Three goes quite nicely into eight
Can a tiny three-cylinder engine and sporty attitude go together in Peugeot’s latest 308 model, asks Richard Bosselman.
At the very time when it is again overflowing with good cars, the C-segment hatchback class has become a tough spot. You don’t agree? Well, for sure, Corolla being one of the big sellers in any given month does tend to undermine that contention.
Yet look where the Toyota is going: fleets, mainly rentals. It’s an opportunity no rivals enjoy and, with buyers continually switching their attention to sports utilities and crossovers, the more modest performances of any cars other than Corolla reinforce the thought that we just don’t currently care anything as much for hatchbacks as we once used to.
Such a shame, given the quality of what’s out there. The Hyundai i30, Corolla, Mazda3 and pretty much everything out of Europe cry out for appreciation.
The French can always be relied on for dishing up something with extra flair and even though the 308 dates back to 2014, it seems to have improved with age, having just undergone a midlife facelift that goes well beyond the usual remit of a styling revisit as it also coincides with the need to meet newly introduced home turf efficiency requirements.
Peugeot’s preparedness for a new economy rating system, the worldwide harmonised light vehicles test procedure (WLTP), expresses with the engine in the updated 308 hatch in its entry Allure and the GT Line representations.
The latter is more interesting because it adds some of the styling elements from the GTi, albeit none of the fizz – not surprising given the powerplant is a three-cylinder 1.2-litre turbo petrol.
Even though it runs in the compact class, might the 308 seem a bit large to run with such a teensy powerplant?
Dismiss that thought right now. European makers are at the forefront of a ‘‘small is big’’ movement provisioning bighearted little engines. While Peugeot’s offer is no racer, it is vivacious and feisty enough to stand comparison to immediate rivals.
One benefit of this approach is that it delivers the car at a favourable price. While it gets bigger 17-inch alloys (though ours went one step further, with optional 18s), a fancier navigation system, full LED headlights, sports seats and red interior stitching, some smart aluminium pedals, and a different grille and front bumper to the Allure, the GT Line only asks a $3000 premium over that base model. So why wouldn’t you?
And, like I say, while it has no chance of showing up the realdeal GTi for outright punch – the realities of its ability reflected by the modest 0-100kmh time – there’s enough free-revving pugnacious effervescence to remind how far turbocharged petrol-engine technology has come. It still has energy and even delivers a touch of raffish burble. Not a bad thing given it is also very thrifty.
The transmission is slick and smooth, but you do sense an engine with such a limited power band would probably shine a bit brighter still with more cogs to engage.
For all its pluck, the crux to how the GT Line will impress has a lot to do with how well it can carry the performance it has to give through bends. It’s all about agility.
Fortunately, an impressively keen chassis is also part of the 308’s makeup, so even though the mostly plush ride reminds us it is not really a sporty car, it is entertaining enough, offering decent mid-corner composure and acceptable body control.
The 18-inch tyre option provides slightly lower profile rubber, with 225/40s instead of 225/45s, and doubtless that sharpens its grip, though potentially it might also have been responsible for elevating the coarse chip roar; a bugbear of low-profile Euro rubber. The relatively light 1400kg kerb weight also allows for friskiness. A shame the steering – electric now, of course – couldn’t have been meted a bit more feel.
Apart from the addenda that come with the GT kit – side skirts, twin pipe exhaust (one of which is surely fake), gloss black diffuser plus the special seats and alloy pedals – the styling revisions that cross the family proper are quite constrained. The grille incorporating the iconic Peugeot lion is refashioned as are the headlights, which are LED here.
The interior freshen doesn’t touch the controversial i-Cockpit layout, so the one ongoing issue you might have is the go-kartstyle driving position, with its small diameter, chunky rimmed steering wheel set so low you view the instruments over the top of the rim. As a tall person, I must admit to finding it a bit awkward. My wife, who is altogether of different dimension, didn’t mind.
The touchscreen in the centre of the cabin has been enhanced and there are better graphics and more functions than before. The fittings and surfaces still appear in vogue and express a quality impression. The dimpled soft-touch plastics extend consistently across all upper door trims and the matte-silver trim adds class.
Passenger space isn’t as good as some rivals in the rear but there’s good excuse, with Peugeot having given the 308 a bigger boot than most of its rivals. It’s still roomier overall than the latest Corolla, which sacrifices a lot of rear room, for passengers and luggage, in apparent pursuit of sharp style.
As you’d expect from a Euro, the 308 is up to speed on the latest active and passive safety expectations, provisioning AEB, collision and lane departure warning, blind spot monitoring, tiredness detection and auto dipping.
There’s also self-parking into parallel and bay openings along with dual zone air, front and rear parking sensors, and a rearview camera. The lack of active cruise control is not an issue, given this drivetrain prefers a hands-on approach anyway.