Peugeot 308 2008 Review

What we liked
>> Wieldy handling
>> Engines, especially petrol 1.6-litre turbo
>> Interior quality and calm

Not so much
>> Rear sill height won't suit shorties
>> Ride on 17-inch wheels (and larger)
>> Front-end styling fussy

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 4.0/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 3.5/5.0
Behind the wheel: 4.5/5.0
X-factor: 3.5/5.0

About our ratings

OVERVIEW
The title for the hottest market Down Under is a close run thing these days. As new products hit the road, the makers within the Light and Small car segments seem almost to spur each other on. As 2008 develops, it'll be demand for cars like Peugeot's new 308 that will provide the impetus to keep the Small Car segment ahead.

Officially replacing the French carmaker's top-selling but generally underdone 307, the 308 goes on sale in Australia officially this month (February 2008). It is the first '8 generation' Peugeot to make it Down Under.

The epithet 'all-new' is used all too often in automotive circles. However, in terms of most new models, though built on the same platform as the outgoing model, the 308 qualifies. For a start, the car's new body is substantially different (sportier) in both styling and dimensions -- gone is the upright quasi-peoplemover look of the 307. Then there's redesigned suspension, with significantly wider tracks front and rear, and manifestly improved interior plus a new petrol engine range. Detailed changes are myriad.

With well in excess of 20,000 sales since 2002 -- up to 70 per cent of them diesels in recent years -- the 307, and therefore 308, represents more than half Peugeot's annual volume Down Under. In a private market that is increasingly looking to smaller cars and diesel powertrains to deliver engaging, economical family transport, the potential for the new car to make or break the brand's fortunes in Australia is obvious.

Just as well then that the 308, at least on the impressions gained during our initial drive, promises to be a serious return to form for the iconic French marque.
PRICE AND EQUIPMENT
Three trim levels of 308 will be offered initially, with the all five-door hatch range powered by a choice of turbo and naturally-aspirated petrol engines as well as the maker's excellent and proven HDI turbodiesels (the latter in two capacities). A number of automatic and manual gearboxes are offered across the model range, with most, but not all, variants offering a choice of gearbox types.

The 308 launch model range kicks off with the 88kW five-speed manual naturally-aspirated 1.6-litre petrol XS at $25,990. A four-speed auto version is offered at a $2000 premium.

Next up the range is the manual-only 80kW 1.6-litre XS HDi turbodiesel. At $29,990, its pricetag is carried over from the equivalent 307 model. (The base petrol model has increased $500).

Even at entry level the 307 is well-equipped. See SAFETY below for more details, however, all levels of 307 get six airbags (including curtains) and come equipped with antilock brakes complete with brake force distribution and emergency brake assist. Disappointingly, however, the XS misses out on standard stability control. At least this is an affordable $450 option.

In terms of amenity and other items, a trip computer, height-adjustable front seats, keyless entry, six-speaker CD with steering wheel controls, height and reach adjustable wheel and cruise control (with speed limiter) are all included. Add to this dual-zone climate control air, front and rear foglights and electric mirrors and the XS's standard equipment list looks more than competitive.

At first cut, the main absentees (ESP aside) seem to be alloy wheels (15-inch steel is standard) and rear electric windows -- only the front are by button.

Both of these omissions are remedied at XSE level which kicks off with the auto-only naturally-apsirated petrol XSE priced at $30,390. Along with the 110kW XSE Turbo -- the cheapest petrol turbo model at $30,590 for the five-speed manual version (add $2000 for auto) -- this model also adds stability control and rear park assist, body-coloured bumpers, 16-inch alloys, rear centre armrest with skiport, auto wipers and headlights and trim upgrades inside and out.

The XSE level also gets the alternate 'sports' front-end styling -- distinguishable by the 'toothier' chrome grille.

The most expensive petrol model is the auto-only XTE which features a unique, less muscular 103kW version of the petrol turbo engine. This trim grade adds an in-dash five-disc CD changer and fragrance dispenser (no, they're not one unit!) and Peugeot's Cielo panoramic fixed glass roof -- over four square metres of it!

The XTE's alloys grow another inch (17s) and tyre pressure sensors are added as well as other detailed trim changes and goodies like door-mounted puddle lights. The XTE also gets the rear 'sports' bumper to complement the front-end. This 'flashier' rear end is distinguished by a cosmetic-only underbumper 'diffuser' panel.

In turbodiesel guise, the XSE and XTE boast Peugeot's impressive 2.0-litre HDi engine. The former is offered in manual and auto variants at $33,590 and $35,790, respectively.

