2016 Peugeot 308
The Peugeot 308 is the latest compact hatchback for the French firm, and it follows in the footsteps of Peugeot's 307, 306 and 309 models. This second generation 308 marks a new era for Peugeot hatchbacks, because it has eradicated the memory of a series of underwhelming and bloated family cars, and added a new level of premium quality to the car.
The 308 Mk2 eas introduced in 2013 with a far more stylish exterior look. It ditched the tall, awkward shape and gaping grille of the last 308 in favour of a sleek, modern design with a sporty edge. Inside, the 308 has a classy, upmarket look that has ditched most of the buttons and switches in favour of a touchscreen system that controls all of the major functions.
Under the skin the 308 uses PSA Peugeot-Citroen's new EMP2 platform, which will be used on a number of new models, including the Citroen C4 Picasso people carrier. The second generation 308 is up to 140kg lighter than its predecessor. This ensures that performance is strong but, more importantly, means the car delivers exceptional fuel economy – further helped by Peugeot’s advanced PureTech petrol and BlueHDi diesel engines.
There are five trims in the 308 line-up. It kicks off with the basic Access, while Active, Allure, GT Line and GT round out the range. On top of that, there's the 308 GTi hot hatchback, which is a worthy wearer of the famous GTi badge. Active models and above are pretty well equipped, and top-spec GT Line cars are very well appointed.
Petrol engines include the 1.2 PureTech 82 three-cylinder, plus an e-THP turbo version of the same engine in 110 or 130 guises. There's also a 1.6 THP turbo petrol, which comes in 205hp guise in the 308 GT, and 270hp in the GTi.
The diesel range features a 1.6 BlueHDi in 100 and 120 guises, while the 2.0 BlueHDi diesel comes in 150 and 180 versions in the GT Line and GT models only.
If you want more carrying space, the 308 SW is the estate version of the 308 hatch. While there was a 308 CC folding hard top convertible as part of the Mk1 line-up, Peugeot has no plans to introduce a Mk2 version.
The 308 won the 2014 European Car of the Year title, which proves there's real substance to Peugeot's hatch, and it's a rival to the big players in the family hatchback market such as the Ford Focus, VW Golf and Vauxhall Astra, as well as the SEAT Leon, Mazda 3 and a raft of other models.
4.2
COSTS
Strong engine range complements a supple chassis that makes the 308 a great all-rounder
The latest 308 drives very well, with a balance of ride and handling that competes with the class leaders. As indicated by the classy looks and interior, the focus of the mainstream models is on good long-distance cruising comfort: low noise levels, a supple ride and good stability make the Peugeot a fuss-free choice in everyday use.
It’s not soft or soggy, though. The car is much sharper to drive than older 308s, with decent turn-in and fair agility in corners. Over-assisted, artificial-feeling steering does cloak some of this, but it’s still an enjoyable car that doesn’t roll or wallow over twisting roads. And as road surfaces get worse, so the suspension’s ability to isolate you improves.
In mid-spec Allure trim, the 308 serves up assured and agile handling. The quick steering and small wheel deliver sharp turn-in, while once settled into a corner, the Peugeot provides strong grip and good body control. It’s not as engaging as an Astra or as comfortable as the new Renault Megane, but it offers a decent ride and handling balance. However, while the 308’s suspension does a decent job of soaking up bumps, there’s more wind and road noise than you’ll find in newer rivals.
GT models are firmer (their suspension is up to 10mm lower than on the equivalent GT Line version), but they remain comfortable, and the GT’s larger 18-inch alloys can give a more uncomfortable ride than models on smaller rims. The extra grip of this version is welcome though, and it’s a convincing warm hatch.
Stepping things up again is the 308 GTi, with a very focused chassis that proves Peugeot still knows what it takes to make a great hot hatch.
Engines
Peugeot offers a choice of six petrol engines and four diesels in the 308. Diesels are generally more popular with larger Peugeots, and buyers can pick from 1.6 or 2.0-litre BlueHDi versions, in two different power outputs.
