ge5097515248528967949
ge4967445854174705681
ge5317358285399914672
ge5034011238015418763
ge4969423294501014457
Ken Gratton29 Dec 2014
REVIEW

Peugeot 308 2014 Review

Can Europe's car of the year for 2014 improve on its predecessor?
Review Type
Road Test

Europe's current car of the year is doomed to be forever compared with its obvious rival from Germany, which won the award a year earlier. But the latest generation of Peugeot 308 is markedly different in nature from the Volkswagen Golf 7. More importantly still, it's quite a different beast from its predecessor. The earlier 308 was a decent car, but there's now a prestige feel to be experienced sitting inside this new car.

It's a very solid-feeling car, the new 308... solid and refined.

In fact, the 308 exudes an air of quality and sophistication well beyond its price tag. The cabin is quiet and subdued, with soft plastics that are pleasant to touch, and brushed aluminium trim scattered around the dash. Doors close with gravitas – if you can apply a personality trait to doors – and outside, the Puggy's styling details should make Volkswagen just a little nervous.

For the test, a 308 Touring (wagon) in high-spec Allure form was followed the week after by a 308 hatch in entry-level Access trim. Both cars came to us with automatic transmissions, but the 308 Touring was diesel-powered whereas the hatch came with the turbocharged 1.2-litre petrol three-cylinder engine.

The wagon was very quiet at all times, although some diesel vibration was present in higher gears at engine speeds of 1500rpm or less. That scenario was the only instance I could pick the car as a diesel, because the engine burst into life with very little of the clatter or rumble expected from oilers. Rather than the rolling thunder one normally hears from a diesel when starting, the Peugeot's powerplant fired up immediately with all the discord of a short murmur, even when cold.

The engine mustered plenty of torque but only broke traction the once – while completing a turn across a painted strip on the road. Performance was lively for a diesel, yet the fuel consumption for the week remained below 7.7L/100km, and on the open road the 308 posted figures as low as 4.5.

True of both models, the transmission operated very smoothly, but was also highly responsive when called upon in manual mode. The matching of the automatic transmission to the petrol three-cylinder wasn't quite in the same league, however. Changes were occasionally lacking the seamless operation of the diesel variant's transmission. The power delivery of the three-cylinder seemed at odds with the way the transmission had been calibrated, and normally that would be a deal-breaker for me.

ge4967445854174705681

But it was a question of getting to know the powerplant as much as anything else. The three-cylinder proved to be an engine at its best with a few revs on the dial. While there was adequate torque around town, its character shifted from slightly boring and laboured to sprightly and willing once in the mid-range and higher.

Spending more time on the open road – with its lower kerb mass and similar gearing – the hatch returned a figure of 7.3L/100km for the week, which was ahead of the diesel wagon. But obviously the diesel would achieve a better result again in the same circumstances.

The 308 Touring's outstanding trait was its balance of ride and handling. This car – the wagon – would put to shame other front-wheel drives noted for their cornering prowess, yet it still rode beautifully. There was plenty of front-end grip available and its handling encouraged the enthusiastic driver to press on. Steering was heavier than I recall for the Golf, but served up plenty of feel. My one concern with the 308's steering – in the Touring wagon specifically – was that it was less communicative pointing straight ahead.

In contrast, the 308 hatch felt lighter in the steering than the wagon, and turn-in was just a bit sharper. That was probably a function of the hatch's petrol engine, versus the larger-displacement diesel in the nose of the wagon. The hatch, riding on a wheelbase that was 110mm shorter, also rode a little firmer than the wagon.

Both cars were very nicely packaged, as already observed. The doors (and the tailgate of the wagon) required some grunt to open and close, but there was a real impression of strength and durability in the car as a consequence. If there was one problem with that, it was the inconvenience of lifting the tailgate with one hand, while the other supports the 'stuff' to be loaded in the rear of the Peugeot.

ge5611583841313158191

However, the 308 had no shortage of loading space for all that stuff. Peugeot claims the boot will hold 625 litres, and it looked every bit of that. The boot was not only massive, it was also very practical, with levers to tip the seats forward for additional capacity – and they worked with Japanese levels of efficiency too. Naturally there were tracks and anchorage points for easy loading and stowage also.