The most expensive 308, at least until the expected CC and GTi versions (including a three-door) arrive, is the auto-only XTE HDi at $37,990.

All grades feature cloth trim as standard. A 'standard' leather upgrade, priced at $2900 is available on XSE and XTE grades. The range-topper also offers a Premium Leather option at a steep $4500.

Other options offered include: alloy wheel upgrades (from $500), phone kits and a combined multimedia/satnav system priced from $3500. Metallic paint -- ten of the 12 available colours -- will set you back an extra $700 on all grades.

MECHANICAL
In Peugeot-speak, the 308 is the 'T7' and replaces the 'T6' midlife upgrade of the 307. Both cars are built on the PSA Group's 'Platform 2' which also underpins Citroen's C4 range.

This translates to a B-segment (small car) competitor for the likes of Golf and Astra. And therefore there are few surprises under the skin. In true hatch fashion, up front there's a modified MacPherson strut suspension with the rear a trailing-arm torsion beam set up.

Much therefore is carried over from the 307, though the devil's in the detail. The 308's damper and geometry settings are significantly altered from the 307 with, says Peugeot, a focus on enjoyable and responsive driving dynamics. Traditionalists will welcome the news the 308 rides on Peugeot branded dampers -- "real shock absorbers" says the English translation of the French language launch video.

Both the front and rear track have increased (30 and 16mm respectively) in the 308's evolution and the front camber angles have been changed. The wheels and tyres are upsized (0.5-inch wider) across the range.

The 308's steering is electro-hydraulic and the brakes are four-wheel disc. Detailed changes to the braking system reduce stopping distances from 130km/h (the French open road speed limit) by between 2 and 3m, says the carmaker.

Though the 307's wheelbase has been retained, the car is longer overall. Height has been reduced by 12mm (it looks like more!) and the centre of gravity lowered.

The 308 shares its petrol powerplants with its light car stablemate, the 207. Developed jointly by BMW and Peugeot's parent company PSA, the DOHC variable-valve timed 1.6-litre unit develops 88kW/160Nm in naturally aspirated form and is offered in both 103kW/240Nm and 110kW/240Nm twin-scroll turbocharged direct-injected variants.

The petrol engines are variously matched to five-speed manual and four-speed automatic gearboxes (as noted in PRICE and EQUIPMENT above).

In manual trim the 1.6-litre turbocharged engine accelerates the 308 from rest to 100km/h in 8.8sec. This powerplant gives its best on the open road and in-gear acceleration performance belies its small capacity.

Fuel consumption is also impressive, the manual registering 7.1L/100km over the ADR 81 combined cycle. This is an 8 per cent improvement over the 307, says Peugeot.

The 'atmo' petrol variant is unlikely to be quite so sprightly, but its official fuel figure is an impressively miserly 6.7L/100km.

The 308's base turbodiesel engine is also a 1.6-litre unit, rated at 80kW and a potent 260Nm thanks to its 'overboost' mode. This engine returns 4.9L/100km in testing.

In the 308, the range-topping oiler remains PSA's excellent 2.0-litre HDi DPFS engine. Available matched to both six-speed manual and six-speed automatic gearboxes, the powerplant is rated at 100kW/340Nm yet returns 5.5L/100km in ADR Combined testing.
In-gear acceleration is typically muscular after the turbodiesel fashion these days and standing start performance is also good with its 0-100km time just over 10sec.

Both HDi diesel engines are fitted with maintenance-free particulate filters as standard.

PACKAGING
As noted above, the 308 is longer (+74mm), wider (+53mm) but lower (-12mm) than the car it replaces. It rides on a wider track with a 5mm lower centre of gravity but its wheelbase is unchanged. At 2608mm, that wheelbase is shorter than the Ford Focus and Mazda3 (both 2640), but longer than archrival Golf (2578) which is also shorter, narrower and lower overall than the Peugeot.

Inside, the 308 is a thoroughly conventional five-door hatch with a 60:40 split second row that folds flat for extra luggage space. In upper grades the 308 adds a skiport for more luggage flexibility. Even the luggage space cover is 'clever', featuring a two-way-hinged lidded storage area that's perfect for light and thin items and incidental storage such as umbrellas and the like.

Rear legroom is at least class average and seems better than Golf and Astra -- though it'll take a direct comparison to be 100 per cent sure. Peugeot has raised the rear H-Point to accentuate this impression and help clean up rear passengers' sightlines -- combined with a relatively low sill level, surely a hit with the kids.

Kneeroom is maximised thanks to the heavy scalloping of the rear of the front seats. And rear occupants are further pampered with their own HVAC vents.

