Peugeot 208 GTi 2012-2014 review

Beneath it all, swaddled in a rearranged set of ancillaries and close-fitting bodywork is the now customary four-cylinder 1.6-litre turbocharged petrol engine now running at 205bhp after Peugoet turned up the wick from the original 197bhp the unit used to produce. Around that Peugeot has installed the usual hot hatch accouterments: a reinforced front subframe compliments fatter struts, sports springs, tauter dampers and beefier anti-roll bars, while bigger brakes and revised steering settings help better control the show. 

As well as adding, the GTi benefits from Peugeot’s earlier decision to subtract: the car is 165kg lighter than the lardy 207 GTi at 1160kg. Not featherlight then, but an improvement - especially considering that (again, in keeping with its acknowledged target audience) it’s decently equipped too. Like the Ford Fiesta ST range, there are three trim levels to choose from each offering a smattering more equipment.

The standard GTi comes with 17in alloys, chrome dual exhaust system and rear parking sensors on top of the standard GT-Line-trimmed car, while opting for the GTi Prestige adds sat nav, heated front seats and a panoramic sunroof to the package. The Peugeot Sport tweaked GTi gains all the additions highlighted earlier plus 18in alloy wheels, round twin exhaust system and an Alcantara upholstery.

This is a car that is far better than its more humdrum donor model suggested it would be. Recent memory of the standard 208’s tin-box clunkiness is swiftly expunged once settled inside. True, the GTi is afflicted with the same dislocated interior - instrument cluster half-hidden by the steering wheel, an afterthought of an infotainment screen, glossy dashboard facia looking anything but - yet the important things ring true: the gear knob is a fistful of indented metal; its steering wheel is baby-armed in girth but petite in diameter, and the sports seats cosset and cradle superbly.

Pity the soundtrack doesn’t quite fit the same billing. While sharing the engine, the 208 doesn’t get the RCZ’s trick exhaust, meaning there’s not much to embellish the four-pot’s rather characterless drone. Out and about though (inline with the aforementioned game plan) it’s an hospitable unit. The GTi doesn’t suffer from the 208’s driveline klutziness, even if there is some low-down hesitation, and with 0-62mph in 6.8 seconds, there’s guts enough on tap.

What there isn’t, is much in the way of fireworks. There’s a dependable rocket of 203ft lb of turbocharged torque from 1700rpm; admirable and potent, yes, but largely unwilling to deviate from its flat trajectory. Revving it out was not addictive, frenzied fun - especially when the accompaniment is a restrained babel of whistle and whine.

The emphasis on flexibility over thrill is perceptible in the chassis, too. While stiffer springs have been fitted, the ride height has only descended by 8mm; give the steering wheel a quick jiggle and the 208 bobs merrily on its travel rather than instantly hunting for a change of direction. This leeway helps give the GTi a degree of leniency: fraught road edges are nibbled away somewhat, and on the low frequency disturbances of French surfacing, it actually rides rather well.

The obvious downside is a touch more lean when you start to tie it on. But - in a way that could be almost described as quintessentially Peugeot if so many years hadn't passed between this car and the 306 GTi - it's all neatly steadied before it becomes a real problem; and the Peugeot 208 eases organically into its grip and line. The steering, it must be said, is a better rudder than it is guide - the weighting is a wee bit wooden and isn't capable of conveying much detail.

However, it’s not unduly inhibited with torque steer, and its quickness (aided by the steering wheel's dimensions) delivers enough nimbleness to keep you interested. From there the chassis takes up the reins: there’s balance and responsiveness here, and through medium fast bends, the appreciable sense that the car is pivoting at midships. Doubtless for some there won’t be enough susceptibility to wet ‘n’ wild mid corner throttle adjustments, but (in dry conditions) there’s sufficient rear-axle involvement to help trim the angle of attack.