First drive - Peugeot 308
that speaks of buckets of torque.
The 1.5-litre is likely to be the more popular of the pair and, given that the car only weighsintheregionof1,300kg, will be suitable for most users most of the time. The 2.0-litre is gruffer and noisier when pushed but brings with it a plentiful supply of shove.
The 178bhp unit can be had with another new addition to the 308 – an eight-speed automatic gearbox. With smooth and unobtrusive shifts it just gets on with the job. It’s also smaller and lighter than the six-speed and Peugeot say this and the extra ratios help improve economy.
Carried over from before is the 202bhp 1.6 petrol GT. It is likely to be a small volume seller, especially in ultra-practical estate form but for me it’s perhaps the best version. It shares the balanced ride and handling of other models but straps in a silky smooth, hugely flexible unit that gives it a fun sporty edge.
That ride and handling are one of the 308’s strongest suits. It succeeds where many modern cars fail in blending a pliant, smooth ride with excellent body control and decent levelsofgrip.Steeringthrough the tiny, chunky wheel is ideally weighted and nicely natural feeling.
The only thing to spoil the driving experience is the sport mode. This sharpens the throttle, turns the dials red and brings up power, torque and boost data, which is all fine. What isn’t is the awful fake engine noise pumped into the cabin. Lots of manufacturers do it now but the 308’s sounds as if it’s come from a low-rent mid-90s computer game.
Thankfully you don’t have to select it and can rather enjoy the well-insulated refinement of the cabin. It’s not the most spacious in the class but should fit a family of four easily and the boot is huge. The hatch offers a massive 470 litres and there’s a Skoda Superbworrying 660 litres in the estate.
The high quality of the interior’s materials reflects Peugeot’s stated aim of going after the VW Golf and the stripped-back layout is simple and stylish. The only problem is the lack of physical heater controls. I maintain it’s easier and safer to adjust the air con via a proper dial rather than messing about on a touchscreen.
The 308 gets Peugeot’s icockpit as standard. A weird backwards-spinning rev counter aside, it’s a clear, simple easy-to-use setup with high-set dials to improve their visibility. The 9.7-inch touchscreen is bright and clear and quick to respond to touch inputs. It packs in live traffic info, 3D mapping and Mirrorlink, Android Auto and Apple CarPlay connectivity.
The other big news for the 308 is the addition of various advanced driver aids. The safety and driver assistance packs introduce distance alert and active safety braking along with lane keep assist, blind spot monitoring, adaptive cruise control and speed limit recognition – which will spot changes in restrictions and advise you to alter your cruise control if necessary.
Starting at £18,570, the 308 is priced to take on the VW Golf and Ford Focus rather than the cheaper Vauxhall Astra and Kia Cee’d. While usurping such behemoths of the segment might be a big ask, there’s plenty about the smoothriding, well-equipped Peugeot to recommend it as an genuine alternative.