The 1.6 BlueHDi four-cylinder comes in either 99bhp or 118bhp guise: on the core 308 Active model, the price difference between the two is around £1,000. The BlueHDi 100 feels like an entry-level engine in terms of performance, too. It claims 0-62mph in 11.3 seconds and a top speed of 116mph. Peak torque of 254Nm comes in early at 1,750rpm, but it isn’t the most muscular engine. It also only has a five-speed gearbox.
The 1.6 BlueHDi 120 has a six-speed gearbox and the enhanced performance to back it up: 0-62mph takes 9.7 seconds and top speed is 122mph. It’s also more torquey, delivering 300Nm at 1,750rpm, plus its peak power comes in 250rpm earlier than with the BlueHDi 100, at an accessible 3,500rpm. This makes it a better, well rounded engine, although both 1.6 diesels are smooth, fuss-free and impressively refined.
Peugeot also offers the 1.6 BlueHDi 120 with its six-speed Efficient Automatic Transmission, or EAT6. This is a generally smooth and slick-shifting automatic gearbox (it’s much smoother and less jerky than Peugeot’s earlier automated manual gearboxes), with steering wheel shift paddles in support. It adds around £1,000 to the price, which is a bit easier to swallow than the usual £1,500 extra for a ‘full’ auto. Surprisingly, it makes the diesel marginally faster from 0-62mph than the manual, cutting its time by two-tenths to 9.5 seconds.
The 2.0-litre engine, offered in 148bhp BlueHDi 150 and 178bhp BlueHDi 180 guise, is a little gruffer, but its stronger performance makes this easy to forgive. The 148bhp version claims 0-62mph in 8.9 seconds and a 132mph top speed. It also produces a much meatier 370Nm of torque at 2,000rpm, making this version a good choice if you regularly travel with passengers or want to drive long distances with a lack of fuss.
The BlueHDi 150 is offered with the EAT6 automatic gearbox alongside the regular six-speed manual. The auto works well with the torquey diesel engine and, again, helps to cut its 0-62mph time, to 8.6 seconds.
The BlueHDi 180 is only available with the EAT6 box. This engine produces its 178bhp a little earlier, at 3,750rpm, although it only has 30Nm more torque. For this reason, acceleration isn’t significantly better – 0-62mph takes 8.4 seconds – but the extra top-end power shows through in the higher 137mph top speed; the BlueHDi 150 tops out at 132mph.
The six petrol engine choices are focused around two core units, the 1.2 PureTech and 1.6 PureTech. The 1.2-litre engine is a three-cylinder unit, available in non-turbo 81bhp guise or, with a turbo, as 108bhp PureTech 110 and 128bhp PureTech 130 motors.
Avoid the PureTech 82 unless you’re purely focused on list price. It’s slow, taking 13.3 seconds to cover 0-62mph, and 118Nm of pulling power won’t cope well with laden family trips. The 108bhp PureTech 110 turbo is far superior: 0-62mph takes 11.1 seconds, it has a 10mph higher top speed of 117mph and offers almost twice the torque, at 205Nm, delivered at just 1,500rpm. The 1.2-litre engine is virtually inaudible at idle and remains muted when extended, but there is a distant offbeat growl as the rev counter hits the red line.
Thanks to its muscular 205Nm torque output at just 1,500rpm and well chosen gear ratios, the 308 with the three-cylinder engine is deceptively brisk in the real world, pulling strongly and unobtrusively from low revs. And even though the Peugeot’s sixth gear is tall here, turning 2,300rpm at 70mph, there’s enough muscle for it to keep up with traffic on the motorway.
The only real criticism is reserved for the five-speed manual gearbox, which suffers from a vague action and often baulks if you try to rush a gearchange. The angular lever feels a little uncomfortable to hold, too.
The PureTech 130 lifts things further, with 0-62mph taking 9.6 seconds, a top speed of 129mph and torque swelling to 230Nm. It also has a six-speed manual gearbox as standard, or the optional EAT6. All PureTech engines have a pleasant throbbing engine note and the torque of the turbo makes them easy to drive and impressively refined. They’re very grown-up, appealing engines.
