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FRENCH POLISH
The family hatchback market is hotly contested. Peugeot’s 308 is the latest entrant to the sector, how will it stack up in 1.6-litre VTi petrol guise? Jon Elliott finds out.

The 308 is the latest hatchback offering from Peugeot. Another attempt by the French manufacturer, previously renowned for its hatchbacks, to get closer to the Golf and Focus. First impressions suggest the gap has closed considerably, especially in the 1.6-litre VTi petrol guise tested here. An excellent ride allied to solid build quality is harnessed in one package to produce the fine 308.

In 1993 Peugeot gave us the capable 306. It was a massive success for Peugeot, and rightly so. Wheels close to the corners, allied to excellent weight distribution, meant the 306 handled like a dream. It came with a wide range of excellent diesel and petrol engines, and was really only let down by its cheap plastic interior. In 2001, the 307 came along, the interior and overall build improved considerably, but somewhere the driving dynamics had been lost and drivers were left unimpressed by considerable electrical glitches. The 308 is Peugeot’s attempt to combine the improved interior and build of the 307 with the ride and dynamics of the 306 to finally prove that the French lion is no longer asleep. Not since the 205 has Peugeot had a best seller in the hatchback market. However, Peugeot aren’t ones for knowing when they’re beaten, and the introduction of the 308 appears to have addressed many of the issues that held its predecessor back. Sales success will depend on customer uptake of key variants like the 1.6-litre petrol VTi we look at here. If I’m honest I wasn’t expecting great things from this 308 and was sure familiar traits would shine through as soon as I sat behind the wheel. For example, I expected average build quality, numb steering and a ride that would upset my occasionally temperamental back. As it turned out, I should have given this car more of a chance. The zesty 1.6 has enough go about it not to leave you wishing you’d bought the next model up. It’s lusty if not truly athletic. Around town, often in low gears it rides very smoothly; it’s easy to drive and manages to soften the stresses of modern motoring.

"The 308 makes a compelling case for itself here…."

On open roads, the drive is utterly tactile; you can feel enough, yet not so much that it becomes tiresome, the steering is responsive and there is plenty of feel through the wheel. So much so in fact that the 308 manages to gain your trust almost immediately. The front of the car always seems to go where you point it, feeling well and truly stuck to the tarmac. In truth, Peugeot hatches have always managed to do this and this characteristic is carried on in the 308. Overall, the ride is impressive. The 308 doesn’t feel too much like a hatch as it soaks up bumps and camber changes in the road with ease. It may come as a shock to some, but this car is really pretty good. It seems to do all things well, rather than exceeding at any one facet at the expense of another. The driving position seemed excellent for my tall frame. You could argue the A pillar gets in the way a little, and somewhat disconcertingly I did find the apex disappearing from view while navigating a roundabout. Otherwise though, it’s as impressive to live in as it is to drive. The seats are comfy, offering just enough stability, and they’re fully adjustable too. There is a real air of space in the car; the driver never feeling cramped or confined when behind the wheel. There’s also plenty of places for your bits and pieces in side pockets and alike, although some of the glove box space has been stolen by the airbag. The interior plastics are solid, and there is no excess of joins that creak as you go round a bend. Another surprise is the rear leg room, which, while not excessive, is more than enough when your likely passengers are the kids. The boot is also large enough for most, although I would fear for a mother with buggies and shopping to transport. There is though, seven airbags to keep everyone safe. Bodyshape choice currently runs between three and five-door hatchbacks, plus an SW estate version with the option of a third row of seats. The 308 is in no way awash with gizmos and gadgets to keep the ardent techie nut amused. It does though offer a compelling argument with a concise range of trim levels available. The 1.6 S includes Air Conditioning, a CD player, electric mirrors and electric front windows. The car can be tailored further though with all manner of options available, the pick of which should prove to be the panoramic roof which can be specified throughout the range. If you desire a higher level specification on the 1.6-litre petrol VTi variant we’re looking at here, then the SE version brings an extra level of added refinement, crucially offering the panoramic roof option. You’ll pay £13,895 for the S and £16,295 for the SE – broadly comparable to rivals like Ford’s Focus, Vauxhall’s Astra and Renault’s Megane. As you would hope from a 1.6, the engine is economical. The 120bhp unit returns a combined MPG figure of 42.2 and should reach over 50mpg when driven frugally. CO2 emissions in a manual car are rated at 159g/km. Adding to the cost effectiveness, insurance premiums shouldn’t scare potential suitors too much, as the 1.6 VTi is rated at just group 6. Interestingly these statistics are practically identical to that of the equivalent Ford Focus and Vauxhall Astra, creating an interesting three way battle in the family hatch market, a market mainly utilised by company car owners. The choice therefore, comes down to personal preference or brand loyalty - something Peugeot have a fair proportion of after the good looks and dynamics of some of their previous hatchbacks. The 308 makes a compelling case for itself here. The 1.6 VTi offers just enough of what potential owners will look for. It’s well built, practical and comfortable. As a result, in essence, the 308 epitomises what you would hope to see in a family hatchback. Safe in the knowledge that they know how to build a likeable model of this type, Peugeot have used their skill to excise virtually all the problems that plagued the old 307, now creating a vehicle that unassumingly manages to tick all the right boxes. The 1.6-litre VTi engine harnesses just enough power to keep it in touch with any rival and is equally at home in town or on a motorway. Overall, the 308 offers a package which is hard to fault and that will undoubtedly leave many buyers rightly feeling smug with their purchase.

Facts At A Glance CAR: Peugeot 308 1.6 VTi range PRICES: £13,895-£16,395 - on the road INSURANCE GROUP: 6 CO2 EMISSIONS: 159g/km PERFORMANCE: 0-60mph 10.8s/ Max Speed 122mph FUEL CONSUMPTION: (urban) 30.4mpg / (extra urban) 54.3mpg / (combined) 42.2mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Height mm 4276/1815/1498 WHO TO SEE:

DETAILS AND DIFFERENCES
A thousand little details make up the perfect car design. And Peugeot’s 308 gets most of them right. Jonathan Crouch and family have been putting one to a long term test….

"It’s the details that make the difference". Not my words after three months living with Peugeot’s 308 – but they could have been. In fact, this quote belongs to Keith Ryder, Design Director for Peugeot cars. His team were tasked with creating this car and making it a stand-out choice in a sea of rather ordinary family hatchbacks.

Have they done so? Well, I’d say that it is indeed the little details that make the difference. The way, for example, the innovative curved dashboard is angled at a very ergonomic 30 degrees to keep everything within reach. Soft to the touch, with its four retro-style, chrome-ringed white dials, this looks as if it could have come straight from a very expensive coupe. Living with a car like this over a period means you start to notice little things that weren’t immediately obvious upon first acquaintance. Like the way the front sports-style seats are super-slim, feeing up loads of legroom in the back. Or the way that the rear seats are raised up theatre-style, giving their occupants a much better view. Another thing you notice once on the move is how light and airy the cabin feels. That’s because it features the largest expanse of glass in its class (2.26m3) and my test car has a huge panoramic glass roof fitted, which extends right over the back of the rear seats, flooding the interior with light. My car also has Peugeot’s innovative RT4 multimedia satellite navigation system which pops discreetly out the top of the dashboard when you need it and vanishes away unobtrusively when you don’t. But different people notice different things. My wife, for example, particularly likes the way the footwells light up to meet you whenever you open the doors. She appreciates the air conditioning vents that keep the children cool in the rear. And she particularly likes the fragrance diffuser which can fill the car with a scent of your choice. On the move, I often drive my 308 and remember how different today’s family hatchback is to its equivalent of just a decade ago. Back then, could we ever have imagined that mainstream versions of a car of this kind might come equipped with features like cruise control, a speed limiter to maintain your pace to safe levels in urban areas, automatic headlights, electric folding mirrors and rain-sensitive wipers?

"Another thing you notice once on the move is how light and airy the cabin feels"

If you haven’t really registered the presence of the 308 on the British motoring scene yet, then it’s probably because at first glance, it doesn’t look that much different to the 307 it replaced. In fact, the 308 is 12mm lower than its predecessor, so has a slightly sportier stance. Moreover, despite the improved interior space brought about by the increases in terms of both length (74mm) and width (85mm), it achieves a far more dynamic stance than the old car. Get in and clunk the door shut and it feels more substantial than before too, with a standard of build quality that until recently, used to be the preserve of more prestigiously-badged cars. In the 308’s case, this has come about courtesy of the extra weight in now carries – all 62kgs to be exact. The only downside to that is that it isn’t the sprightliest performer on the block. Even the pokiest 2.0-litre HDi 136 diesel which we specified for our testcar, with up to 260lb ft of torque, can’t crack the ten second barrier in the 0-60mph sprint. To be honest, though this might have bothered me on paper, it doesn’t irk me at all in day-to-day use. Like the car itself, the engine does, after all, have more important virtues. For a start, it’s very quiet. You slip into 6th gear and forget about it. Helping in this regard is the realisation after a few hundred miles that it’s hard to think of a rival that offers a more absorbent ride. I was brought up with Peugeots that were a hoot to drive on twisty roads, something that the marque rather lost with the 307. While the 308 can’t be seen as the start of a whole new era in this regard, it’s a significant step forward and is really rather satisfying on the back roads that make up my daily commute. I’ve the improved suspension to thank for this. However, there’s a bit more roll than you’d find in a Focus or a Golf and a bit less steering feel too. Having a family has put safety several notches further up my priority list with a car of this type, so the 308’s 5 star NCAP safety rating was a must if I was going to assign the 308 over to my wife Katie to transport our three young children on the school run. For this kind of work, the cabin needs to be easy to clean and most of all practical. One of the things that my wife most likes about the interior of the 308 is the vast number of storage pockets, luggage hooks and nets, slide out trays and cubbyholes. If you’re carrying anything from a diamond dripping engagement ring to a 1.5-litre bottle of coke, you’ll find somewhere secure to stow it – although the trick may be remembering exactly which pocket you put it in. For chocoholics like my daughter Ellie, the air-conditioned glove box keeps her Cadburys bar just as she would want to find it, rather than the sloppy mess that so often results. Overall then, we’ve come to the end of our tenure with our 308 mightily impressed. Prior to this test, this car wouldn’t have been near the top of my shopping list for family hatchbacks: now it is. As we said at the beginning, it’s the details that make the difference.