Up front, the buckets are more contoured than the seats offered in most non-sports hatches and locate you well when you choose to exploit the 308's lively handling and good natural roadholding. Particular attention has been paid to driver ergonomics says Peugeot. The gear lever and handbrake have been raised (55mm and over 100mm respectively) and there's a new centre armrest design.

We were especially impressed by the 308's interior fit and finish -- as well as the materials used at the touch points. Though all the launch cars we drove were fitted with optional leather and were XTE or XSE grades, the most impressive aspect of the interior was the clean and modern design of the dash and the materials used. This is the same on all grades.

We particularly like the clean separation of the instrument panel with its tight, shapely binnacle and the centre stack which housed the audio, HVAC and ancilliary controls. The metal finishes on the audio panels, etc, coupled with the textured 'technical' surfacing of the dash and doortops gave the 308's interior a real air of quality -- a point of difference worth pursuing in this class.

The new dash's 38-degree slope, and the fact it's been moved further away from the driver and front passenger, add to the impression of space.

Luggage space looks on a par with Golf (an impression borne out by PSA and VW's published stats). Often the governing factor is the actual dimensions between the rear suspension/structural items that protrude into the load space. If you have a certain load in mind you need to actually examine the individual cars before you make a decision.

Another deciding factor might be sill height. The 308's seems higher than most of the hatches we've driven lately, including the likes of Subaru's new Impreza. The 308's sill is high and relatively unprotected -- not good signs for a life of blemish free paintwork.

For those requiring more space, a five-door wagon body style will arrive Down Under mid-year, says Peugeot.

Not so much packaging as clever production design, Peugeot claims it has redesigned the 308's front and rear bumper and body structures to decrease repair costs in minor (up to 15km/h) collisions. The design incorporates clip, fastener and assembly designs that 'untether' the forces fed into bumpers from components like head and tail lights. Given the size of these lamp units, anything they can do to keep them undamaged should help the hip pocket.

Perhaps our biggest criticism of the 308's packaging relates to an ol' Pug bugbear -- the effectiveness of the 'transfer' of controls in the shift from left to right-hand drive. Like Peugeots of the past -- especially the 206 and 207 -- the driver's footwell on the 307 is tight and the pedal placement on manual models is equally tight.

No, the problem isn't as pronounced on the 308 as it is on the 207, but it will be too tight for some (big-boned) drivers. Again this is a case of making sure you test drive the car and determine whether it's a problem for you.

SAFETY
The 308 is a five-star Euro NCAP car with all the attendant levels of crash worthiness and survivability that suggests. Particular attention has been paid to side impact with substantial structural changes over the 307.

All levels of 308 hatch get six airbags, including full-length curtain bags. Stability control is standard on the XSE and XTE grades, and as noted above, an affordable $450 optional on the XS. Canny early buyers of 308s should be able to 'crunch' their dealer and take advantage of the fact Peugeot Australia has ordered a "high percentage" of early delivery XS models with stability control incorporated.

The 308 is also one of only a handful of cars in the Australian market that offer a seventh (knee) airbag. This feature is offered as a $250 option on XSE and XTE grade. Oh, and hit the brakes hard on the 308 (ie: generate more than 7m/s/s deceleration) and the car automatically activates its hazard lights.

One oft overlooked aspect of active safety is vision. The 308 reverses the trend of late of blindspot-generating A-pillars thanks to a blend of good design and applied metallurgy. Along with mirrors that are de-coupled from the A-pillar, the slim well-designed pillars aid the 308 driver in day-to-day driving by facilitating a wonderfully clear view from B-pillar to B-Pillar.

Families should note the 307's naturally-aspirated 2.0-litre petrol engine is no longer offered. This means, by the letter of the law, some petrol models of the 308 (ie: turbocharged XSE and XTE) are no-longer learner and P-plate driver 'friendly' in some states.

Some insurers may also seek to charge higher premiums for the turbo 308 over the equivalent 307 model.

COMPETITORS
Now, let's see: Golf, Golf, Golf -- and, ummm... Golf. With Volkswagen's hatch becoming the default choice by those seeking to move above the Japanese and Korean crowd, the Peugeot has it clearly in its sights. Indeed, Peugeot Automobiles Australia is banking nearly as much of its 2008 growth on being able to tempt Golf owners out of their cars as it is converting 307 'family members'.

What the 308 gives away to the Golf's rock solid reputation, it makes up in a better cabin and stand out looks. Its dynamics are equally praiseworthy.