The sporty-feeling 1.6-litre PureTech comes with either 202bhp, 248bhp or 267bhp, all delivered at an identical (and revvy) 6,000rpm. Even the PureTech 205 does 0-62mph in 7.5 seconds – a significant performance step up over other 308 engines. The GTi PureTech 250 does it in 6.2 seconds and the GTi PureTech 270 in just 6.0 seconds, with both hitting a 155mph top speed. A healthy torque output of between 285Nm and 330Nm from less than 2,000rpm proves that this motor is as flexible as it is powerful – again, it’s ultra-smooth and appealing to use, too.
Curiously, the 1.6-litre PureTech can't be had with the EAT6 automatic gearbox: all versions are hooked up to a six-speed manual. We think the au
to box would suit it well.
4.5
FUEL
Indeed, the manual version of the BlueHDi 120 is more fuel efficient than the EAT6 automatic alternative, which claims 80.7mpg, and the lower-power BlueHDi 100, with its 78.5mpg official returns. Both are still competitive, though, and again emit less than 100g/km of CO2, for free road tax. Impressively, 1.6-litre BlueHDi 308s with larger 17-inch and 18-inch alloys also get under the magic 100g/km CO2 emissions mark.
There’s a sub-100g/km 2.0-litre BlueHDi 150 model, too: with the manual gearbox, it claims a superb 78.5mpg, plus it promises 0-62mph in 8.9 seconds. Coincidentally, Peugeot says both EAT6 automatic 2.0-litre BlueHDi versions average 70.6mpg, which means not a single diesel 308 claims economy of less than 70mpg.
Petrol engines are equally impressive. The non-turbo 1.2-litre PureTech 82 is perhaps the exception – this has official economy of only 56.5mpg – but adding a turbo sees the PureTech 110 rocket up to 70.6mpg. This petrol engine has low CO2 emissions as well; its 95g/km output means exemption from road tax. The swifter PureTech 130 claims 62.8mpg.
Even high-performance 1.6-litre PureTech versions of the 308 deliver strong efficiency. The 202bhp model averages 50.4mpg and emits a fleet-friendly 130g/km of CO2, while the 267bhp engine in the GTi claims a highly impressive 47.1mpg and 139g/km emissions.
Insurance groups
There’s a broad line-up of 308 models, and a wide range of insurance groups as a result. They start at just group 9 for the 1.2-litre PureTech 82; adding a turbo also adds three insurance groups, with the Active coming in at group 12 and the Allure (featuring larger alloys and more equipment) in group 13. PureTech 130 versions start at insurance group 14.
For petrol engines, there’s then a big jump to the 1.6-litre PureTech, reflecting its much stronger performance. The PureTech 205 is in group 26 and the GTi models both sit in group 34.
Diesel versions will have steeper premiums than their petrol equivalents, perhaps because insurers feel their higher-mileage drivers pose a greater risk. The BlueHDi 100 is in group 16, and this rises to group 19 for the BlueHDi 120. Here, Allure and GT Line trim jump two groups, to 21, which is worth bearing in mind when you’re in the showroom.
The 2.0-litre BlueHDi 150 starts at group 25, with the BlueHDi 180 EAT6 GT weighing in at group 29, which is high for a 178bhp diesel.
Depreciation
Unlike some older Peugeots, the 308 holds on to its value reasonably well, although some hatchback rivals are better in this regard. On average, it retains around 39 per cent of its new list price after three years, and there’s not much difference between petrol and diesel variants, which reflects the enhanced appeal of the PureTech engines over earlier, older versions.
Interior, design and technology
4
The 308 has a modern, hi-tech interior that's packed with features, although it's not the easiest to use
Viewed alongside some of its rivals, the 308’s smart yet subtle styling appears a little low key. But Peugeot’s designers have paid particular attention to the details, with some neat touches dotted all around the car. Gently flared side skirts and the ‘lion’s claw’ tail-lamps that reference the brand’s badge all sharpen up the standard 308’s flowing front end and squared-off tail. The classy look is reinforced on Allure models and above with eye-catching 17-inch alloys.