Facts At A Glance CAR: Peugeot 308 HDi range PRICES: £13,595-£19,845 - on the road INSURANCE GROUPS: 6-13E CO2 EMISSIONS: 118-132g/km PERFORMANCE: [1.6 HDi 110] 0-60mph 11.3s/ Max Speed 118mph FUEL CONSUMPTION: [1.6 HDi 110] (combined) 60.1mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Height mm 4276/1815/1498

NEW TRICKS
Our Peugeot 308SW long term test car has been racking up the miles. For those who need a compact mini-MPV but don’t really want one, it could be a perfect choice. Jonathan Crouch reports

Let’s say you want one of those mini-MPV people carriers but, to be honest, you’d really rather not have one. You need the occasional capacity to transport a couple of extra kids when yours are entertaining or on a day out. But you don’t want to have to cart all of those extra chairs around constantly in a boxy bus. In short, you’re target market for this car – Peugeot’s 308SW.

Here’s a family hatchback-based estate that can take up to seven people – yet you’d never know that from the outside. We’ve been running one on our long term test fleet for some time now and the car has continually impressed us by offering a decent boost to practicality without compromising the 308’s other attributes. Although a compact estate might have an element of oxymoron about it, the 308SW is less compact than most. Peugeot has insisted that the SW needs to be able to seat seven with two occasional seats which can be fitted into the rear but these are really only any good for small children. As a seven-seat MPV, the 308 SW trails the pack but as a five-seat estate with some extra kids’ space, it’s very competitive. With the (second row of) rear seats in place, there’s 674 litres under the rear load cover, while with the rear seats removed, there’s a massive 2,149 litres up to roof level. Let’s put those figures into perspective. Audi’s latest A4 Avant claims to be the biggest estate in its sector, yet can swallow a mere 490 litres behind its back seats. Living with a car like this over a period means you start to notice little things that weren’t immediately obvious upon first acquaintance. Like the way the front sports-style seats are super-slim, feeing up loads of legroom in the back. Or the way that the rear seats are raised up theatre-style, giving their occupants a much better view. Another thing you notice once on the move is how light and airy the cabin feels. That’s because it features the largest expanse of glass in its class (2.26m3) and our test car has a huge panoramic glass roof fitted, which extends right over the back of the rear seats, flooding the interior with light.

"As a compact, yet spacious estate car with the occasional ability to transport a couple of extra kids, then the 308SW has plenty to be said for it."

Day to day, I often drive this 308 and remember how different today’s compact family estate is to its equivalent of just a decade ago. Back then, could we ever have imagined that mainstream versions of a car of this kind might come equipped with features like cruise control, a speed limiter to maintain your pace to safe levels in urban areas, automatic headlights, electric folding mirrors and rain-sensitive wipers? Our car also has Peugeot’s innovative RT4 multimedia satellite navigation system which pops discreetly out the top of the dashboard when you need it and vanishes away unobtrusively when you don’t. But different people notice different things. Some of our testers, for example, particularly like the way the footwells light up to meet you whenever you open the doors. Others appreciate the air conditioning vents that keep the children cool in the rear. And all of us are impressed with the fragrance diffuser which can fill the car with a scent of your choice. Prices start at £14,395, a premium over the standard five-door hatch of only £500-£600 in entry-level S models, though you’ll need to budget on an extra premium of £1000 or more if you go for a higher spec version. Equipment on all variants runs to power steering, remote control central locking with deadlocks, electric front windows, a steering column adjustable for reach and rake, a CD player, passenger / driver seat height adjustment, a trip computer and electrically operated door mirrors. Peugeot has armed the 308 with a wide selection of technological curiosities to help it battle the family hatchback sector’s big hitters. These continue under the bonnet, the 150bhp 1.6-litre turbocharged THP petrol engine in our test car being so advanced that BMW decided to use it for their MINI Cooper. It isn’t the most frugal powerplant we could have chosen but an average return in our use of around 354mpg isn’t too bad. Having a family has put safety several notches further up my priority list with a car of this type, so the 308’s 5 star NCAP safety rating was a must if I was going to assign the 308 over to my wife Katie to transport our three young children on the school run. For this kind of work, the cabin needs to be easy to clean and most of all practical. One of the things that my wife most likes about the interior of the 308 is the vast number of storage pockets, luggage hooks and nets, slide out trays and cubbyholes. If you’re carrying anything from a diamond dripping engagement ring to a 1.5-litre bottle of coke, you’ll find somewhere secure to stow it – although the trick may be remembering exactly which pocket you put it in. For chocoholics like my daughter Ellie, the air-conditioned glove box keeps her Cadburys bar just as she would want to find it, rather than the sloppy mess that so often results. So should you buy one? Well, if you’re after a mini-MPV, then probably not. As a compact, yet spacious estate car with the occasional ability to transport a couple of extra kids (or adults on short journeys), then the 308SW has plenty to be said for it. No other family hatchback-based estate car makes more sense.

Facts At A Glance CAR: Peugeot 308SW range PRICES: £14,995-£20,545 - on the road INSURANCE GROUPS: 6E-13E CO2 EMISSIONS: 120-167g/km PERFORMANCE: [1.6 HDi 110] 0-60mph 11.8s/ Max Speed 115mph FUEL CONSUMPTION: [1.6 HDi 110] (urban) 44.1mpg / (extra urban) 70.6mpg / (combined) 57.7mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm 4500/1815/1555

DOING THE BUSINESS?
The Peugeot 308 will appeal to business drivers in its SR guise. Matt Low reports.

The Peugeot 308 is available in a special, business-orientated version identifiable by its SR badge. The car features an enhanced communications package and a choice of economical engines to make the professional’s journey between appointments a more profitable one.

Peugeot hopes that business drivers will be pleased to hear that the model is available in both 5-door hatchback and SW estate variants, all designed to keep the busy professional in the loop as they rack up the mileage. The brand is aiming this model squarely at the local business and contract hire and leasing markets. The added extras and choice of fuel-friendly engines in the SR should make it a big hit with executives and companies looking to kit their staff out with a fleet of business vehicles. There are three engine options for persons interested in the 308 SR to mull over. Firstly, there is the HDi 90 diesel unit that gives 90bhp and reaches a top speed of 113mph. This powerplant gets to 62mph in 14.1 seconds. After this entry-level engine there is the larger HDi 110, which reaches 62mph in 12.7 seconds and reaches 119mph. Thirdly, there is a Bioflex 120bhp 1.6-litre petrol engine that runs on either petrol or E85 ethanol. All three engines are available in hatchback and SW estate styles. The HDi 110 hatchback is also available with a six-speed electronically controlled gearbox which reduces its CO2 emissions to the same as the HDi90 powerplant. The HDi 110 with the EGC reaches a maximum speed of 117mph and does the standstill to 62mph in 12.5 seconds. The only downside of all the development needed to create the 308 is all the extra weight that has come along with it – all 62kgs to be exact. Which is why some of the smaller engines can feel somewhat under-powered. Still, the car always feels refined. You slip into 6th gear and forget about it. Helping in this regard is the realisation after a few hundred miles that it’s hard to think of a rival that offers a more absorbent ride. All models in the 308 range inherit the taller than average roofline that the 307 used to good effect in creating a roomy and airy interior but by shaving 12mm from its height while growing in terms of both length (by 74mm) and width (by 85mm), this design achieves a far more dynamic stance than the old car. The long front overhang of the 308 adds to this impression, creating a wedge-shaped profile that brings a further sporty element to the car’s shape.

"The brand is aiming this model squarely at the local business and contract hire and leasing markets.…"

Those familiar with the Peugeot 207 supermini will find plenty they recognise in the 308 but the key differences on the larger car are the prominent V-shaped bonnet that extends down from the base of the A-pillars on a raised plain and the huge oblong foglights. The rear of the 308 has more of a bulbous look to it, helping to maximise luggage space that runs to 430 litres and can be extended to 1,398 litres by folding the rear seats. If you need more room, there’s an SW estate version with up to 2,149 litres of space. The interior takes a sober but classy approach. It feels notably more upmarket than inside of the 307 and even more spacious. The middle section of the dash slopes down into the centre console bringing its controls closer to the driver and creating a snug cockpit effect but you sit a long way back from the base of the steeply raked windscreen with a huge expanse of dashboard to look out across. This, combined with the 308’s long front overhang, may present problems when manoeuvring but the A-pillars, a constant impediment to the driver’s view in the 307, appear much thinner for improved visibility. Prices range between £15,845 and £17,245. Standard equipment in the 308 SR runs to power steering, remote control central locking with deadlocks, electric front windows, a steering column adjustable for reach and rake, a CD player, passenger / driver seat height adjustment, a trip computer and electrically operated door mirrors. Where the SR differs from other trim levels in the 308 range is in its communications equipment, features that justify its £650 premium over standard ‘S’ models. A SmartNav has been fitted alongside a Bluetooth hands-free phone kit. 16-inch alloy wheels also set it apart from its 308 stablemates. Bodyshape choice currently runs between five-door hatchbacks and an SW estate version with the option of a third row of seats. The SR is available in Hurricane Grey, Nera Black, Aluminium, Thorium Grey, Aegan Blue and Babylon Red. Peugeot has armed the 308 with a wide selection of technological curiosities to help it battle the family hatchback sector’s big hitters. Seven airbags are included and five-door buyers can add to this count with rear side airbags if they want to. There’s also ABS with EBFD and EBA (or anti-lock brakes with brakeforce distribution and brake assistance in laymans’ language). The family hatch sector is notoriously tough to make headway in and Peugeot will hope this generous package of added features enables the 308 SR to demonstrate some staying-power. Peugeot is proud of the fact that some of the best aerodynamics in the sector have been achieved with the 308 SR. A drag coefficient of 0.29 will mean little to most buyers but the resultant the slippery styling and fuel economy advantage should strike a chord. The HDi 90 and the HDi 110 with EGC have a combined cycle of 62.7mpg so this vehicle is not going to cost the earth to run, especially considering its CO2 emissions ranging between 120g/km to 129g/km depending on engine and style. Insurance groups range between 5 and 7. Peugeot will be hoping that the latest in the 308 series makes a big impression. The basic car’s styling is already distinctive and in the engine room is a selection of proven units that will appeal to long-distance drivers. The added bonus in the SR of satellite navigation and Bluetooth compatibility should prove a big hit with the business community.

