Before their main markets collapsed, the Renault Clio and Peugeot 208 were neck and neck in Europe. One of them should end 2020 as top dog of the 4m long hatchback segment. Whatever the result, the little Peugeot matters more as its CMP architecture will likely form the basis of future Fiats and Jeeps.
If the EC’s Margrethe Vestager rules in favour of the PSA-FCA merger, CMP and the replacement for the larger EMP become a combined very big deal. The Competition Commissioner, who promises to let us know her decision by 17 June, might yet strike down this proposed conglomerate. Will she though?
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There are all manner of complications in what Fiat Chrysler Automobiles calls FCA-PSA. Note too, that Groupe PSA reverses the order of those three-letter company names. In public, so far it’s been all smiles and firm statements denying that neither the COVID-19 crisis nor anything else will derail the creation of this new automotive grouping.
There will likely have to be a neutral name in the style of General Motors for multiple reasons: at least one of the Fiat and Chrysler brands could be retired (along with quite a few others). There is also that matter of how the partners already use opposing names. Each would likely insist that either PSA-FCA or FCA-PSA is fine, it’s a way of showing there is and will not be a power struggle, and that it isn’t a takeover of one by the other. Perhaps. ‘Merger Of Equals’? Possibly not an ideal way to refer to it.
With all of that as background, and both FCA and Groupe PSA in cashflow crisis mode just now, the last thing either needs is a spanner lobbed from the Berlaymont in Brussels into their merger machine. There’s also the delicate matter of the Chinese state owning a tranche of PSA via Dongfeng Motor and how that news might be received by the Tweeter-In-Chief.
It could be foolish to assume that Generali American Moteurs is a given, then. On the other hand, if it does happen, there will be massive changes for both OEMs’ existing platforms and powertrains (and despite what they say, surely various brands will be, after a time, shelved).
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By GlobalDataCMP, EMP2 and next: EMP2 V4
A low cost architecture co-created in the shadow of PSA’s previous financial predicament has turned out to be a potentially very big deal for the firm. Engineers in China and France worked together on CMP as well as an electric derivative, both partners having strict cost controls in place, the decision taken to build in EV-capability a clever bet on such propulsion becoming essential in 2020s Europe.
‘EMP2 V4’ can be further pondered another day but in short, PSA is also already hinting at an electric-capable platform for larger models too: a Peugeot ‘e-3008’ for the Sochaux plant in France from 2022 was confirmed a few days ago. Just imagine all the vehicles to be spun off this architecture. Remember, the current EMP2 offers PHEV-only (i.e. not EV) electrification.
The Peugeots e-208, e-2008, DS 3 Crossback E-Tense, Opel/Vauxhall Corsa-e and Mokka-e plus imminent Citroen C43 (C-Cactus replacement) all use or will use the battery-floorpan version of CMP. The real volume, however, comes from CMP petrol and diesel vehicles; and one in particular: the 208.
Not since the 205 of all those decades ago has there been a little Peugeot which people stop to look at; and really look at. The car I had for a week ended up staying for two months – no need to explain why – yet it gained not too many miles in that time. Multiple trips to supermarkets and pharmacies and longing memories of that one weekend between it being delivered and the UK’s PM announcing travel restrictions on Monday 23 March. How long ago that seems as I write this.
Feline fondness
The 208 and I got to know one another well. I even washed it. Twice. And vacuumed it. OK, just the once. Indeed, who knew that car journalists could even do that? It wasn’t due to boredom either: mercifully, just-auto.com has kept me as busy as it always does. No, it was the fact that the little Peugeot is borderline beautiful and therefore deserves to be always gleaming. For eight weeks, I couldn’t not look out the window first thing each morning and admire it. Which other B segment hatchback could we apply that statement to? Definitely not the Clio or Polo and I like both of those. They’re just not cute.
If its Renault arch-rival loses the European sales crown to the 208, will that be a shock? The approaches to powertrains and styling are contrasts, with the Peugeot going for combustion engines plus EV and a major shift in style over the old 208. Renault also centres on small capacity petrol and diesel turbos but then adds hybrid instead of EV to get CO2 down, and as mentioned before, has adopted a What Would Volkswagen Do? mantra for its latest cars’ exterior design. Is the Clio in danger of provoking a meh reaction, while the Peugeot is gushed over for being all avant garde? The market will decide. The most likely outcome might be each finding as many buyers as the other.
