- Impressive performance, although using it reduces range
- Chassis changes succeed in delivering sporty handling
- Credible hot hatch looks
Peugeot is hoping high performance, dynamic handling and sporty styling can make the E-208 GTi as much of a hit with buyers as its hot hatch forebears.
Overview
Peugeot is a brand with a long and storied history of hot hatchbacks, most famously with the 205 GTi in the 1980s, and with subsequent fast versions of the 106 and 306 also attaining legendary status. However, it has been out of the game for a while; and is far from alone in that, with models such as the Ford Fiesta ST and Hyundai i20 N among departures from the segment in recent years. Now, Peugeot believes the time is right for a small performance car comeback – and that electrification is the way to accomplish it, with the GTi badge being applied to an EV for the first time in the shape of the E-208 GTi. The E-208 on which it is based launched with the second-generation version of the regular 208 in 2019; a facelift was carried out in 2023. The next-generation E-208 is expected to arrive next year.
To give the acceleration expected of a GTi, the new fast E-208 features a 281PS electric motor, paired with a 54kWh (51kWh useable) battery. As for the looks, perforated alloy wheels are a styling detail borrowed from the old 205 (and also intended to improve brake cooling), while other sporty features include a front spoiler, rear diffuser and flared wheel arches. There’s more GTi heritage in the red accents applied to the front grille, Peugeot badge outline, brake callipers and wheel arch extensions.
Despite the attractive company car tax rates associated with EVs, Peugeot expects the E-208 GTi to be a predominantly retail proposition, appealing to its legacy GTi fans as well as new buyers. At launch the model is available on PCP for £349 per month over 48 months at 4.9% APR, with a £5,706 customer deposit.
Peugeot is not the only brand to believe electrification is the key to a small hot hatch revival, and the E-208 GTi joins a growing number of options in the segment. Its most obvious rival is its Stellantis group cousin, the Vauxhall Corsa GSE, with which it shares a platform and powertrain. Other rivals include the Alpine A290 and Mini John Cooper Works Electric.
Pricing and spec
Aside from the sporty styling and chassis elements fitted to the GTi, standard equipment includes automatic full LED lights, heated front seats, a wireless smartphone charger, keyless entry and start and a cabin pre-conditioning function.
The E-208 GTi is priced at £34,995, which is reduced to £33,495 with the application of the UK Government’s Electric Car Grant, for which the model is eligible at the £1,500 Band Two level. That makes it £500 more expensive than the Corsa GSE, which gets the same grant, and £1,500 cheaper than the JCW Electric, which doesn’t. It is however a chunk pricier than the A290, which gets the Band One £3,750 grant, bringing its price down to £30,245 (or £32,745 with a more comparable 220PS motor).
The E-208 GTi is eligible for Peugeot Care warranty cover, which runs for up to eight-years/100,000 miles, on condition that scheduled servicing of the vehicle is carried out at Peugeot dealers. There’s also an eight-year traction battery warranty (to 70% capacity).
Related reading: New car review: Peugeot 3008 brings style and quiet comfort
Technology
The GTi shares interior technology elements with other versions of the E-208, including a 10-inch infotainment touchscreen with connected TomTom sat-nav and wireless Apple CarPlay and Android Auto connectivity. The infotainment system, which sits alongside a 10-inch driver display (with 3D effect of questionable value) works fine, but does feel a bit behind the latest Peugeot system we sampled recently in the 3008 – perhaps a sign of the age of the base 208, although we didn’t miss the 3008’s split-menu arrangement.
‘Piano key’ toggle buttons include some climate control shortcuts, however the touchscreen itself needs to be used to adjust the temperature.
Safety
Notable safety systems with the E-208 GTi include adaptive cruise control with stop and go function, lane position assist, autonomous emergency braking with night function and blind spot monitoring, while a 360-degree camera system helps with parking.
Pressing the vehicle button on the dashboard brings up a menu to turn off ADAS functions should drivers wish, or a long press of this button turns off overspeed warnings.
The 208 has not been tested by Euro NCAP since 2019, meaning the four-star rating it picked up then is now expired.
Driving experience
The E-208 GTi’s motor doesn’t offer the extreme initial accelerator response of some fast EVs, but delivers sustained strong acceleration which supports the official 0-62mph sprint time of 5.5 seconds. The car generates a low spaceship-type sound effect as a sci-fi substitute for engine revs, which we think works well – it’s a little odd at first (and can be switched off should drivers wish) but once we got used to it we found it useful to have as a background audio reflection of throttle inputs (though it doesn’t replicate the excitement of a petrol engine sound). The only thing we miss from a driver engagement point of view for a hot hatch is an option to change gears – something like the simulated ratios offered with Hyundai’s N cars might work well here.
The battery allows an official WLTP combined range between charges of 219 miles – however, this can be increased to 233 miles when fitted with optional Hankook Ventus S1 Evo3 tyres. On our test, with the standard Michelin Pilot Sport 4S tyres, we used 54% of the battery to cover 86 miles, equating to a 159-mile range – although much of this mileage was done in the Sport driving mode which removes the car’s regenerative braking effect (Normal and Eco modes are also available). There’s also the option to select B mode which increases the level of regen to quite a significant level, if not quite to the point of one-pedal driving. A maximum DC charging capability of 100kW allows the battery to be charged from 20-80% in 27 minutes, and vehicle-to-load functionality is also included.
The aforementioned removal of braking regen with Sport mode works well, as it removes an issue we’ve previously had with electric Peugeots during spirited driving of the pedal feeling difficult to modulate – an issue that persists in the other driving modes here, although it’s fine during regular driving. In Sport mode, the brakes – with upgraded front discs for the GTi – offer impressive feel and stopping power.
Compared with the regular E-208, chassis changes with the GTi include a track widened by 56mm at the front and 28mm at the rear, a 25mm ride height reduction, an additional rear anti roll bar, a mechanical limited slip-differential and new springs and dampers. These changes have had the desired effect, making the GTi an impressive handler, cornering flat and gripping well. The suspension changes don’t come at an unacceptable cost in terms of ride quality either – it’s noticeably firmed up, but not uncomfortable, with a decent amount of cushioning for potholes.
The steering is nicely direct and hefty, just lacking the element of feel we’d like in a car like this – the relatively small wheel you get with Peugeot’s i-Cockpit set-up may be a factor here in reducing subtle feedback.
Practicality
On stepping into the E-208 GTi you will immediately notice the red theme from the model’s exterior continuing, most notably with bright red carpets, which certainly help to create a sporty ambience (though we fear how they might look with muddy footprints). Other red elements include the seatbelts and interior trim stitching, while the sporty feel is augmented by carbon-look trim. Interior material quality is generally decent, with the exception of some cheap feeling plastic on the doors.
How well drivers get on with the aforementioned i-Cockpit set-up, which places the steering wheel beneath the driver display, will come down to personal preference, but we were able to find an acceptable driving position after a little tinkering. The E-208 GTi’s part-leather seats have extensive side bolsters which offer a good level of lateral support.
Rear legroom is on the tight side, and tall adults may also lack rear headroom with the optional panoramic glass roof as fitted to our test car.
A 309-litre boot capacity is the same as with other E-208s, but down on petrol and hybrid versions. Compared with rivals, it’s more commodious than the JCW Electric and Corsa GSE, however the A290’s boot is slightly bigger still. The E-208 GTi’s boot has quite a high lip, and there’s no separate EV charging cable storage.