Facts At A Glance CAR: Peugeot 308 SR PRICES: £15,845-£17,245 - on the road INSURANCE GROUPS: 5-7 CO2 EMISSIONS: 120-129g/km PERFORMANCE: [HDi 110] 0-60mph 12.7s/ Max Speed 119mph FUEL CONSUMPTION: [HDi 90 ] (urban) 48.7mpg / (extra urban) 74.3mpg / (combined) 62.7mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Height mm 4276/1815/1498

EGC WHEN YOU KNOW HOW
Automatics make more sense than ever these days, Steve Walker takes a look at Peugeot’s EGC gearbox in the 308 HDi 110.

There are certain situations where automatic gearboxes outperform the manual alternatives and those situations are growing increasingly commonplace for many of us. A clutch soon becomes an unnecessary hindrance when you’re sitting in a mammoth motorway tailback or crawling through city centre traffic and there’s an argument that says as our roads get busier automatic transmissions become more desirable. Peugeot is hoping to capitalise with the EGC (Electronic Gearbox Control) gearbox offered with the 1.6-litre HDi engine in its 308 hatchback.

Even the best automatic systems still can’t quite replicate the control you get with a good manual gearbox but other reasons for shunning automatics such as their inferior fuel economy and idiosyncratic gear selection policies have been successfully addressed in recent times. If you haven’t driven an automatic car for a few years, now might be the time to give them another chance. Peugeot is confident that its EGC unit will impress. In the Peugeot 308, the EGC gearbox is paired with the 110bhp 1.6-litre HDi diesel engine. It’s an impressive unit but more for its economy and refinement than for its outright performance. Still, the 0-60mph sprint is dispatched in a respectable 12.5s and there’s a 117mph top speed, so it’s not overly sluggish. The 244Nm torque output means there’s a good amount of muscle at low engine speeds to make the EGC gearbox’s job that bit easier. How much you get out of the EGC system depends on how you drive. Keep everything very relaxed and the electronic system slurs through the gears smoothly but get more aggressive with your throttle inputs and it can get confused. There’s a tendency for it to shift up at inopportune moments or be too eager to kick down if you accelerate to overtake something on the motorway. These issues can be eased by engaging the Sport mode which holds the gears longer or negated completely by switching to manual mode. The steering wheel-mounted paddle shifters don’t turn with the wheel so they’re sometimes out of reach when you need them but the gearbox responds reasonably swiftly and they allow you to lock the 308 into the gear you want.

"There’s16" alloy wheels, dual-zone climate control and cruise control all included but the highlight has to be the panoramic glass sunroof which accounts for almost the full length of the vehicle’s roof. "

The 308 sets out to be a comfortable rather than a sporty car and it drives very smoothly without ever really encouraging more spirited driving. The driving position appears to have been tailored around a person with short legs and long arms but the seat is comfortable enough and refinement levels in the cabin are as good as you’ll find in the family hatch class. The 308 inherits the taller than average roofline that the 307 used to good effect in creating a roomy and airy interior but by shaving 12mm from its height while growing in terms of both length (by 74mm) and width (by 85mm), it achieves a far more dynamic stance than the old car. The long front overhang of the 308 adds to this impression, creating a wedge-shaped profile that brings a further sporty element to the shape. Those familiar with the Peugeot 207 supermini will find plenty they recognise in the 308 but the key differences on the larger car are the prominent V-shaped bonnet that extends down from the base of the A-pillars on a raised plain and the huge oblong foglights. The rear of the 308 has more of a bulbous look to it, helping to maximise luggage space that runs to 430 litres and can be extended to 1,398 litres by folding the rear seats. The interior takes a sober but classy approach. It feels notably more upmarket than inside of the 307 and even more spacious. The higher specification models in the range are embellished with liberal use of chrome and all derivatives benefit from expensive looking plastics with the lighter colour options proving particularly eye-catching. The middle section of the dash slopes down into the centre console bringing its controls closer to the driver and creating a snug cockpit effect but you sit a long way back from the base of the steeply raked windscreen with a huge expanse of dashboard to look out across. This, combined with the 308’s long front overhang, can present problems when manoeuvring but the A-pillars, a constant impediment to the driver’s view in the 307, are much thinner for improved visibility. The EGC gearbox is offered with the HDi 110 engine in the five-door bodystyle and S, SR or SE trim, the cost premium being around £650. The S model features air-conditioning, front fog lights, electric windows and remote central locking while SE specification is quite comprehensive. There’s 16" alloy wheels, dual-zone climate control and cruise control all included but the highlight has to be the panoramic glass sunroof which accounts for almost the full length of the vehicle’s roof. Safety equipment is provided to a very high level in the 308 with front, side and curtain airbags included as standard along with ABS, brakeforce distribution and brake assist. The SE models get ESP stability control. With a diesel engine and the EGC gearbox, the 308 doesn’t come cheap but buyers are getting quite a bit for their money. Some manufacturers are forced to strip their models down to the bare essentials in order to achieve a tax-friendly CO2 emissions rating of 120g/km but the Peugeot 308 HDi 110 EGC manages it in standard form with all of the essentials plus a heap of equipment on board. With outstanding fuel economy of 62.7mpg, the EGC model is actually around 5mpg more efficient than the manual car which makes the modest £400 premium needed to get one look even more affordable.

Facts At A Glance CAR: Peugeot 308 HDi 110 EGC PRICES: £16,645-£18,445 - on the road INSURANCE GROUP: 6E [est] CO2 EMISSIONS: 120g/km PERFORMANCE: 0-60mph 12.5s/ Max Speed 118mph FUEL CONSUMPTION: (urban) 49.5mpg / (extra urban) 72.3mpg / (combined) 62.7mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm 4276/1815/1498

CONVERSION FACTOR
Peugeot knows more than most manufacturers when it comes to cars with folding hard top roofs so should we expect big things from its 308CC? Steve Walker takes a look.

Peugeot’s expertise in creating folding hard-top cars is well documented and the 308CC is the French marque’s best effort yet in this sector. With neat styling and some clever interior touches, it looks a strong package.

Peugeot has quite a history of folding hard-top cars. Few of us will be able to recall the 401, 601 and 402 Eclipse models of the 1930s but there’s a good chance that you’ll be able to picture the car that kick started the modern trend for metal folding canopies on mainstream cars, the Peugeot 206CC. That model gave rise to the 307CC, the 207CC and now we have a 308CC to cast an eye over. The recipe looks largely the same but Peugeot should be getting pretty good at these by now and we can expect some choice refinements. The engines are familiar Peugeot units with one exception, the 140bhp 2.0-litre HDi. This is not only a diesel engine in a convertible car (something that was virtually unheard of a few short years ago), it’s also an advanced Euro 5-compliant unit with a diesel particulate filter to clean up its act. Buyers will get a 6-speed manual gearbox but for those who’d like an auto, the older 136bhp Euro 4 version of this engine is also on offer. It’s much the same with the petrol options. Manual buyers get a 150bhp 1.6-litre THP (Turbo High Pressure) unit but those in search of an auto get a similar unit with 140bhp. The latest 308 benefits from a track that’s been widened front and rear to help improve stability. Larger diameter brake discs will prove handy in bringing the additional weight of the 308CC safety to a standstill and Peugeot engineers have pulled out all the stops to boost the car’s structural rigidity to further aid the driving experience. The huge seats with their integral head restraints are designed to give great support and comfort but they also have a trick up their sleeves – the Airwave system. Basically, a built-in air-vent dispenses warm air like a scarf around the neck of the occupant, helping to ensure that 308 owners can enjoy top down motoring even when the temperatures fall. Even the rear seats include this feature and this is an inclusion that underlines Peugeot’s intention for the 308CC to be a genuine four-seater. It should certainly prove more spacious than the 307CC which gave its rear seat passengers an experience they’d rather forget.

"The 308CC sets a high standard for other affordable cabriolets to aspire to…."

The 308 CC shares the same ‘roof concept’ as the old 307 CC. It consists of a two-part retractable roof with a small folding roof panel and a large rear athermic dark-tinted rear windscreen. The roof opens and closes in only 20 seconds even when driving at speeds of up to 7mph. The system is controlled by an electronic control unit which automatically lowers all four windows by around 50mm before any roof operations commence. The boot has been the focus of much attention. In the coupé ‘roof-up’ configuration, its volume is 465 litres, but drops dramatically to 266 litres with the roof folded. Still, though the boot may be small, it’s undeniably meticulously finished with a high quality carpet, chrome tie-down rings, straps for retaining a warning triangle and a luggage net for enhanced practicality. There’s even an underfloor compartment where the optional wind stop can be stored. The central locking also now locks the interior storage space in the glovebox and the centre armrest so that valuables can be left in the car securely when the roof is down. Peugeot has put considerable thought into the way the 308CC will be used and its four-seater claims are again highlighted by a special rear access system that electrically slides the rear seat forward for a more elegant entry into the back. Trim levels range between S, Sport and GT. The 308CC has a detailed specification designed to push the car up-market in feel, if not in price. There’s a leather trim option which sees the whole cabin swathed in hide and classy trim finishes will help to raise the tone. Buyers who want to specify their vehicle up to the nines will have no problem with features including an MP3-compatible audio system with a USB connector, a hands free phone kit, satellite navigation, a 30 gigabyte hard disc and Bluetooth connectivity all available. There’s even a JBL hi fi system available with 10 speakers for the ultimate audio experience. In the event of a rollover situation, the roll-over protection bars are automatically triggered in less than 20 milliseconds. The car is equipped with passenger and driver’s front airbags, chest/pelvis side airbags and, in what Peugeot claims to be a world first, a head airbag for the front passengers, housed directly in the seat and deployed laterally from the head restraint. This is the first Coupé Cabriolet in the world to have all its lateral protection incorporated into the front seat, including head, chest and pelvis, thereby ensuring efficient deployment and occupant protection regardless of the seat position and for all types of side impact. Peugeot is proud of the fact that some of the best aerodynamics in the sector have been achieved with the 308CC which has benefits in terms of both emissions and fuel consumption. You can expect to average nearly 50mpg with the 140bhp 2.0-litre HDi and establish your green credentials with the particulate filter which cleans up its act. CO2 emissions are 155g/km, though that does rise to 185g/km if you opt for the older HDi engine with the auto gearbox. Opt for the petrol version and you should record just under 38mpg on the combined cycle and 177g/km of CO2. The folding hard-top convertible car will remain an acquired taste for some time yet but Peugeot looks to be pushing the genre in the right direction with the 308CC. There will still be compromises to go with the obvious advantages of having a metal roof that you can stow away at the flick of a switch but as long as buyers go into it with their eyes open, there are great ownership experiences to be had. Using some clever styling devices and well-conceived interior solutions, the 308CC sets a high standard for other affordable cabriolets to aspire to. This market is all about image and desirability and the latest in Peugeot’s long line of hard-top drop-tops appears to have a decent helping of both.

