Peugeot 208 VS Skoda Fabia
- Unique styling
- Sporty drive
- Spacious and comfortable
- Missing advanced safety
- Barely any cabin storage
- Looks sporty
- Fun on a good road
- Good ownership prospects
- No paddle-shifters
- Some slow-speed lurch
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 Skoda Fabia range has been updated and facelifted. You mightn’t be able to tell just by looking at it, but there are broad-reaching adjustments across all models.
We’re in the sporty looking, high-spec Monte Carlo. It isn’t quite a hot hatch - rather, it has the makings of one, but instead makes do with a downsized turbo engine and a dual-clutch auto transmission without paddle-shifters. Shock, horror.
Even if it doesn’t hit the highs of some closely-priced go-fast compact hatches, the Fabia Monte Carlo offers some food for thought in this tough-fought segment.
|Engine Type||1.0L 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.
I like the Skoda Fabia Monte Carlo, but I’d have to love it if I was going to own it - especially considering I now live right in the guts of the city. If I still lived up in the Blue Mountains, it would make a bit more sense… but should that be the case for a city car? Arguably not.
Would you buy a Skoda Fabia? Tell us what you think in the comments section below.
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 redesigned front end of the Skoda Fabia is barely different to the model that preceded it, but trainspotters will note slightly redesigned headlights and a different bumper and grille. Those headlights include integrated LED daytime running lights, and there’s the option of full-scale LED headlights - but you have to pay for them.
In Monte Carlo spec you get sportier bodywork, including a black rear spoiler and black lower body kit, plus black 17-inch wheels with grippier Bridgestone Potenza rubber, and Monte Carlo badges on the B-pillars and door sills. Over lower grade models it also has front fog-lights and LED tail-lights.
There are changes inside the cabin, too, with different seat trim and a flat-bottom steering wheel. Check out the interior pictures to see if it’s to your taste or not.
I think it’s a sporty looking little hatch, with enough design flair to suit its compact dimensions. The Fabia hatch is just 3997mm long (on a 2470mm wheelbase), 1732mm wide and 1467mm tall.
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.
The cabin of the Fabia is compact. Admittedly, it’s a compact car on the outside too, but while most of Skoda’s other models manage to make you feel like you’re in something larger than you are, the Fabia - aside from its high roof and therefore very good headroom - is a little cramped.
Rear seat legroom and shoulder space is among the worst in the class, for instance - but if you’re not hauling 182cm-tall adults like me around in the back, then that mightn’t matter too much to you.
Youngsters will be comfortable in the back, and there are dual ISOFIX child-seat anchors and three top-tether points as well. Yep, it’s a five-seater.
There are bottle holders in all four doors, and a pair of map pockets on the front seatbacks, too. No cupholders in the rear and no centre armrest, either, and up front the cupholder situation could be better - there are two, but they are shallow and smaller than the standard Keep Cup. But hey, you get an umbrella hidden in the glovebox, and there’s a little rubbish bin in the driver’s front door pocket, too.
The materials used are on the cheaper side, with hard plastics on the doors and dashboard. But there are padded elbow rests on the doors and the small adjustable centre console cubby, and the carbon-look panel that runs across the dash is nice. The cloth seat trim looks great, too.
Boot space is good for the class, with 330 litres of cargo capacity with the rear seats up and 1150L with them down.
Not big enough? You can get a Fabia wagon - and as a Monte Carlo model if you’re completely sold on the look - and in that guise you’ll get a much bigger boot (530L/1395L).
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.
It’s small, has some touches of luxury and sportiness, and is definitely no Toyota Yaris.
So, with an asking price of $25,490 drive-away, what other cars could you be shopping it against? How about a Mazda 2 GT auto ($23,680 plus on-road costs), or a Volkswagen Polo Comfortline auto ($21,990 plus on-roads), or if you really want something a bit more sporty, then maybe a Suzuki Swift Sport auto ($27,490 plus on-roads).