From the outside, the 308 seems restrained rather than racy, and that theme continues inside, where the focus is on build quality and comfort. Peugeot has given the 308 a high-quality interior that’s modern and stylish in design. It’s more modern and contemporary than the slightly traditional layout of a Volkswagen Golf, while the premium materials, fit and finish seem right up there with the German hatchback. It’s a very impressive achievement by Peugeot.
The dashboard has a couple of real highlights. The 9.7-inch touchscreen controls the navigation, radio and air-con, so there are very few buttons on the car’s centre console, giving the interior a sleek look. The instruments are novel, too, with the rev counter operating in a ‘reverse’ direction to the speedo. This is odd at first, but it’s a cool touch once you’re familiar with it.
It's part of Peugeot’s unusual i-Cockpit design. Along with the central touchscreen, i-Cockpit includes a smaller-diameter steering wheel and high-set dials that, Peugeot says, mean you don’t have to take your eyes off the road for too long. Trouble is, the low steering wheel and high seating position feel strange when you initially climb aboard.
In the centre of the soft-touch dash are some beautiful details, such as the sleek centre console surround and fancy air vents – but there are very few buttons. Everything, including the heater and stereo controls, has been centralised in the high-resolution touchscreen in the middle.
Once again, it’s something you have to ‘learn’: pressing two or three buttons just to change the heater temperature is fiddly at first. The system does work smoothly, though, and is nicely presented. It gives the 308 a hi-tech feel.
Size
It doesn’t look it, but the Peugeot 308 is a little bit shorter and narrower than the class norm. It’s 105mm shorter and 19mm narrower than a Ford Focus, and is a touch lower as well. This perhaps explains why interior space isn’t quite as good as it could be, particularly in the rear. Compared to the 4,465mm long Mazda 3, the 308 looks a bit short, at 4,253mm. It’s significant that the 308 SW estate has around 110mm added to the length of its wheelbase.
The 308 is a light car, though, with the 1.6 BlueHDi 120 Active model weighing in at just 1,205kg. A few years ago, this is the kind of figure we would have associated with a supermini, and shows the lightweight efficiencies of the new PSA Peugeot-Citroen EMP2 platform that the 308 uses.
The styling does make it hard to take full advantage of the car’s slightly more compact size, though: the back window is narrow and the C-pillars thick, and both compromise rear visibility.
Leg room, head room & passenger space
The Peugeot is rather disappointing for passengers in the rear, as a result of its short length and focus on maximising boot space. The rear doors are big enough, but there could be more space between the front and rear seats; climbing aboard can be a bit tricky. Foot space isn’t great, either, and the low-set rear bench only adds to the tight feel inside.
Boot
On paper, the 308 has a very spacious boot, offering 470 litres with the seats up and 1,185 litres once they’re folded. But this is a little misleading, as the shape of the boot doesn’t quite allow owners to make full use of the space. This isn’t the estate-rivalling luggage bay the figures suggest.
Reliability and Safety
4.3
The 308 is reasonably reliable, according to Driver Power, while the safety score is also impressive
Our Driver Power satisfaction survey suggests that the latest 308 is a reasonably reliable car. It placed 30th in the reliability category in 2015, but fell to 62nd in 2016, although that's still well inside the top half of the 150 rundown. A build quality score of 47th was good, too.
Even though the car was crash tested in 2013, when Euro NCAP’s assessments were tougher than in previous years, it was still awarded a full five-star safety score. Adult protection was rated at 92 per cent, and child protection at 79 per cent. Pedestrian protection was 64 per cent, but testers rated the safety assist systems more highly, and awarded a score of 81 per cent.
Servicing
Peugeot offers long service intervals for the 308, but they are dependent on the engine you choose, so take note. The 1.2-litre petrol and 1.6-litre diesel models need maintenance every year or 16,000 miles, while it’s every 20,000 miles for the 1.6-litre petrol and 2.0-litre diesel. A general rule of thumb is that the bigger the engine in the diesel and petrol range, the longer the intervals – and this has been done at least in part with high-mileage company car drivers in mind.