Facts At A Glance CAR: Peugeot 308CC range PRICES: £17,000 - on the road [est] INSURANCE GROUPS: 8 -15 [est] CO2 EMISSIONS: 155-192g/km PERFORMANCE: [2.0 HDi 140] 0-60mph 10.8s/ Max Speed 129mph FUEL CONSUMPTION: [2.0 HDi 140] (urban) 36.2mpg / (extra urban) 58.8mpg / (combined) 47.9mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm 4400/1817/1426

NEW TRICKS
Jonathan Crouch and family take our long term Peugeot 308SW to their annual Lyme Regis beach holiday. How would it cope stuffed with six people and all their luggage?

I didn’t think we would be able to do it. Pack six people and a mountain of luggage into a compact family hatchback-based estate car. Yet our long term Peugeot 308SW managed it – and did so quite easily. It’s a car that has been quietly growing on us.

For my annual family holiday to Lyme Regis, I wasn’t planning to take the 308SW to be honest. This thinking was based around the fact that my wife and I had three children, my mother and a mountain of luggage to carry: I automatically thought that the Peugeot wouldn’t be big enough. Yet when I considered the situation more carefully, it became clear that I would have expected any other 7-seater compact mini-MPV to accomplish this feat. It’s just that the Peugeot looks, well, rather more conventional: heck, it is more conventional, basically a 308 estate car with two extra seats in the estate compartment. Still, if it was going to pretend to be able to compete in the mini-MNPV sector, it ought to be able to mange our trip, I decided. As it turned out, there was no problem at all. The third row of seating was ideal for my ten year old, even if it would have been slightly cramped for a fully grown adult on the five hour trip. All the luggage was squeezed in around her without too many problems. The panoramic full length glass roof on our test 308SW made the crammed car feel less claustrophobic than might have been expected and the willing 150bhp 1.6-litre petrol engine made light work of the miles involved. Let’s remind ourselves of the figures here. With the (second row of) rear seats in place, there’s 674 litres under the rear load cover, while with the rear seats removed, there’s a massive 2,149 litres up to roof level. Let’s put those figures into perspective. Audi’s latest A4 Avant claims to be the biggest estate in its sector, yet can swallow a mere 490 litres behind its back seats. Living with a car like this over a holiday period means you start to notice little things that weren’t immediately obvious upon first acquaintance. Like the way the front sports-style seats are super-slim, feeing up loads of legroom in the back. Or the way that the rear seats are raised up theatre-style, giving their occupants a much better view.

"It’s a car that has been quietly growing on us…."

On the journey to Lyme Regis, I appreciated the extra features that make such a difference on longer trips. The cruise control, the speed limiter that maintains your pace to safe levels in urban areas, the automatic headlights, the electric folding mirrors and the rain-sensitive wipers. I also made good use of the innovative RT4 multimedia satellite navigation system which pops discreetly out the top of the dashboard when you need it and vanishes away unobtrusively when you don’t. Our kids were less fractious than usual too, which might have been down to the air conditioning vents that aim to keep children cool in the rear. And all of us liked the fragrance diffuser which can fill the car with a scent of your choice. Prices represent a premium over the standard five-door hatch of only £500-£600 in entry-level S models, though you’ll need to budget on an extra premium of £1000 or more if you go for a higher spec version. Equipment on all variants runs to power steering, remote control central locking with deadlocks, electric front windows, a steering column adjustable for reach and rake, a CD player, passenger / driver seat height adjustment, a trip computer and electrically operated door mirrors. Peugeot has armed the 308 with a wide selection of technological curiosities to help it battle the family hatchback sector’s big hitters. These continue under the bonnet, the 150bhp 1.6-litre turbocharged THP petrol engine in our test car being so advanced that BMW decided to use it for their MINI Cooper. It isn’t the most frugal powerplant we could have chosen but an average return in our use of around 35.4mpg isn’t too bad. Having a family has put safety several notches further up my priority list with a car of this type, so the 308’s 5 star NCAP safety rating was a must if I was going to assign the 308 over to my wife Katie to transport our three young children on the school run. For this kind of work, the cabin needs to be easy to clean and most of all practical. Overall, my trip has made me more liable to recommend the 308SW as an alternative to a compact mini-MPV for buyers who rarely transport seven but would occasionally like the option to. Sometimes you just have to take the plunge and put a car to the test. I’m glad I did.

Facts At A Glance CAR: Peugeot 308SW range PRICES: £14,995-£20,545 - on the road INSURANCE GROUPS: 6E-13E CO2 EMISSIONS: 120-167g/km PERFORMANCE: [1.6 HDi 110] 0-60mph 11.8s/ Max Speed 115mph FUEL CONSUMPTION: [1.6 HDi 110] (urban) 44.1mpg / (extra urban) 70.6mpg / (combined) 57.7mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm 4500/1815/1555

PRACTICAL MAGIC
Jonathan Crouch and his family have been getting to know a compact seven seater car that’s practical – but not too practical. Peugeot’s 308SW

Rather curiously, Peugeot doesn’t have a proper mini-MPV, unless you count the van-based Partner Tepee. Which is surprising given that their PSA partners Citroen have quite a history with the things. But not perhaps illogical. Peugeot insists that there’s a strong market amongst buyers who want most of the benefits of mini-MPV motoring combined with the style of a small estate. And they’re probably right.

The marque first experimented with this with the 307SW, an estate version of their family hatchback that featured a full-length panoramic glass roof and a couple of extra seats that fitted in the rear luggage compartment, good for kids or, on short journeys, non-rugby-playing adults. Presumably it sold reasonably well because the same idea has been repeated and refined with this car, the bigger and better looking 308SW. My family and I have been trying one over an extended long term test. I’ve now driven several 308SW models and I’ve certainly found it hard to fault the range of engines. The entry-level petrol contingent employs Peugeot’s VTi technology using variable valve timing and lift to adapt the combustion process according to the demands being placed on the engine by the driver. Range highlights include the 1.4-litre entry level unit that produces 95bhp and at the other end of the petrol roster, the 1.6-litre THP, good for 175bhp. In between, there’s a 1.6 VTi with 120bhp and the 1.6 THP engine with 150bhp that’s fitted to our long term test car.

"Several times, the children have been able to have friends home from school when previously with our old car, we’d simply have had to say no…."

The diesel range consists of Peugeot’s excellent HDi common-rail diesel engines. There’s a 1.6-litre unit offered in 90 or 110bhp form and a 2.0-litre 136bhp option topping the range that will get from a standstill to 60mph in 10.1s. While the engines are top notch, this 308 wouldn’t qualify is what you’d call a ‘driver’s car’, though it’s a step forward from the old 307SW in that regard. The extra safety equipment and strengthening that makes the car feel more rigid has added around 62kgs of extra weight too, so that can tend to blunt the performance somewhat. But then, you don’t buy a car like this to hare round the lanes. More important are things like refinement and ride quality, both areas in which the 308 excels. Roll is well contained too – which is useful if you don’t want to send the kids green around the gills when you’re running late for the school play. This might be a compact estate – but in three months of use, we’ve found it to be less compact than most. Peugeot has insisted that the SW needs to be able to seat seven with two occasional seats which can be fitted into the rear but these are really only any good for small children. As a seven-seat MPV, I reckon that the 308 SW trails the pack but as a five-seat estate with some extra kids’ space, it’s very competitive. Several times, the children have been able to have friends home from school when previously with our old car, we’d simply have had to say no. With the main second row of back seats in place, there’s 674 litres under the rear load cover, while with all the seats flat, there’s a massive 2,149 litres up to roof level. Let’s put those figures into perspective. Audi’s latest A4 Avant claims to be the biggest estate in its sector, yet can swallow a mere 490 litres behind its back seats. The 308SW isn’t just a 308 hatch with a glasshouse tacked to its boot either. The wheelbase is 100mm longer than the hatchback car, which allows rear seat passengers to enjoy some space. The rear overhang has been increased by 124mm to get that headline luggage bay size while the panoramic glass roof that gives the interior such a light and airy feel has been increased in size by 27 per cent. It now extends beyond the heads of second row passengers. Access to the rear is aided by separately opening tailgate glass. 308SW prices range mainly in the £15,000 to £20,000 bracket, so there’s no real saving over buying a mini-MPV, despite the fact that, in theory at least, you’re getting a slightly smaller. You are getting a more stylish one though and one without too many obvious direct rivals. Of course, there are comparably sized estate versions of cars like Volkswagen’s Golf, Ford’s Focus, Vauxhall’s Astra and Renault’s Megane – but none of them come with the option of seven seats. Prices represent a premium over the standard five-door hatch of only £500-£600 in entry-level S models, though you’ll need to budget on an extra premium of £1000 or more if you go for a higher spec version. Equipment on all variants runs to power steering, remote control central locking with deadlocks, electric front windows, a steering column adjustable for reach and rake, a CD player, passenger / driver seat height adjustment, a trip computer and electrically operated door mirrors. Seven airbags are included and SW buyers can add to this count with rear side airbags if they want to. There’s also ABS with EBFD and EBA (or anti-lock brakes with brakeforce distribution and brake assistance in laymans’ language). Choosing a new car is never easy. After the decision to have a kid and to buy a house, it’s the next biggest financial decision you’re likely to make and the consequences of getting it wrong can be costly. The Peugeot 308 has established itself as a safe, if rather unspectacular choice, chosen by those who appreciate a stylish cabin and great engines. The SW estate version adds some serious practicality to that mix and is by far the most class-competitive 308 variant it’s possible to buy. In short, it puts one over on its key rivals with its sheer versatility. Choosing the right Peugeot 308 SW isn’t that easy. With some very good petrol and diesel engines on offer, at least it’s hard to make a bad choice. Our selection would probably be an HDi 136 engine if you’re looking at diesel or the 1.6-litre THP 150 we’ve been driving if you’re planning on petrol power. For mini-MPV owners who very rarely use mini-MPV versatility but would like to have it in some form at least, just in case, this car’s a sensible pick. We’ll be sorry to see it go.