There are some other shortcomings for a car at this price point: you don’t get keyless entry or push-button start, for instance, and there is no leather seat trim, heated seats or built-in sat nav (add $950 if you want that). A panoramic glass roof will set you back $1000, too.
As has been the case in previous years with Skoda models, there are several packs that customers can choose to add to their car to boost the specification levels.
On the Monte Carlo model, that includes the Vision Pack (priced at $1400) consisting of full LED headlights, auto lights and wipers, auto-dimming rearview mirror, and additional safety spec in the form of blind-spot monitoring and rear cross-traffic alert - our car was fitted with that pack.
There’s also the Tech Pack ($1800), which includes keyless entry and push-button start, rear parking sensors, adaptive cruise control, climate control air-con, driver fatigue detection, DAB+ digital radio and dual USB ports in the rear.
Add both those options to the price and you’re approaching VW Polo GTI money…
The Fabia is available in an array of colours, including the choice of a black roof finish. You can choose between white, grey, blue, black and red, but green is reserved for non Monte Carlo models.
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 Fabia Monte Carlo is what Skoda calls the 81TSI engine - a 1.0-litre three-cylinder turbo-petrol producing 81kW of power and 200Nm of torque.
It has a standard-fit seven-speed dual-clutch auto transmission, and like the lower-grade version, is front-wheel drive. There are no paddle-shifters, which might seem a bit of a silly concern - but after driving it, I found myself wishing there were.
Sadly, there is no manual version, which is a shame.
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.
Claimed fuel economy is 4.7 litres per 100 kilometres, which is very good. But in the real world, you can bank on using about double that in city driving. Plus you’ll need to factor in that the engine requires 95RON premium unleaded petrol, so filling up will add a few extra bucks.
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.
On the right stretch of road, the Fabia Monte Carlo has handling as good - if not superior - to some pint-sized hot hatches. It holds the road beautifully, turns with grace and ease, and feels balanced and controlled in the twisty bits.
The engine revs freely, the transmission shifts smartly - only let down by a lack of paddle-shifters. The whole experience feels nice, and if you only deal with higher-speed driving that happens to involve a mountain climb on the way to work, then: a) you’re luckier than you know; and b) you’ll be happy with a Fabia Monte Carlo.
But the big issue here is that this is a city car, and that’s where it stumbles and fumbles most.
The transmission is the real problem - it is hesitant, reluctant, downright dumb at times. Combined with some turbo-lag from the three-pot turbo engine, traffic lights can actually be nerve-wracking, as there’s not really a ‘regular’ feel to the way the car will take off. Sometimes it’ll jump away from the lights, other times it will lag and lurch.
The ride is reasonable in town, but sharp edges can upset things. And while the steering is a lot of fun in its weighty, direct attitude, that heft can be a tad annoying when you’re trying to park it.
All in all, the drivetrain feels a bit like old-Skoda-by-way-of-VW, and it simply isn’t as well considered as the equivalent VW if you just drive around town.
What a damn shame there isn’t a manual Monte Carlo, because it would easily negate all these concerns.
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.
No Fabia model comes with adaptive cruise control, rear cross-traffic alert or blind-spot monitoring as standard, but those are optionally available (see the pricing section above).
There’s no lane keeping assist or lane departure warning system on the Fabia - standard or optionally.
Where is the Skoda Fabia built? The answer is Skoda’s home country - Czech Republic.
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.
Skoda offers a five-year/unlimited kilometre warranty on its models putting it on par with rivals, though it was one of the earlier adopters of the long warranty program.
Skoda offers the choice of either following a capped price servicing plan (out to six years/90,000km) or buyers the option to pre-purchase three years/45,000km or five years/75,000km of servicing in a service pack.
The latter allows you to roll the maintenance costs into your finance, which is nice, and the costs area $760 for three years, or $1600 for five - which works out to a discount of $317 and $885 if you pre-purchase rather than follow the standard capped-price plan.
Follow the capped price path and you will find costs of maintenance are on the high side for such little car, at: $291, $351, $435, $622, $435 and $351 respectively.