Small, light and tested under optimal temperatures, the Peugeot e-208 has achieved good scores in terms of consumption. Better performance? An average of 11.1 kWh/100 km on our favorable road course. But the difference is significant on the highway and the autonomy melts quickly. If it is not so high in absolute terms, it weighs heavily on its battery of only 46 kWh. We then end up with an average of 20.8 kWh / 100 km on our long motorway journey of 500 km. This brings the range to 221 km, or 155 km useful between 80 and 10% load. But fortunately, the charging performance is not really at the bottom of the table.
Peugeot e-208 charging curve: a useful full tank in 27 minutes
The Peugeot e-208 has a maximum charging power of 100 kW and promises 30 minutes to recover 80% autonomy. A value quite close to reality since we timed the 10-80% in 27 minutes very exactly.
A good time in particular allowed by its charging curve rather well controlled. From the start, the city car will seek its maximum load peak, which it holds up to 35% load. This is where it descends from a first step to barely stabilize under 80 kW of power. The second plate is shorter, since it falls just after 60%, to get a power of 56 kW at 80% load. At this point, this is 44% less than the advertised and observed maximum power.
But the balance is less flattering then, because, from 81 or 82% (depending on the terminals), the power drops suddenly and there is only 27 kW left up to 90% load. Beyond 80%, it therefore takes 10 minutes more to reach 90%. This corresponds to the average observed with the majority of other electric vehicles (in terms of percentage), but it is otherwise important with the e-208, since this 10% more (22 km) could be very useful according to Steps. On the other hand, the end of charge is useless because you have to wait 26 minutes to go from 90 to 100%. In the end, the full charge (10-100%) immobilizes the car for 63 minutes.
|10 to 80%||80 to 100%||10 to 100%|
|Charging time (in min)||27||36||63|
|Autonomy gained (in km)||155||44||199|
Autonomy recovered: 161 km in 30 minutes
With a peak charging power that is all in all correct for the category and a well-maintained curve, the charging exercise does not prove to be desperately long. At least if we refer to the gauge (in % on the terminals, in km on the dashboard). Because with such a measured autonomy, the gains are low: it takes 15 minutes to recover 99 km of average autonomy according to our measurements.
But if you have to be vigilant in general with the estimated autonomy of electric cars, you have to be all the more so with that of the e-208, which is still too optimistic by ten kilometers compared to the current consumption, but also inaccurate when recharging. Between 10 to 50%, the car gains 12 km of autonomy announced every 10% on average. Then, the increment goes to 20 km every 10%, to finally stall at 364 km of autonomy (the WLTP value) when restarting with the battery fully charged, even on the highway.
|Charging time (in min)||15||30||45||60|
|Autonomy gained (in km)||99||161||183||197|
Cost of charging the Peugeot e-208
On the nine passages in fast terminals that we carried out on the whole of this Supertest, we observed an average of 49.37 kWh recorded by the terminals for a full fill. This is enough to do the calculation according to the operator’s price list. At Ionity, it will be necessary to count on a full one at 34.05 €. Electra, which remains the most financially attractive operator, lowers the bill to €21.70. The full payload would then fluctuate from €23.85 to €15.20 respectively.
On our benchmark course of 500 km, we made three recharges (one Fastned and two Ionity), for a total amount of €52.33 excluding operator fees. The cost of kilometer use depends as always on the solution chosen at the end to find the starting SoC. In the case of recharging at home at the end of the journey to regain the starting charge, the total cost of the journey would increase to nearly €11.50/100 km.
Travel time for 500 km: 5h32
The Peugeot e-208 does not have a route planner. Or even any competence in electric mobility: it is incapable of alerting the driver in the event of insufficient autonomy to reach the selected destination. As such, it does no better than the Chinese cars that we were able to test in the section, like the MG and Aiways. Too bad, to travel serenely, it will be necessary to go through third-party applications. Or furiously scratching your head to estimate the steps.
For our part, we are beginning to have a copious database which allows us to anticipate the routes and to optimize the journeys as well as possible. According to our calculations, reaching the Electra station in Beaune would be within the city car’s ropes, arriving with electron dust. But the strategy seems risky, especially since it would not save a lot of time.
In the end, we preferred to make three stops, as also planned by Chargemap and ABRP. But if the estimated end-of-stage charge rates are quite close to reality with these applications, the recharge times are particularly pessimistic. It should be noted that, apart from the far too long journey times according to ABRP, this application is the closest to reality with the estimates of recharge times and charge rates.
In the end, to the usual travel time (4h31 here with our three stops at rest areas), we added 1h01 of recharge. This brings the total to 5:32. It’s almost as fast as in Renault Megane e-Tech or in Volkswagen ID.3, slightly larger and intended for a slightly more versatile use. Therefore, the Peugeot e-208 is not as catastrophic as its ridiculous observed autonomy might suggest. What makes a traveler? Nothing is less sure. But she will be able to comply with the exercise, provided she is far-sighted and not really in a hurry.