Facts At A Glance CAR: Peugeot 308SW range PRICES: £14,995-£20,545 - on the road INSURANCE GROUPS: 6E-13E CO2 EMISSIONS: 120-167g/km PERFORMANCE: [1.6 HDi 110] 0-60mph 11.8s/ Max Speed 115mph FUEL CONSUMPTION: [1.6 HDi 110] (urban) 44.1mpg / (extra urban) 70.6mpg / (combined) 57.7mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm 4500/1815/1555

BRAWN FRENCH
Peugeot makes no secret about the fact that sales of diesel derivatives will determine the success enjoyed by their 308 Family Hatch. Jonathan Crouch checks them out

Sometimes a clean sheet approach really isn’t necessary when it comes to new car design. Take Peugeot’s 308. It rides on the same platform as the 307 it replaced – it even looks much the same. It’s simply more sophisticated. Mind you, you’ll need one of the pokier diesels to really get the most from it.

Having rather under-achieved with their 307 Family Hatchback, Peugeot’s designers were keen to make amends, with an evolutionary approach adopted when it came to developing this 308. In the years since the 307 was launched, the diesel derivatives have assumed more and more importance – to the point where sales of these variants will be larger than those of their petrol-powered counterparts. Hence the effort expended in areas like refinement and low emissions on these models during the development process. The 308 inherits the taller than average roofline that the 307 used to good effect in creating a roomy and airy interior but by shaving 12mm from its height while growing in terms of both length (74mm) and width (85mm), it achieves a far more dynamic stance than the old car. The long front overhang of the 308 adds to this impression, creating a wedge-shaped profile that brings a further sporty element to the car’s shape. If you need more room, there’s an SW estate version with up to 2,149 litres of space. The only downside of all the development needed to create the 308 is all the extra weight that has come along with it – all 62kgs to be exact. Which is why some of the smaller engines can feel somewhat under-powered. Even the pokiest 2.0-litre HDi 136 diesel, with up to 260lb ft of torque, can’t crack the ten second barrier in the 0-60mph sprint. Still, this engine is at least acceptably quiet. You slip into 6th gear and forget about it. Helping in this regard is the realisation after a few hundred miles that it’s hard to think of a rival that offers a more absorbent ride. On twistier roads, you realise that Peugeot hasn’t reclaimed the driving dynamics class leadership enjoyed by the old 306 in this sector but it’s a step forward from the 307 which rather lost its way in this regard. 307 hot hatch models were generally derided by the buying public for this reason but future 308 fast variants should fare rather better. The improved suspension now makes cross-country dashes something to be looked forward to rather than to be avoided. However, there’s a bit more roll than you’d find in a Focus or a Golf and a bit less steering feel too.

"Sometimes, it seems, evolution can indeed be better than revolution…."

Though the 308 doesn’t look much different from its 307 predecessor, take it from us, it’s a far more credible car. The longer, wider and lower body shell is 10% stiffer and more slippery, there’s a brand new suspension set-up and some useful additions to the engine range. On top of that, it’s quieter, more practical and, with 5 NCAP stars, safer too. The cabin now vies with that of the Fiat Bravo (yes, really) as arguably the nicest in the Family Hatchback sector – and yes, this observation includes that of the Volkswagen Golf (quality fitments but a rather dull overall feel). As with both Focus and Golf interiors, it’s impressively spacious but the ambience is a lot more inviting, especially if you order the (non-opening) full-length panoramic glass roof. Soft-touch plastics are everywhere, attractively set off by slivers of faux aluminium. Plenty of storage spaces make the cabin practical too. Those familiar with the Peugeot 207 supermini will find plenty they recognise in the 308 but the key differences on the larger car are the prominent V-shaped bonnet that extends down from the base of the A-pillars on a raised plain and the huge oblong foglights. The rear of the 308 has more of a bulbous look to it, helping to maximise luggage space that runs to 430 litres and can be extended to 1,398 litres by folding the rear seats. The diesel 308 range consists of Peugeot’s excellent HDi common-rail engines. There’s a 1.6-litre unit offered in 90 or 110bhp form and a 2.0-litre 136bhp option topping the range. A wide range of trim levels are available kicking off with the Urban then running on to the S, SR, Sport, SE and GT models. Prices start at £13,595 and you’ll pay £18,545 for the HDi 136 model in GT trim. There’s a choice of three or five-door hatchback bodystyles. Peugeot has armed the 308 with a wide selection of technological curiosities to help it battle the family hatchback sector’s big hitters. You’ll need to dip into the options list to get the bi-xenon directional headlamps and the Lane Departure Warning System (which gives you the electronic equivalent of a dig in the ribs from your better half if you wander across a white line without indicating), but a lot of the safety kit is standard. Seven airbags are included and five-door buyers can add to this count with rear side airbags if they want to. There’s a wide choice of different transmission options, including a six-speed manual gearbox, a six-speed EGC semi-automatic unit and a full six-speed automatic fitted to the flagship 2.0 HDi 136 model. Peugeot is proud of the fact that some of the best aerodynamics in the sector have been achieved with the 308. A drag coefficient of 0.29 will mean little to most buyers but the resultant the slippery styling and fuel economy advantage should strike a chord. The greenest engine choice is the FAP particulate filter-equipped 1.6-litre HDi which gets an excellent 60.1 miles from each gallon on the combined cycle. It also dips under the 120g/km barrier for CO2 emissions. The 136bhp 2.0-litre HDi, also with a particulate filter to clean up its act, returns a creditable 51.3mpg. Depreciation should sit in the same territory as obvious Focus and Astra rivals, if a little behind more premium alternatives like Honda’s Civic and Volkswagen’s Golf. However, you can offset that against the larger discount you’re like to get up-front. Insurance sits between groups 6 and 13E. Peugeot’s 308 isn’t a car that will make a big driveway statement but it’s amongst the three or four Family Hatches that you must consider before buying a car in this segment. Though the latest VTi petrol engines that have been introduced have their appeal, it’s hard to see past the HDi diesels, provided you get a deal strong enough to enable you to offset their price premium against fuel savings over the likely annual mileage you’ll cover. Other Family Hatches may be sharper to drive. Or faster. Or return better residuals. But none offers a markedly superior all-round package and if we had to use such a car over longer distances, the Peugeot’s keys are the ones we’d plump for every time. Sometimes, it seems, evolution can indeed be better than revolution.

Facts At A Glance CAR: Peugeot 308 HDi range PRICES: £13,595-£19,845 - on the road INSURANCE GROUPS: 6-13E CO2 EMISSIONS: 118-132g/km PERFORMANCE: [1.6 HDi 110] 0-60mph 11.3s/ Max Speed 118mph FUEL CONSUMPTION: [1.6 HDi 110 SW] (urban) 44.1mpg / (extra urban) 70.6mpg / (combined) 57.7mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Height mm 4276/1815/1498

PIECES OF EIGHT
The 1.4-litre version of the Peugeot 308 offers buyers the opportunity to secure a modern, well developed family hatch at a very modest price. Andy Enright reports

Do you remember the Peugeot 306? I do. I used to lust after the 306 GTi-6, almost accepting a job in what has been voted the least desirable city in Britain on the strength of getting one as my company hack. The 306 wasn’t the prettiest or the most practical hatchback and even for the time, the interior was a sea of thin plastics but it drove brilliantly. It was touched by genius. Then it was replaced by the Peugeot 307, a car that was touched heavily with worthiness. This 308 is a progression from the 307 and aims to inject some extra sparkle, even in entry-level 1.4-litre form.

On any objective basis, the 307 was a markedly better car than the 306, outscoring it in most regards that really mattered to family motorists and Peugeot was rewarded with strong sales. Its successor, the 308, follows a similar theme. It’s not exciting but it’s what many families want; safe, well built, modern and affordable. The four-cylinder 1.4-litre engine does a game job but the 308 is a very big family hatch and as such, performance is hardly skull-crushing. It’ll get to 60mph in 14.3 seconds and continue to a top speed of 114mph thanks to the slippery aerodynamics but it’s worth reiterating that this is not a car that will appeal, 306 style, to keen drivers. In corners the 308 feels tall and there’s some kickback through the steering if you push it harder than it feels comfortable with. Beyond this there is gentle understeer, but this is well telegraphed and if you throw another £300 at the package, you can get electronic stability control which will even dial this out safely. Somewhat surprisingly for a car with no real focus on handling, the 308 rides fairly firmly. It never feels totally supple over surface imperfections but it gels nicely at motorway speeds, where there’s a signal lack of floatiness, and the steering is decently weighted. Visibility is better than in the 307 with less intrusion from the windscreen pillars. The 1.4-litre engine is surprisingly tractable for such a small capacity unit but gets rather vocal if thrashed and you will need to rev it to make progress, the peak power of 95bhp coming at a heady 6,000rpm.

"The Peugeot 308 is a car that chooses its battles wisely."

