The C-segment is one of the most crowded and competitive areas of the market, producing a decent car just isn’t good enough; it is a segment where excellence is a must. Turn back the clock to 1993 and there was one car that turned the C-segment on its head instantly making the then popular Ford Escort and Vauxhall Astra look dull, dated, poorly packaged and as much fun to drive as a shopping trolley. The car in question was the Peugeot 306; sister car to the Citroen ZX, it simply blew buyers away with its svelte looks, great cabin space and ability to make the most mundane journey an absolute hoot. The key to the 306’s success was its unique rear suspension which consisted of a then sophisticated fully independent trailing arm/torsion bar axle compared to rivals more simple setups. Unique to the 306 was its active suspension bushes at the rear which during cornering enabled the angle of the wheels to change so in effect steering the car from the rear as well as the front. It also had its engine mounted as far back as possible for better weight distribution coupled with beautifully weighted steering with bags of feedback the 306 was a real drivers cars. The 306 soldiered on until 2002 with nothing more than a mid-cycle nip and tuck by which time its rivals had moved the game on considerably and the introduction of the superb Ford Focus in 1998 marked the end of Peugeot’s class leadership. Coming up with a successor was a headache for Peugeot as the key to the 306’s superb handling was its low kerb weight and compact dimensions which didn’t lend themselves well to the safety standard set by the Ford Focus. As a result the 306 successor the 307 was much larger and heavier than its forbearer and lost its sophisticated rear suspension, as a result it was a safe, spacious car but was completely lacking in driver appeal and also disappointingly it looked like a bloated 206. As a result it was a “me too” car that brought nothing new to the market with a long list of rivals that were better. In 2007 the 307 was replaced by the logically named 308 whose aim was to inject some added style and driver involvement to the mix to challenge the class best as well as improving interior quality and refinement. Last year the 308 received a mid-life facelift to bring its styling in line with the larger 508 and saw the introduction of Peugeot’s cutting edge e-HDi technology seen on other models; here we are testing the Oxygo model which is Peugeot’s answer to the Golf Bluemotion. We find out how the 308 measures up against fresher rivals from Ford, Vauxhall and Volkswagen and whether Peugeot’s e-HDi technology is worth the added expense.
What is it?
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| Peugeot 306 Turbo Diesel (library image) |
The 308 is essentially a re-skinned 307 as it uses the same mechanicals and platform also shared with the Peugeot RCZ, 3008, 5008 and Citroen C4 amongst others. It was originally launched in 2007 and was given a mid-cycle facelift in 2011 to freshen it up in response to the launch of all new models from Ford and Vauxhall. Its aim is to offer buyers practicality, safety and economy in an attractive compact hatchback shape. There are a number of different body styles to suit everyone including a hatchback (tested here), SW (estate) and CC (coupé-cabriolet) and fits into Peugeot’s range above the popular 207 and below the 3008 crossover. Prices start at £15,345 for the 1.4 VTi Access model rising to £21,745 for the fully loaded THP 200 GT, our car tips the scales at £19,165. There are a range of petrol and diesel engine available to suit all tastes; here we are testing the 1.6 8v 112bhp diesel engine with the latest e-HDi technology.
Rivals: Ford Focus, Vauxhall Astra, Volkswagen Golf
Key Features
- 16" inch alloy wheels
- Automatic lights and wipers
- LED daytime running lights
- Peugeot Connect Navigation
- Cruise control with speed limiter
- Panoramic 'Cielo' sunroof
- Rear parking sensors
- Park assist (self park)
- ABS, EBFD, EBA,ESP
- Stop-Start
As with any model that has been on sale for around 5 years the 308’s lines aren’t as striking as they once were however a recent nip and tuck have kept the design fresh enough. Up front there’s a revised bumper with daytime running LEDs and a smaller grill similar to the larger 508, the headlights too have been reshaped and the overall effect is a front end that looks less gawky than before. Elsewhere the design hasn’t changed much so it has the same chunky profile and rising waistline as before with a rather large derrière that won’t win any beauty contests.
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| Rear styling isn't the 308's best feature looking bulky, the small rear window restricts visibility |
The cabin is completely at odds with the exterior and is a great place to spend time. Build quality is among the best in its class with soft touch materials on most surfaces and everything feels built to last. The design still looks appealing with round air vents and white, backlit dials that wouldn’t look out of place in a car costing twice as much. The shallow angle centre stack is also a nice touch but you need the arms of an Orangutan to reach the button mounted higher up. We also liked how low the dashboard was, combined with the windscreen that’s pushed forward the cabin feels a lot bigger than it actually is. All of the major controls are well laid out and operate with precision and there are useful storage compartments dotted about the cabin however the glove box is absolutely tiny. Visibility is among the worst we have experienced with thick a-pillars that seem to stretch a long way back into the roofline, the c-pillar isn't any better creating large blind spots made worse by the small rear window.