Some of the things I believe will help Peugeot, and remember, Poland aside, all big European countries are full of older people, are the retro touches on the 208. One being a knowing nod to the 205 for those who get it (there are millions of us), via a motif pressed into the metal of the rearmost pillars. A million years ago, my first car in this hemisphere was a 205 GTI and it had a badge there, so I was always going to spot the playful pillars. There’s personal admiration too for what happens with the electric 208, Peugeot positioning an e here.
Fangtastic front
Much as I glaze over at the silly or over-used terms which appear on so many press releases from the car industry – DNA, graphic, flagship, e-mobility, plus I really must find out what a ‘playbook’ is (or how about a disciplined supermodel SUV or bonnet eyelashes) – it was my own mind which suggested a couple of things which I really liked about the 208’s front end. And at least one of these is related to Peugeot’s, yes perhaps it IS iconic logo.
Cannot bring myself to Google this but if Peugeot’s PR people claim the DRL are meant to suggest a lion’s fangs, then maybe I need to stop lampooning this sort of stuff. Still, they also resemble walrus tusks. Lion claw slashes in the headlights and tail lights? Yes, I’ve heard Peugeot people mention those and annoyingly, I can see that.
Forget all the nonsense though: whatever the corporate-speak, the overall effect is a beautiful little car. Certain features, such as the wheel-arches, fuel or charging flap and door handles are oversized, the effect being a highly attractive one. Would the head of Design make mention of lion cubs looking adorable due to their ears and eyes and paws being full sized? Worryingly, that thought came readily to my mind. No matter.
Sixty-plus MPG
The press tester had PSA’s 1,499 cc four-cylinder diesel, which produces 100 PS and 250 Nm. That’s the only specification, which goes to show just how limited choice is becoming for those who prefer small cars which run on this fuel. For me it’s always all about the torque, which is why I also love the Zoe when fitted with the R135 motor (245 Nm). The 208’s BlueHDi 100 engine is brilliant too. Delivering a real world easy 60+ mpg (an official up to 71.4 is possible) with a 0-62 mph time of 10.2 seconds and (sorry to mention this, beloved Zoe, but they engineered you for only 87 mph?) a top speed of 117 mph.
Tiresome tugging
Not everything about the 208 is parfait, mind. Rapidly blinking indicators each time you lock/unlock – and they do that for many seconds – I could live without. What else? Some people, not me, dislike start-stop. We can agree to disagree, just as I don’t get their infatuation with auto cruise control, something that gets tested and then left alone in any car I have which is fitted with it. No, my bugbear, aside from fiddly touchscreens is steering wheel tugging: I cannot stand it.
In the 208, you’re forced to press a button to deactivate lane keeping assistance – as in, the default setting is on. No thank you. I do get that it can make you aware of a bad habit you may not have realised you were in. Feeling the wheel move even when centred in the lane is irritating, and I did try to tolerate it. So as well as having to remember that in this car, the ignition or engine switch off button needs a long press, switching off pull-on-the-lead mode had to be done every time I drove this car.
One other annoyance, albeit minor, is a parking brake switch awkwardly placed to the left of the cupholders. When there is a drink in either one you have to reach over or around. PSA saves money by having the supplier make only one module which works far better in left-hand drive cars. Google.fr and .uk 208 interior and see for yourself. This company likes to save money. But then Volkswagen doesn’t put grab handles in Polos so all automakers eliminate costs where they can.
Conclusion
I’ve a feeling that very soon, Peugeot is going to be selling a great number of 208s in many, many countries. Yes the Fiesta remains better to drive, even if the French car’s chunky-dinky steering wheel feels as terrific as it looks. There isn’t quite enough feel compared to the Ford though, and the Polo and Clio will have a different sort of appeal to some, but so what?
The basics of the 208 are just so right, there should be many more variants and tweaked or new powertrains to come, and I strongly suspect, a long and prosperous life cycle. Spare a thought for the luckless people tasked with facelifting this car in 2023 – what could they need to change?
The 205 Allure 1.5 BlueHDi 100 emits 85 g/km CO2 (NEDC), comes with a six-speed manual transmission, is 4,055 mm long, has a curb weight of 1,090 kg and costs GBP20,350.