In terms of choice, the B-segment ('Small' in VFACTS terms) offers literally dozens of models and variants from which to choose. Buyers of the 308 could be stepping up from a 207 or Barina or down from a Camry or Accord.

Around 70 per cent of 307 buyers were female, however, and in evolving the 308 into a more engaging drive (and moving into more sportier styling realms) PAA is hopeful of attracting more male customers to (back to) the brand via the new car.

While it would probably take a sportier model to really tempt us, we've got no hesitation in suggesting all those shopping for a Golf/Focus/Astra/Megane et al should drive the 308 as part of their deliberations. That's not something we would have said of the 307.

ON THE ROAD
PAA was selective of the models it offered up at 308's launch in and around Canberra last week. There were no XS variants, nor were any of the XSE models powered by the naturally-apsirated 88kW petrol engine. In other words, we can tell you nought about the 'little' engined models -- petrol or diesel.

The XSE/XTE fleet we drove was well optioned and proved an attractive sight parked en masse at the lunch stop in Bungendore -- by that time including a patina of white dust from the well-formed dirt section included in the 200km route.

Though it's hard to deliver a verdict after such a short time in the car, a couple of strong impressions were formed on the drive, which took in roads we've traversed in the past.

The first is the job the engineers have done on NVH. The 308 is an amazingly serene drive on most surfaces and exhibits negligible wind noise even at elevated speeds. Indeed, such is the calm in the cabin and the general manners and willingness of the car that at times we had to wind back the pace for fear of a stern roadside chat.

A good performer in MINI models (the Cooper S uses a 128kW version) and the 207 GT, the 110kW turbo 1.6-petrol seems hardly fazed by the extra bulk or weight of the 308. With two onboard, and albeit a light luggage load, the car would overtake in top gear without complaint from the 80-90km/h mark without the need to downchange. Do so, however, and you'd be rewarded with elastic performance and just a hint of engine note.

At 110km/h the engine's turning over at 2600rpm in top gear and ready to go. Lag is negligible and response is willing. Were it legal, the natural gait of the car would be closer to 135km/h. Alas this, and the 308's 50/90/110/130 major speedo graduations, correspond to the laws en Francaise -- not here.

This penchant to pull through the local limit might be tempered by a sixth ratio -- a la MINI. As it was, I found myself looking for another gear time and time again.

Riding on 16-inch rubber the XSE Turbo we tested had no shortage of grip and rewarded the driver with crisp turn-in, but perhaps not as much steering feedback as we'd like. Steering weighting is good, but there's also some tramlining as a price of the eager turn-in we noted above.

In general terms the 308 is a substantial step forward from the 307. Or should that be backward? In its manners, the 308 reminded my driving partner of his much-lamented 306.

The economy's in a different league, though. Even punting the XSE Turbo along at a pretty quick clip (especially on the deserted section of the old Hume Highway the test loop took in) we registered less than 7.7L/100km. Impressive.

Swapping to a six-speed auto XTE 2.0HDi riding on lower profile 17-inch rubber, the ride degraded, though not to the levels we've complained about in the 307. The thump-bump of the lower profile rubber is noticeable, however, suggesting that the optional 18-inch wheels and rubber might be best reserved for poseurs or very smooth roads only.

Despite the extra rubber on the road, the XTE also understeered noticeably more than the Turbo -- perhaps a function of the substantial extra mass of the turbodiesel/auto combination. Based on official figures, the XTE rangetopper is 120kg heavier than the already beefy 1402kg XSE Turbo.

There's little to fault the HDi engine auto combination in terms of power delivery, though we wish the Tiptronic +/- shift was the other way round. This is a quiet, responsive diesel that can be caroused or cruised. In the latter mode, open road fuel figures soon drop into the 6.0L range.

We've praised the 308's interior above: just make sure you opt for the darker colours -- the light hued interior exhibits a distracting and annoying level of windscreen reflection thanks to the large expanse of light-coloured dash. The reflections are made worse if the expansive (and essentially useless) glass roof is optioned. Sure, the panorama roof has an electrically operated blind included but if you want to look at the sky, wait for the 308 CC.

Though our impressions are based on a relatively short drive, there's little doubt in our mind the 308 is a markedly better car than the 307 and as noted above, a return to form for Peugeot.

If you're shopping for a car in this class and you're predisposed to buying European, it should very much be in your consideration set.

Given the choice, we'd probably opt for the turbo petrol XSE level with leather. The petrol-engined car seems to handle more crisply and we'd rather change our own gears! Overall, the goodies the XTE models add don't significantly make up for the auto and its impact on the 308's quotient of joie d'vie.

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