a reversing camera and rear parking sensors.
The Pure model misses out on a few things compared to the GT sedan, which has traffic sign recognition, a surround view camera, front parking sensors and adaptive cruise control.
Instead, the Pure has regular cruise control, and a lot of the new additions are safety-focused: it has auto emergency braking (AEB) with pedestrian detection, lane departure warning and lane keep assist, blind spot monitoring and rear cross-traffic alert.
It also debuts the aforementioned smartphone streaming tech of Apple CarPlay and Android Auto, which the Mazda2 hasn’t had up until now. The media screen - which is touch capacitive at a standstill and has a rotary controller to use at speed - also has six speakers, Bluetooth phone and audio streaming, digital radio and optional sat nav.
Just to add a little bit of context to the value equation here, if you can deal with a slightly larger car, you could get into a Kia Cerato or Hyundai Elantra for similar or less money. And that’s what I’d suggest you do.
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.
Under the bonnet of the Mazda2 - no matter which model you choose - there’s the brand’s newly monikered G15 SkyActiv engine. It’s a 1.5-litre gasoline (hence the G15) four-cylinder unit, with 82kW of power (at 6000rpm) and 144Nm of torque (at 4000rpm). Those outputs are up 1kW/3Nm over the pre-facelift car.
There’s no hybrid, plug-in hybrid, electric, turbo-petrol or LPG version of the Mazda2 sold in Australia… or anywhere else, for that matter. You can get it as a diesel in some markets, but not Australia.
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 claimed fuel consumption for the Mazda2 G15 auto sedan we drove is 5.3 litres per 100 kilometres.
On our test, which included a range of driving with plenty of traffic snarls, some arterial road cruising, and a short stint of 110km/h freeway motoring, we saw an indicated 7.0L/100km on the car’s trip computer, while our at-the-pump calculation was higher than that, at 7.4L/100km.
The fuel tank capacity for the Mazda 2 sedan is 44 litres.
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.
With compact dimensions, the Mazda2 sedan is one to consider if you really need a sedan. I don’t know why you’d really need a sedan, and if you’re an urban-dweller you’re likely going to be more naturally drawn to hatchbacks because they’re generally shorter and therefore easier to park.
But if you’re a sedan fancier, then the Mazda2 is just about your only compact choice.
It needs to be said, though, that there are more comfortable cars than the Mazda 2, especially around town.
The suspension of this little car is seemingly designed to offer a sporty experience, which is at odds with the intent of the car. It’s very firm, lacks composure over repetitive lumpy bumps and the suspension is very noisy in that situation too.
It isn’t crashy, but it can lack body control and composure, and at times I felt it was skittering over pockmarks, and it didn’t instil much confidence.
It’s better at higher speeds, and if the road is smooth. And if that’s your user case - or if you simply don’t care much about ride comfort - this could be just fine for you.
There’s no doubt that stiff suspension does help the Mazda2 feel a bit more sporty than it actually is, because it handles direction changes quite well, and as we’ve come to expect of Mazdas today, the steering is direct and sporty feeling. It doesn’t suffer mismatched weighting, either, meaning it feels like when it should and gains heft when you’d expect.
The engine is eager enough, but the throttle requires a bit more management than seems necessary - and that’s actually more to do with the transmission’s logic than anything else. At times when you think you’re pressing hard enough, you might find the engine is labouring, so you press harder on the accelerator and it kicks down and pushes you away with vigour. It’s just not as easy to make smooth progress in normal driving as I’d like.
There is a ‘sport’ mode for the transmission that ultimately solves that problem because it stops the auto gearbox from shifting up to a higher gear (to save fuel), but do you really wanna be in ‘sport’ mode all the time? I know I don’t.
One of my biggest urban driving gripes is Mazda’s insistence to only fit the passenger-side mirror with a convex lens. The driver’s side mirror isn’t convex - and that means other road users can be hard to discern, and to be honest the car’s blind-spot monitoring system saved us from side-swipes a couple of times this week.
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.
The Mazda2 has been around for quite a while. It scored the maximum five-star ANCAP crash test rating back in 2015, but the criteria has evolved somewhat since then.
However, it must be stated that Mazda has been proactive in updating its safety spec levels across its entire range, and the Mazda2 is no exception.
Standard safety equipment includes auto emergency braking (AEB) with pedestrian detection (but not cyclist detection), plus all models get a lane departure warning system, lane keeping assistance, blind spot monitoring, rear cross-traffic alert, rear parking sensors, a reversing camera, and even low-speed rear AEB.
The Mazda 2 - be it sedan or hatch - has six airbags (dual front, front side, full-length curtain), and it has dual ISOFIX child seat anchor points and but only two top tether points (outboard).
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.
Mazda Australia has a five-year capped price servicing campaign for all of its models, too, but the service intervals are shorter than competitor brands, too - yes, the company’s cars require servicing every 12 months, but the distance interval is 10,000km - meaning if you do a lot of distance, you might find yourself heading back to the dealer well before the 12-month period is up.
Servicing costs are reasonable, with the average cost per visit working out at $312 over five years/50,000km, not including consumables.
Mazda backs its cars with five years’ roadside assistance.
Worried about Mazda2 problems, reliability, faults, engine issues, transmission problems and other common complaints? Check out our Mazda2 problems page.