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| Cabin design is well thought out as is the choice of materials used |
Space for occupants in the 308’s cabin is a strong point, there’s plenty of space up front with lots of adjustment in the driving position to suit most, the seats are comfortable and supportive if slightly harder than we would have liked. Unfortunately we found the driving position flawed by pedals that were offset to the right by quite a margin. Getting into the rear is easy helped by the large doors and once inside space is decent with enough leg and headroom for a pair of 6-footers but fitting three across the cabin isn’t advisable. That large rear end gives the car lots of boot space at 348 litres however its hampered by an annoyingly high load lip.
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| Boot is a good size with large aperture but is let down by a high load lip. |
The ultimate aim of the e-HDi micro-hybrid `system is to reduce emissions and increase fuel consumption both of which are achieved as the Oxygo is capable of 67.3mpg and emits just 109g/km of CO2 falling into tax band a which equates to £20 per year road tax (year 2 onwards). If these figures aren't quite good enough then the Oxygo can be specified with Peugeot’s EGC automatic gearbox which reduces fuel consumption further to 74.3mpg and emissions drop down to 98g/km qualifying for free road tax however we have tried this gearbox in other models and its best avoided because of its hesitant, slow-witted gear changes. The e-HDi system consists of a five-volt battery booster pack and a reversibly alternator which work effortlessly to cut the engine at junctions and restart with a dip of the clutch and is one of the best systems we have ever tried. Other eco-boosting tweaks include a lowered ride height, aerodynamic alloy wheels, under body covers and grill and low rolling resistance tyres.
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| Powerplant has a number of cutting edge technologies that help it return 67.3mpg (combined) |
The engine is a peppy 1.6 litre diesel with a healthy 112bhp and 270Nm of torque mated to a slick 6-speed manual gearbox. With a 0-60mph time of 12.5 seconds the Oxygo isn’t quick but acceleration is strong enough for most situations. Refinement is decent with very little diesel clatter only really noticeable on cold mornings but this fades away on the move. Wind and road noise levels are also not quite up to the class best with rough surfaces generating noticeable tyre roar that filters into the cabin.
On the move the 308’s suspension feels firm as a result of its lower ride height but is able to soak up most road undulations well enough, only when tackling twisty country roads does the chassis really show its limitations. Mid corner bumps cause the steering to jolt uncomfortably and the rear suspension fidgets around far too much. Grip levels could be better too not helped by the eco-friendly tyres causing the car to slip into under steer all too often however we found the steering nicely weighted providing plenty of reassuring feel. Luckily on faster a-roads and motorways the 308 feels much more composed and its ride settles down more quickly making it great for long commutes.
At £19,165 the Oxygo isn’t cheap, in fact its £305 more expensive than the arguably more talented Golf Bluemotion, if you choose the ECG automatic model the price is even steeper at £19,715. Luckily the car comes loaded with kit to justify this high price including air-conditioning, parking sensors, sat-nav, alloy wheels, cruise control and a leather steering wheel. It also falls into a sensible insurance group 18E which should keep premiums low.
Words and Photos by Rob McSorley
Technical Data
Price as tested: £19,535
Engine: 1.6 8v 112bhp - 0-62mph: 12.5 secs - Maximum Speed: 118mph -
Economy: 57.7mpg (urban) –74.3mpg (extra-urban), 67.3mpg (combined) - Emissions: 109g/km (Band B) - VED (12 months): £20 (year 2)
Dimensions: Length: 4276mm - Width: 2038mm - Height: 1498mm - Wheelbase: 2608mm
*data from Peugeot UK
The Verdict 3/5
There’s no doubt about it the Peugeot 308 is showing its age despite a recent refresh. Despite this its still able to offer buyers superb economy and a spacious cabin with impeccable build quality but unfortunately this comes at a price. Sadly newer rivals eclipse the 308 in terms of handling and comfort, a result of their newer platforms with independent rear suspension systems. Peugeot really should be applauded for its e-HDi micro-hybrid system which we found to be faultless and one of the best systems we have tried. Luckily there are cheaper models that feature this technology but buyers will have to sacrifice standard equipment, in Access trim the 308 will set you back £17,765 which represents much better value for money.
You will like
Spacious Cabin
Build Quality
Motorway Comfort
You won't like
Inconsistent handling
Poor visibility
High Price
Special Thanks to; Peugeot Motor Company PLC, Pinley House, 2 Sunbeam Way, Coventry CV3 1ND
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