Peugeot e-208: Charging curve shows high maximum charging power

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The results of our fast charge analysis also apply to the Opel Corsa-e, Opel Mokka-e etc..

Peugeot e-208: Charging curve shows high maximum charging power-high

According to the manufacturer, the Peugeot e-208 can be charged with up to 100 kW DC voltage. The charging network provider Fastned has published an interesting charging curve for the small electric car, which shows whether this value is also achieved in practice – and how long it can be maintained. Our fast charge analysis also shows how quickly you can recharge the range of the small Peugeot and more.

The Peugeot e-208 is based on the platform (e-CMP) on which a number of other models from the Stellantis Group are based, so our results are probably also valid for them – especially the same for all e-CMP cars 50 kWh battery is used:

  • Peugeot e-208
  • Peugeot e-2008
  • Opel Corsa-e
  • Opel Mokka-e
  • Citroen e-C4
  • DS 3 Crossback E-Tense
  • Electric transporters such as the Opel Combo-e or Peugeot e-Rifter

Charge curve: decrease in stages

The charging curve confirms that the battery can be charged with almost 100 kW. The peak value was around 99 kW. After reaching a state of charge (SOC) of around 12 to 13 percent, the curve begins to decrease slightly, but even at 20 percent it is still around 95 kW.

Peugeot e-208: Charging curve shows high maximum charging power-e-208

The charging power then drops in several stages – first to around 76 kW (21-48 percent), then to a plateau at 50 kW (52-65 percent) and 43 kW (68-71 percent), and finally to 27 kW (74 -84 percent) and about 10-11 kW up to about 93 percent. Overall, that’s not a bad load curve.

Average charging power: 53 kW

Now let’s take a look at the average charging power. It is not as high as with the VW ID.3 Pro, whose charging curve we have already analyzed. But the VW has with a gross of 62 kWh (net 58 kWh) almost a quarter more battery capacity than the e-208.

But there isn’t much to complain about with our Peugeot either. The average charging power in the important range of 20 to 80 percent SOC is 53 kW (marked in the diagram):

Peugeot e-208: Charging curve shows high maximum charging power-e-208

Since the e-CMP cars can charge with 11 kW alternating current (standard or optional, depending on the model), it does not make much sense to use direct current quick charging stations when the battery is over 80 percent full. Because using an AC charging station is usually cheaper and the charging power is no longer much greater than with direct current, as the graphic above shows: If you start at 80 percent "Starting State-of-Charge (SOC)", then it is the charging power even with DC is only 27 kW.

C rates

Let’s now look at what is known as the C-rate, i.e. the relationship between charging power and battery capacity. The maximum C-rate (i.e. the maximum charging power of 99 kW divided by the battery capacity of 50 kW) is almost 2C, which is great. The value is not held for long, but overall the C-rate of the e-CMP battery is okay.

As a reminder: The C-rate indicates how the charging power relates to the capacity of the battery pack. For example, 1C results if a 50 kWh battery is fully charged in one hour with 50 kW charging power. If the charging process only takes half an hour, 2C will be reached.

Peugeot e-208: Charging curve shows high maximum charging power-e-208

How fast is the range recharged??

On long journeys it is important how quickly you can recharge the range for a further 100, 200 or 300 kilometers, for example. This value (specified here in kilometers of range per minute of charging time) depends on the power consumption. We calculate the latter from the WLTP range (340 km) and the assumed net battery capacity of 45 kWh.

This results in a power consumption of around 132 watt hours per kilometer or 13.2 kWh / 100 km. The charging losses are not taken into account. [Note: Peugeot specifies power consumption as "up to 17.6 kWh / 100 km, but as always with our fast charge analyzes, we assume the calculated value.]

The following graphic shows that the car can achieve a maximum of 12 or 13 km / min. With a charge level of 80 percent, only about 3 or 4 kilometers per minute are recharged:

Peugeot e-208: Charging curve shows high maximum charging power-e-208

Is that a good or a bad value? In our quick charge analysis for the Renault Zoe let’s compare the result with the Renault and other small cars.


Overall, the analysis shows that the Peugeot e-208 actually charges with almost 100 kW. Even if there are of course electric cars that charge much faster (the Hyundai Ioniq 5, for example, with up to 220 kW) that is a high charging capacity for a small car, which is usually not moved over long distances.

The average charging power of around 50 kW is also really okay. When it comes to range recharging, the Peugeot falls behind premium models such as the BMW i3 or Mini Cooper SE from around 65 percent SOC. But the Peugeot is better than the ore competitor Renault Zoe over the entire loading area. You can read more about this tomorrow in the promised comparison with other small electric cars.

Addendum from June 10th: Our reader Marcel B. points out that it has apparently recently been a Software update for the e-208 that is currently being rolled out. It should further improve the charging curve. In Goingelectric’s electric car forum Several e-208 owners confirm that they have now received an invitation from their dealer for this. Apparently the update has only been available since the end of May.

More fast charge analytics: Peugeot e-208: Charging curve shows high maximum charging power-peugeot Tesla Model 3 SR + and VW ID.3 in a duel: who charges faster?

Peugeot e-208: Charging curve shows high maximum charging power-e-208 Hyundai Ioniq 5: Charging curve confirms fixed range reloading

General remarks:

  • Some values ​​on the charts are estimates based on the data source
  • The temperature of the battery cells can have a very negative effect on the charging capacity. We have no data on the temperatures of the battery at the beginning and during the charging process. At low or high temperatures and after very dynamic driving, the charging power can be significantly lower than indicated in the diagrams. In extreme cases, the charging process can even be completely impossible.
  • The text has been compared to the English-language original by Mark Kane changed significantly. Above all, we explained some of the results in more detail, added the e-CMP-based electric vans and appended a conclusion.

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