Riding on a similar wheelbase to the 307, the 308 inherits the same taller than average roofline. This is used to good effect in creating a roomy and airy interior but by shaving 12mm from its height while growing in terms of both length (by 74mm) and width (by 85mm), it achieves a far more dynamic stance than the old car. The long front overhang of the 308 adds to this impression, creating a wedge-shaped profile that brings a further sporty element to the car’s shape and assists in pedestrian safety. Those familiar with the Peugeot 207 supermini will find plenty they recognise in the 308 but the key differences on the larger car are the prominent V-shaped bonnet that extends down from the base of the A-pillars on a raised plain and the huge oblong foglights. The rear of the 308 has more of a bulbous look to it, helping to maximise luggage space that runs to 430 litres and can be extended to 1,398 litres by folding the rear seats. The interior takes a sober but classy approach. It feels notably more upmarket than inside of the 307 and even more spacious. The higher specification models in the range are embellished with liberal use of chrome and all derivatives benefit from expensive-looking plastics with the lighter colour options proving particularly eye-catching. The middle section of the dash slopes down into the centre console bringing its controls closer to the driver and creating a snug cockpit effect but you sit a long way back from the base of the steeply raked windscreen with a huge expanse of dashboard to look out across. This, combined with the 308’s long front overhang, may present problems when manoeuvring but the A-pillars, a constant impediment to the driver’s view in the 307, appear much thinner for improved visibility. Two trim levels are offered with the 1.4-litre engine, namely Urban and S. Urban is the entry-level specification and starts at £12,295 for the three-door car with the five-door model adding £600 to the asking price. Equipment on all variants runs to power steering, remote control central locking with deadlocks, electric front windows, a steering column adjustable for reach and rake, a CD player, height adjustment for both front seats, a trip computer and electrically operated door mirrors. The S model adds air conditioning, body-coloured mirror housings and door handles and Atacama rather than Pacaya design wheel trims for the 15-inch steel wheels. Options for these models include the highly recommended ESP stability control package, and metallic paint. Go for the S trim and you can then replace the rather weedy single CD stereo with a beefier Clarion stereo upgrade with MP3 compatibility and a Bluetooth interface. ESP, aside, Peugeot hasn’t skimped on safety kit and there are seven airbags included. Five-door buyers can add to this count with rear side airbags if they want to. There’s also ABS with EBD and EBA (or anti-lock brakes with brakeforce distribution and brake assistance in laymans’ language). Peugeot is proud of the fact that some of the best aerodynamics in the sector have been achieved with the 308. A drag coefficient of 0.29 will mean little to most buyers but the resultant slippery styling and fuel economy advantage should strike a chord. The 1.4-litre engine will achieve fairly decent fuel figures on paper with Peugeot quoting a 43.5mpg average, but load it up with family and gear and that figure will take a sharp tumble. The trouble is, the entry-level diesel is a hefty £1,300 dearer, but over three years most drivers will recoup the premium, the 1.4-litre Urban weighing in with a pence per mile figure of 34.7, while the 1.6HDi Urban diesel costs 32.9ppm to run. Very cheap servicing counts in this car’s favour and excellent safety and security contribute to affordable insurance. Residual values, however, have been adversely affected by a public perception that the 308 is more of a 307.5 than a totally new proposition. The Peugeot 308 is a car that chooses its battles wisely. Its manufacturers realised that families are looking for safety, space, affordability and quality design and have tried their best to tick those boxes with a modest development budget. You’d have to take your hat off to Peugeot and say that on those scores, the 308 is an unqualified success. Where the big caveat comes is that many rival manufacturers also have those requirements squared away and blend features such as driving fun and a sharper sense of aesthetics into the mix. The 1.4-litre engine isn’t the most impressive unit in Peugeot’s line up and if I was spending my own money, I’d probably spring for the entry level 1.6 HDi diesel but if you are cash strapped and a Hyundai or Chevrolet isn’t doing it for you, the 308 1.4-litre makes a very tempting and understandable selection.

Facts At A Glance CAR: Peugeot 308 1.4 range PRICES: £12,295-£14,395 - on the road INSURANCE GROUPS: 6E CO2 EMISSIONS: 155g/km PERFORMANCE: 0-60mph 14.3s/ Max Speed 114mph FUEL CONSUMPTION: (urban) 31.4mpg / (extra urban) 54.3mpg / (combined) 43.5mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Height mm 4276/1815/1498

LOVE AND 8
306, 307 and now 308. Peugeot’s family hatch dynasty continues but has this model got enough to challenge the class leaders? Steve Walker reports…

What exactly are the average family hatchback buyer’s real priorities? With their 308, Peugeot reckon they’ve got them covered.

If you didn’t know what a Peugeot 308 looked like, you could probably make an educated guess, the Peugeot family face having spread to all corners of the model range with its elongated feline headlamps and that dentist’s chair gape. A surprise the 308 may not be but Peugeot is confident that it has a shock or two in store for its family hatch rivals. There are a wide variety of engine options for persons interested in a 308 to mull over. The entry-level petrol contingent employs Peugeot’s VTi technology using variable valve timing and lift to adapt the combustion process according to the demands being placed on the engine by the driver. The system gives optimum performance when you want it and improved economy when you don’t. The 1.4-litre unit produces 95bhp while the 1.6-litre alternative has 120bhp and is available with a four-speed automatic gearbox in lieu of the standard five-speed manual. The next step up is the turbocharged 1.6-litre engine THP. In the 308, this powerplant develops 150bhp and is capable of covering the 0-60mph sprint in 8.8s compared to 10.8 in the normally-aspirated 1.6. You can also order a 175bhp version of this unit that reduces to 0-60mph figure to about 8 seconds. The diesel range consists of Peugeot’s excellent HDi common-rail diesel engines. There’s a 1.6-litre unit offered in 90 or 110bhp form and a 2.0-litre 136bhp option topping the range that will get from a standstill to 60mph in 10.1s.

"Peugeot will be hoping that the first model in their ‘8’ dynasty makes a big impression…"

The 308 inherits the taller than average roofline that the 307 used to good effect in creating a roomy and airy interior but by shaving 12mm from its height while growing in terms of both length (by 74mm) and width (by 85mm), it achieves a far more dynamic stance than the old car. The long front overhang of the 308 adds to this impression, creating a wedge-shaped profile that brings a further sporty element to the car’s shape. If you need more room, there’s an SW estate version with up to 2,149 litres of space. Those familiar with the Peugeot 207 supermini will find plenty they recognise in the 308 but the key differences on the larger car are the prominent V-shaped bonnet that extends down from the base of the A-pillars on a raised plain and the huge oblong foglights. The rear of the 308 has more of a bulbous look to it, helping to maximise luggage space that runs to 430 litres and can be extended to 1,398 litres by folding the rear seats. The interior takes a sober but classy approach. It feels notably more upmarket than inside of the 307 and even more spacious. The higher specification models in the range are embellished with liberal use of chrome and all derivatives benefit from expensive looking plastics with the lighter colour options proving particularly eye-catching. The middle section of the dash slopes down into the centre console bringing its controls closer to the driver and creating a snug cockpit effect but you sit a long way back from the base of the steeply raked windscreen with a huge expanse of dashboard to look out across. This, combined with the 308’s long front overhang, may present problems when manoeuvring but the A-pillars, a constant impediment to the driver’s view in the 307, appear much thinner for improved visibility. A wide range of trim levels are available kicking off with the Urban then running on to the S, SR, Sport, SE and GT models. Equipment on all variants runs to power steering, remote control central locking with deadlocks, electric front windows, a steering column adjustable for reach and rake, a CD player, passenger / driver seat height adjustment, a trip computer and electrically operated door mirrors. There’s a wide choice of different transmission options, including a six-speed manual gearbox, a six-speed EGC semi-automatic unit and a full six-speed automatic fitted to the flagship 2.0 HDi 136 model. The 110bhp 1.6-litre diesel unit is also available with Peugeot’s economical EGC six-speed automatic transmission. Peugeot has armed the 308 with a wide selection of technological curiosities to help it battle the family hatchback sector’s big hitters. You’ll need to dip into the options list to get the bi-xenon directional headlamps and the Lane Departure Warning System (which gives you the electronic equivalent of a dig in the ribs from your better half if you wander across a white line without indicating), but a lot of the safety kit is standard. Seven airbags are included and five-door buyers can add to this count with rear side airbags if they want to. There’s also ABS with EBFD and EBA (or anti-lock brakes with brakeforce distribution and brake assistance in laymans’ language). The family hatch sector is notoriously tough to make headway in. The 307 looked good at launch but was quickly overtaken by the usual suspects so Peugeot will be looking for the 308 to show some staying power. To do so, it will need to get chosen on merit over the likes of Volkswagen’s Golf, Ford’s Focus, Vauxhall’s Astra and Fiat’s Bravo. Peugeot is proud of the fact that some of the best aerodynamics in the sector have been achieved with the 308. A drag coefficient of 0.29 will mean little to most buyers but the resultant the slippery styling and fuel economy advantage should strike a chord. The greenest engine choice is the FAP particulate filter-equipped 1.6-litre HDi which gets an excellent 60.1 miles from each gallon on the combined cycle. It also dips under the 120g/km barrier for CO2 emissions. The 136bhp 2.0-litre HDi, also with a particulate filter to clean up its act, returns a creditable 51.3mpg while the 150bhp turbocharged petrol engine lags in behind with 39.7mpg which is still far from disgraceful. Peugeot will be hoping that the first model in their ‘8’ dynasty makes a big impression. The 308’s styling is highly distinctive with the controversial front end treatment that’s now evident right across the manufacturer’s model range taking pride of place. In the engine room is a selection of proven units that have already seen service in the 207 amongst other models and the interior ups quality standards from the 307 while retaining its impressive spaciousness.

Facts At A Glance CAR: Peugeot 308 range PRICES: £12,845-£20,545 - on the road INSURANCE GROUPS: 6E-13E CO2 EMISSIONS: 120-185g/km PERFORMANCE: [1.6 HDi 110] 0-60mph 11.3s/ Max Speed 119mph FUEL CONSUMPTION: [1.6 HDi 110 SW] (urban) 44.1mpg / (extra urban) 70.6mpg / (combined) 57.7mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Height mm 4276/1815/1498

GALLIC GREATNESS
Jonathan Crouch gets familiar with the latest addition to our long term test fleet – Peugeot’s 308…..

What do you think are the constituent parts of the ultimate family car for the average British family? After all, since most families have less than four children, an MPV isn’t really necessary. What can’t be compromised upon are the areas of safety, low running costs and practicality. Plenty of cars claim to offer these three virtues but none add to them the refinement, performance and ride quality of Peugeot’s 308.

Our feeling when the car was first launched was that it didn’t quite get the press it deserved. Yes, there were rival family hatchbacks that were sharper-looking, faster or more hi-tech. But when you added up all the points, none really shaded Peugeot’s 307 replacement. But would it really be as good as all that in day-to-day family use? Often, after all, designs that look good on paper fall rather flat in everyday life. We determined to add one to our long term test fleet in order to find out. First impressions when our car arrived were that it looked very similar to its predecessor. Which just goes to show how first impressions can be deceptive. It was only when I parked it next to a 307 in the office carpark that the changes became really evident. The 308 is 12mm lower, so has a slightly sportier stance, despite the improved interior space brought about by the increases in terms of both length (74mm) and width (85mm), it achieves a far more dynamic stance than the old car. Get in and clunk the door shut and it feels more substantial than before too, with a standard of build quality that until recently, used to be the preserve of more prestigiously-badged cars. In the 308’s case, this has come about courtesy of the extra weight in now carries – all 62kgs to be exact. The only downside to that is that it isn’t the sprightliest performer on the block. Even the pokiest 2.0-litre HDi 136 diesel which we specified for our testcar, with up to 260lb ft of torque, can’t crack the ten second barrier in the 0-60mph sprint.

