Extended test: Peugeot 208 1.4 VTi Allure (5 doors)

But let's dwell on sensors a little longer, especially as they evoke a lot of emotion. You know, it's hard for a man to throw away an iron shirt. The sensors in the new 208 are positioned so that the driver looks at them over the steering wheel. As a result, most drivers lower the adjustable steering wheel slightly lower than they are accustomed to with other vehicles.

This may seem inconvenient to some, but it is true that the more vertical the ring is, the easier it is to rotate it, since ideally it is just an up and down movement of the hands. Once the ring is (also) slightly tilted, the arms must also move forward and backward, which is not in itself wrong, but it is more difficult because the body is performing a more complex movement and because the arms must be raised more. In normal driving conditions, this is, of course, unnoticeable, but if you come across an elk around a bend in the middle of the road, the difference will be obvious in favor of a lower and vertically located steering wheel. After all, many well-known good driving schools also advise setting the ring as vertically as possible.

That's all about the theory of rotation of the rings. Two more follow from the installation of counters. First, because they are located above the steering wheel, they are also closer to the windshield, which means that the driver spends less time looking away from the road. If you remember, there are quite a few cars that have such a solution, only in a slightly different form - usually it is a separate part of the sensors, most often it is a speedometer.

A similar ergonomic effect is achieved by Peugeot's projection screen solution, in which the image is projected onto an additional screen rather than onto the windshield. And secondly, given that this is the first such decision in recent years, it is difficult to evaluate, since there is no experience, but it is highly likely that in this case fewer drivers will stain the overlap of the sensors with the steering wheel.

For other vehicles, it is often necessary to decide whether the driver will adjust the steering wheel so that he is comfortable while driving, or so that he can see clearly on the sensors. In the case of two hundred and eight such compromises, it seems that fewer. In any case, we will talk about this topic in the continuation of the extended test based on longer hands-on experience.

So, one more thing about the engine. Since we have driven over 1.500 kilometers with it, the experience is already enough for the first detailed assessment. Its 70 kilowatts, or the old 95 "horses", have long ceased to be a sports figure, and a good 208 tons weigh only average characteristics with them. The biggest downside is the roughness (uneven increase in speed and torque) at start-up, which of course will be the most uncomfortable in town (especially when you want to start at medium speed), but it's also a matter of habit.

Otherwise, the engine immediately after starting and at rpm above 1.500 per minute, performance is beautiful, continuously, but also smoothly (so as not to jump), it also responds well to gas, runs smoothly and pulls the body and its contents decently up to permissible speeds. All the while, however, it lacks the torque for agility when overtaking. Above 3.500 RPM it gets pretty loud.

Since the gearbox has only five gears, at 130 kilometers per hour its speed is just under 4.000 rpm, so the noise is unpleasant even then, and an additional sixth gear would reduce fuel consumption in such cases. Well, nevertheless, we are quite happy with the measured consumption, as we drove a lot in the city or hurried along the highway, never exceeding an average of 9,7 liters per 100 kilometers.

You can read the Two Hundred and Eight Test with such an engine in our 12th edition of this year, and based on extensive testing of this vehicle, you can expect even more detailed impressions and impressions in the near future. Stay with us.

 Text: Vinko Kernc

PHOTO: Uros Modlic and Sasa Kapetanovic

Peugeot 208 1.4 Vti Allure (5 doors)

Basic data

Sales:	Peugeot Slovenia doo
Base model price:	13.990 €
Test model cost:	15.810 €
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Acceleration (0-100 km / h):	11,9 with
Maximum speed:	188 km / h
Mixed flow ECE:	8,6l / 100km

Technical information

engine:	4-cylinder - 4-stroke - in-line - petrol - displacement 1.397 cm3 - maximum power 70 kW (95 hp) at 6.000 rpm - maximum torque 136 Nm at 4.000 rpm.
Energy transfer:	front-wheel drive engine - 5-speed manual transmission - tires 195/55 R 16 H (Michelin Primacy).
Capacity:	188 km/h top speed - 0-100 km/h acceleration in 11,7 s - fuel consumption (ECE) 7,5/4,5/5,6 l/100 km, CO2 emissions 129 g/km.
Mass:	empty vehicle 1.070 kg - permissible gross weight 1.590 kg.
External dimensions:	length 3.962 mm - width 1.739 mm - height 1.460 mm - wheelbase 2.538 mm - trunk 311 l - fuel tank 50 l.

Our measurements

T = 25 ° C / p = 966 mbar / rel. vl. = 66% / Odometer Condition: 1.827 km
Acceleration 0-100km:	11,9s
402m from the city:	18,0 years ( 124 km / h)
Flexibility 50-90km / h:	13,3s (IV.)
Flexibility 80-120km / h:	18,0s (V.)
Maximum speed:	188km / h (V.)
test consumption:	8,6 l / 100km
Braking distance at 100 km / h:	41,1m
AM table:	41m

We praise and reproach

first impression of meter placement

smooth engine running, consumption

spacious front

ergonomics

engine at start

engine noise above 3.500 rpm

only five gears

turnkey fuel tank cap