"The impressive all-round package promised on paper is being delivered in reality…."

To be honest, though this might have bothered me on paper, it doesn’t irk me at all in day-to-day use. Like the car itself, the engine does, after all, have more important virtues. For a start, it’s very quiet. You slip into 6th gear and forget about it. Helping in this regard is the realisation after a few hundred miles that it’s hard to think of a rival that offers a more absorbent ride. I was brought up with Peugeots that were a hoot to drive on twisty roads, something that the marque rather lost with the 307. While the 308 can’t be seen as the start of a whole new era in this regard, it’s a significant step forward and is really rather satisfying on the back roads that make up my daily commute. I’ve the improved suspension to thank for this. However, there’s a bit more roll than you’d find in a Focus or a Golf and a bit less steering feel too. Having a family has put safety several notches further up my priority list with a car of this type, so the 308’s 5 star NCAP safety rating was a must if I was going to assign the 308 over to my wife Katie to transport our three young children on the school run. For this kind of work, the cabin needs to be easy to clean and most of all practical. One of the first things that I spotted about the interior of the 308 was the vast number of storage pockets, luggage hooks and nets, slide out trays and cubbyholes. If you are carrying anything from a diamond dripping engagement ring to a 1.5-litre bottle of coke, you’ll find somewhere secure to stow it – although the trick may be remembering exactly which pocket you put it in. For chocoholics like me, the air-conditioned glove box keeps your Cadburys just as you would want to find it, rather than the sloppy mess that so often results. Once you have finished losing things in the storage bins, you’ll notice how spacious the rest of the car is. Not only is it one of the tallest vehicles in its sector (useful as it ensured that I could cultivate a wild hairstyle) but it has a seriously large windscreen adding to the ambiance of space and light. Rear accommodation is impressive and the décor, while a little sombre, feels as though it comes from a car high up the automotive hierarchy. Good fuel economy, a comfortable driving position and plenty of space make this an ideal car for work around town or for longer trips. I could even see my family going on holiday in one, such is the comfort and available space. In my view, the cabin now vies with that of the Fiat Bravo (yes, really) as arguably the nicest in the Family Hatchback sector – and yes, this observation includes that of the Volkswagen Golf (quality fitments but a rather dull overall feel). As with both Focus and Golf interiors, it’s impressively spacious but the ambience is a lot more inviting, especially if you order the (non-opening) full-length panoramic glass roof. Soft-touch plastics are everywhere, attractively set off by slivers of faux aluminium. The rear of the 308 has more of a bulbous look to it, helping to maximise luggage space that runs to 430 litres and can be extended to 1,398 litres by folding the rear seats. Overall then, it’s a promising start to our tenure with our longterm 308. Other rivals may have the edge in certain areas but the impressive all-round package promised on paper is being delivered in reality.

Facts At A Glance CAR: Peugeot 308 HDi range PRICES: £13,295-£20,045 - on the road INSURANCE GROUPS: 6-13E CO2 EMISSIONS: 118-132g/km PERFORMANCE: [1.6 HDi 110] 0-60mph 11.3s/ Max Speed 118mph FUEL CONSUMPTION: [1.6 HDi 110] (combined) 60.1mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Height mm 4276/1815/1498

PRACTICAL MAGIC
Who says you can have too much of a good thing? Certainly not Peugeot 308 SW customers, as Andy Enright reports

The SW estate version of the Peugeot 308 builds on that hatchback’s strengths and, in many respects, nullifies its weaknesses. Reassuringly large for a car in this class and strikingly styled, it’s a far more convincing proposition than its immediate predecessor, the 307 SW. Customers get to choose from an array of brilliant engines.

As a kid, I had a poster of a 308 on my bedroom wall. Granted, it was a red Ferrari 308, as driven by Thomas Magnum P.I. and whenever I drive a Peugeot 308, I imagine myself twinkling raffishly at the camera before disappearing up the verge in a haze of mud and tyre smoke. Trouble is, I’m not sure if I could ever carry off the moustache at all convincingly and, were I at the wheel of a 308 SW, I’d probably be the sort of Dad who would have his kids cringing in embarrassment. Moderate the behaviour a little and even the most style conscious junior wouldn’t object to the estate version of Peugeot’s big-selling 308. An evolutionary development of the 307, the 308 is bigger and better looking, and the SW estate model looks to be the pick of the 308 line up, offering a decent boost to practicality without compromising the 308’s other attributes. It’s certainly hard to fault the 308 SW’s range of engines. There are no fewer than eight engine options to mull over. The entry-level petrol contingent employs Peugeot’s VTi technology using variable valve timing and lift to adapt the combustion process according to the demands being placed on the engine by the driver. Range highlights include the 1.4-litre entry level unit that produces 95bhp and at the other end of the petrol roster, the 1.6-litre THP, good for 175bhp. In between, there’s a 1.6 VTi with 120bhp and a 1.6 THP engine with 150bhp (or 140bhp in auto form). The diesel range consists of Peugeot’s excellent HDi common-rail diesel engines. There’s a 1.6-litre unit offered in 90 or 110bhp form and a 2.0-litre 136bhp option topping the range that will get from a standstill to 60mph in 10.1s.

"It puts one over on its key rivals with its sheer size…."

While the engines are top notch, the 308 has never garnered much of a reputation as a driver’s car, though it’s a step forward from the old 307. The steering isn’t rich in feel and the balance between ride quality and handling ability never quite hits the sweet spot. To be fair, this is more of an issue if you’re buying the hatch model, the SW estate version being more geared towards practicality and angled at buyers for whom handling finesse is less of a concern. One day Peugeot will recover its mojo in making its cars fun to drive, but until then we’ll accept some great engines and stolid, unspectacular handling. Although a compact estate might have an element of oxymoron about it, the 308SW is less compact than most. Peugeot has insisted that the SW needs to be able to seat seven with two occasional seats which can be fitted into the rear but these are really only any good for small children. As a seven-seat MPV, the 308 SW trails the pack but as a five-seat estate with some extra kids’ space, it’s very competitive. With the rear seats in place, there’s 674 litres under the rear load cover, while with the rear seats removed, there’s a massive 2,149 litres up to roof level. Let’s put those figures into perspective. Audi’s latest A4 Avant claims to be the biggest estate in its sector, yet can swallow a mere 490 litres behind its back seats. The 308SW isn’t just a 308 hatch with a glasshouse tacked to its boot either. The wheelbase is 100mm longer than the hatchback car, which allows rear seat passengers to enjoy some space. The rear overhang has been increased by 124mm to get that headline luggage bay size while the panoramic glass roof that gives the interior such a light and airy feel has been increased in size by 27 per cent. It now extends beyond the heads of second row passengers. Access to the rear is aided by separately opening tailgate glass. Prices represent a premium over the standard five-door hatch of only £500-£600 in entry-level S models, though you’ll need to budget on an extra premium of £1000 or more if you go for a higher spec version. Equipment on all variants runs to power steering, remote control central locking with deadlocks, electric front windows, a steering column adjustable for reach and rake, a CD player, passenger / driver seat height adjustment, a trip computer and electrically operated door mirrors. Peugeot has armed the 308 with a wide selection of technological curiosities to help it battle the family hatchback sector’s big hitters. You’ll need to dip into the options list to get the bi-xenon directional headlamps and the Lane Departure Warning System (which gives you the electronic equivalent of a dig in the ribs from your better half if you wander across a white line without indicating), but a lot of the safety kit is standard. Seven airbags are included and SW buyers can add to this count with rear side airbags if they want to. There’s also ABS with EBFD and EBA (or anti-lock brakes with brakeforce distribution and brake assistance in laymans’ language). The compact Estate sector is notoriously tough to make headway in. The 307SW looked good at launch but was quickly overtaken by the usual suspects, so Peugeot will be looking for the 308SW to show some staying power. To do so, it will need to get chosen on merit over the likes of Volkswagen’s Golf, Ford’s Focus, Vauxhall’s Astra and Renault’s Megane. Peugeot is proud of the fact that some of the best aerodynamics in the sector have been achieved with the 308. A drag coefficient of 0.29 will mean little to most buyers but the resultant slippery styling and fuel economy advantage should strike a chord. The greenest engine choice is the FAP particulate filter-equipped 1.6-litre HDi which gets over 57 miles from each gallon on the combined cycle. It also dips under the 130g/km barrier for CO2 emissions. The 136bhp 2.0-litre HDi, also with a particulate filter to clean up its act, returns almost 50mpg while the 150bhp turbocharged petrol engine lags in behind with 38.7 mpg which is still far from disgraceful. The range-topping 175bhp petrol unit still gets over 36mpg. Choosing a new car is never easy. After the decision to have a kid and to buy a house, it’s the next biggest financial decision you’re likely to make and the consequences of getting it wrong can be costly. The Peugeot 308 has established itself as a safe, if rather unspectacular choice, chosen by those who appreciate a stylish cabin and great engines. The SW estate version adds some serious practicality to that mix and is by far the most class-competitive 308 variant it’s possible to buy. In short, it puts one over on its key rivals with its sheer size. Choosing the right Peugeot 308 SW isn’t that easy either. With some very good petrol and diesel engines on offer, at least it’s hard to make a bad choice. Our choice would probably be an HDi 136 engine if you’re looking at diesel or the 1.6-litre THP 150 if you’re planning on petrol power.

Facts At A Glance CAR: Peugeot 308SW range PRICES: £14,995-£20,545 - on the road INSURANCE GROUPS: 6E-13E CO2 EMISSIONS: 120-167g/km PERFORMANCE: [1.6 HDi 110] 0-60mph 11.8s/ Max Speed 115mph FUEL CONSUMPTION: [1.6 HDi 110] (urban) 44.1mpg / (extra urban) 70.6mpg / (combined) 57.7mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm 4500/1815/1555

THE POWER OF EIGHT
The Peugeot 308 isn’t renowned as a sporty drive but with 175bhp under the bonnet, this GT model isn’t short of go. Andy Enright reports

As long as you don’t go expecting a proper hot hatch, the Peugeot 308 GT THP 175 shouldn’t disappoint. It’s a great engine allied to one of the more comfortable and sophisticated family hatches around. If you like a car that feels bigger than it is and doesn’t expect you to try too hard, look no further.

I can pinpoint with some exactitude the moment that Peugeot lost its knack of building fun fast hatchbacks. It wasn’t when the seminal 205 GTi was pensioned off or even when the talented but underrated 306 GTi-6 hopped the twig. No, the time when Peugeot joined mere mortal car manufacturers was when it binned the 106 GTi and decided the 107 was an adequate replacement for keen drivers. Which, when you think about it, wasn’t all that long ago. The death of the great Peugeot fast hatch has been much debated and the launch of the Peugeot 308 GT THP 175 isn’t going to stop that discussion, but think of it as a step in the right direction. It’s fast, if not furious, being a little more mature in its attitude than many similarly powered rivals and emerges as a very worthy addition to the Peugeot line up. The 1.6-litre turbocharged powerplant is one of the best installations of its type. There’s a smooth surge of torque available across a broad range, with none of that bog and surge characteristic that afflicts many turbocharged engines. You may well have experienced it in the 207 GTi THP 175 and while the significantly bigger 308 can’t match the 207’s sprinting ability, it’ll still get to 60mph in 8 seconds and keep accelerating to 140mph. Those with longer memories may remember this car’s predecessor, the 307 2.0-litre 180 Feline. Not only was that car slower, it was also a good deal thirstier and nowhere near as clean in terms of emissions. Designed in conjunction with BMW, the engine is mated to a six-speed manual gearbox. Maximum torque is rated at 180lb/ft at just 1600rpm but an overboost facility allows up to 195lb/ft for short periods, such as when effecting an overtaking manoeuvre. The 308 is, above all, an easy car to drive and all models feature steering that doesn’t require much effort. Peugeot hasn’t beefed up the suspension too seriously either, aiming to retain the 308’s supple ride.

"A great engine allied to one of the more comfortable and sophisticated family hatches around"

The 308 GT THP 175 looks a little more focused than its humbler brethren courtesy of a lower ride height. Couple that with a lowered front bumper panel and a rear spoiler and you end up with a car that has a little more attitude. The 308 is never going to look like a lithe low rider though, the taller than average roofline being used to good effect in creating a roomy and airy interior. The long front overhang of the 308 creates a wedge-shaped profile that brings a further sporty element to the car’s shape and assists in pedestrian safety. Those familiar with the Peugeot 207 supermini will find plenty they recognise in the 308 but the key differences on the larger car are the prominent V-shaped bonnet that extends down from the base of the A-pillars on a raised plain and the huge oblong foglights. The rear of the 308 has more of a bulbous look to it, helping to maximise luggage space that runs to 430 litres and can be extended to 1,398 litres by folding the rear seats. The interior takes a sober but classy approach with the GT adding an aluminium gear knob and pedal set. It feels notably more upmarket than the inside of the old 307 and even more spacious. The GT features quite liberal use of chrome and expensive-looking plastics with the lighter colour options proving particularly eye-catching. The middle section of the dash slopes down into the centre console, bringing its controls closer to the driver and creating a snug cockpit effect but you sit a long way back from the base of the steeply raked windscreen with a huge expanse of dashboard to look out across. This, combined with the 308’s long front overhang, may present problems when manoeuvring but the A-pillars, a constant impediment to the driver’s view in the 307, appear much thinner for improved visibility. As befits a range-topping model, the GT doesn’t want for standard equipment. Features include power steering, remote control central locking with deadlocks, electric front windows, a steering column adjustable for reach and rake, a CD player, height adjustment for both front seats, a trip computer and electrically operated door mirrors. Air conditioning, body-coloured mirror housings and door handles, alloy wheels with low profile tyres and ESP stability control are also standard. Peugeot hasn’t skimped on safety kit and there are seven airbags included. There’s also anti-lock brakes with brakeforce distribution and brake assist. Getting a car to 60mph and back in a scant few seconds is the easy part. The tougher task is doing that and ensuring that it doesn’t guzzle too much fuel or chug out unacceptable levels of carbon dioxide. This encompasses all manner of disciplines from weight reduction to optimising engine efficiency, from aerodynamics to the details like lower rolling resistance tyres and replacing hydraulic power steering systems with electrically assisted setups. The 308 GT THP 175 will return a combined fuel economy figure of 37.1mpg which compares well with… well, with what? The 308 GT THP 175 occupies a rather odd market niche and direct rivals aren’t that easy to identify. It’s not as sporting as something like a SEAT Leon FR, and it outguns the Citroën C4 VTR, so perhaps the closest thing we can forward as a rival would perhaps be the Toyota Auris T180, but that’s a diesel so it’s not quite the same deal. Volkswagen Golf 1.4 TSI 170? Answers on a postcard please. If identifying quite what the Peugeot 308 GT THP 175 is remains a tough task, it helps by figuring out what it isn’t. It’s certainly not a hot hatch, and it doesn’t even play the warm hatch card with a great deal of conviction. If you’re a little embarrassed by the concept of a sporting hatch but appreciate a car that doesn’t hang about when prodded into life, the 308 GT THP 175 might well appeal. It’s quick, well built, very pleasant to sit in and comes with excellent safety provision. Add in competitive fuel economy and emissions and you have a car that would probably have the measure of its rivals if we knew what they were. This car’s problem is that many rivals achieve much the same ends with better economy and emissions from their upscale diesel models. As such, the reason why it’s so hard to identify a direct rival for the 308 GT THP 175 becomes clear. It’s occupying a niche that few have deemed needed exploiting.

Facts At A Glance CAR: Peugeot 308 GT THP 175 PRICES: £18,995 [est] - on the road INSURANCE GROUP: 14E [est] CO2 EMISSIONS: 180g/km PERFORMANCE: 0-60mph 8s/ Max Speed 140mph FUEL CONSUMPTION: (combined) 37.1mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD / ESP stability control WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm 4276/1815/1478

FRENCH FIT
Jonathan Crouch’s family have been living with Peugeot’s 308 family hatchback for the last few months. They’re in no rush to part with it either….

After three months with our Peugeot 308, it’s time for an early family verdict. The Crouch tribe have been living with the car, day-in, day-out throughout the winter and it’s been properly used, with sticky fingermarks on every surface and a liberal coating of crumbs and sweet wrappers around the floor.

It’s also clocked up a fair number of miles, due in no small part to the fact that it’s surprisingly good to drive. Not in the up-front, rorty way that old Peugeots of the past were. You don’t go seeking out back lane twisty roads in this car. No, with a 308, it’s more about the quality of drive you get on everyday routes. The way the suspension soaks up bumps like no other family hatch. The way the steering assistance is just right. The refinement level that you’d normally expect on a much more luxurious car. All these things contribute to a feeling that makes you want to go out and drive, And that’s important to me as a family man. When my wife asks to me on a Saturday morning whether we should take our three young children to the local swings and slides or venture further afield to a zoo or theme park an hour away, I’m much more likely to take the longer option with the 308 outside than I would have been before. It also helps that the Peugeot is remarkably adept at swallowing an impressive amount of all the oddments that every growing family must carry about with it. If you haven’t really registered the presence of the 308 on the British motoring scene yet, then it’s probably because at first glance, it doesn’t look that much different to the 307 it replaced. In fact, the 308 is 12mm lower than its predecessor, so has a slightly sportier stance. Moreover, despite the improved interior space brought about by the increases in terms of both length (74mm) and width (85mm), it achieves a far more dynamic stance than the old car. Get in and clunk the door shut and it feels more substantial than before too, with a standard of build quality that until recently, used to be the preserve of more prestigiously-badged cars. In the 308’s case, this has come about courtesy of the extra weight in now carries – all 62kgs to be exact. The only downside to that is that it isn’t the sprightliest performer on the block. Even the pokiest 2.0-litre HDi 136 diesel which we specified for our testcar, with up to 260lb ft of torque, can’t crack the ten second barrier in the 0-60mph sprint.

"The 308’s virtues all combine towards a feeling that makes you want to go out and drive,…."

To be honest, though this might have bothered me on paper, it doesn’t irk me at all in day-to-day use. Like the car itself, the engine does, after all, have more important virtues. For a start, it’s very quiet. You slip into 6th gear and forget about it. Helping in this regard is the realisation after a few hundred miles that it’s hard to think of a rival that offers a more absorbent ride. I was brought up with Peugeots that were a hoot to drive on twisty roads, something that the marque rather lost with the 307. While the 308 can’t be seen as the start of a whole new era in this regard, it’s a significant step forward and is really rather satisfying on the back roads that make up my daily commute. I’ve the improved suspension to thank for this. However, there’s a bit more roll than you’d find in a Focus or a Golf and a bit less steering feel too. Having a family has put safety several notches further up my priority list with a car of this type, so the 308’s 5 star NCAP safety rating was a must if I was going to assign the 308 over to my wife Katie to transport our three young children on the school run. For this kind of work, the cabin needs to be easy to clean and most of all practical. One of the things that my wife most likes about the interior of the 308 is the vast number of storage pockets, luggage hooks and nets, slide out trays and cubbyholes. If you’re carrying anything from a diamond dripping engagement ring to a 1.5-litre bottle of coke, you’ll find somewhere secure to stow it – although the trick may be remembering exactly which pocket you put it in. For chocoholics like my daughter Ellie, the air-conditioned glove box keeps her Cadburys bar just as she would want to find it, rather than the sloppy mess that so often results. Once you’ve finished losing things in the storage bins, you tend to notice how spacious the rest of the car is. Not only is it one of the tallest vehicles in its sector (useful as it ensured that I could cultivate a wild hairstyle) but it has a seriously large windscreen adding to the ambiance of space and light. We all thought that the rear accommodation was impressive and the décor, while a little sombre, feels as though it comes from a car high up the automotive hierarchy. Good fuel economy, a comfortable driving position and plenty of space make this an ideal car for work around town or for longer trips. I could even see my family going on holiday in one, such is the comfort and available space. In my view, the cabin now vies with that of the Fiat Bravo (yes, really) as arguably the nicest in the Family Hatchback sector – and yes, this observation includes that of the Volkswagen Golf (quality fitments but a rather dull overall feel). As with both Focus an