In the cabin there were no face-level vents for rear-seat occupants, but plenty of room back there for teenagers and adults.

The excellent front seats were firmly cushioned, but shapely and supportive in every direction, making them very effective at holding the occupant securely in place. Yet they weren't uncomfortable or aggressively bolstered to the point of struggling to enter or leave them. As with other elements of the 308's interior design, the seats served to keep the driver relaxed but alert.

I like Peugeot's current approach to driving position ergonomics. Having the steering wheel practically in your lap means you can adopt the lazy driver's 10-to-2 grip on the wheel, without surrendering control of the car. And having the wheel where it is made it easier to see the instruments without hindrance.

Featuring stylish touches like the elegant chromed needles with the red flashes, the instruments were easily read at a glance, but were pleasant just to look at also. Peugeot has set up the tachometer with the needle swinging anti-clockwise for higher revs, which is the only real oddity in its instrument design and layout. It didn't take long to get used to that, however.

With the exception of the cruise control switchgear, the controls were fairly easy to use from the start. The indicator/wiper stalks were soft-damped, as was the automatic transmission shift lever, which operated in a traditional gate, but with a separate plane for sequential shifting. To shift down using this facility, the driver pushes the lever forward – and vice versa for upshifts.

ge4715979953255852011

The cruise control is actuated from a scrolling knob and different buttons on a stub jutting from the lower left of the steering column, out of sight behind the wheel. By trial and error the driver will work out how to use it, but it's not ideal, although it is common ergonomic practice in French cars.

High-resolution graphics in the infotainment display touch screen were easily deciphered, but there was arguably too much reliance on the touch screen to do it all. You will quickly get in the habit of reading trip computer information, taking phone calls or adjusting audio and climate control settings from the same touch screen, which means at times you're frequently exiting one screen to navigate to another – and then back again.

In the VW Golf, audio, climate control and trip computer functions are all operated from different facilities – and the Golf is the rule, rather than the exception in that respect. The Peugeot's steering wheel offers some multi-function practicality, but Peugeot may have missed the mark in designing the wheel to be simpler and less distracting.

At night the Peugeots' LED headlights were fabulous, but were possibly too good. On more than one occasion lights of oncoming cars changed to high beam before the Peugeot had passed by, such was the brilliance of the lights even on low beam.

Puddle lights were nice to have in the high-spec wagon, and the 308 Touring's reversing camera was another feature we missed in the hatch.

On balance it was hard to choose between the two however. I loved the refinement and practicality of the 308 Touring, but the cheaper (yet no less impressive) 308 hatch is the model to fire a serious shot across the bows of the Golf 7.


2014 Peugeot 308 Touring Allure pricing and specifications:

Price: $38,390 (as tested, including on-road costs)
Engine: 2.0-litre four-cylinder turbo-diesel
Output: 110kW/370Nm
Transmission: Six-speed automatic
Fuel: 4.1L/100km (ADR Combined)
CO2: 111gk/km (ADR Combined)
Safety Rating: Five-star (ANCAP)

2014 Peugeot 308 Access pricing and specifications:
Price:
$24,890 (as tested, including on-road costs)
Engine: 1.2-litre three-cylinder turbo-petrol
Output: 96kW/230Nm
Transmission: Six-speed automatic
Fuel: 5.1L/100km (ADR Combined)
CO2: 119g/km (ADR Combined)
Safety Rating: Five-star (ANCAP)

Share this article
Written byKen Gratton
See all articles
Our team of independent expert car reviewers and journalistsMeet the team
Expert rating
80/100
Engine, Drivetrain & Chassis
18/20
Price, Packaging & Practicality
17/20
Safety & Technology
17/20
Behind the Wheel
15/20
X-Factor
13/20
Pros
  • Solid feel, no-nonsense looks
  • Exploitable performance
  • Practical, comfortable, safe
Cons
  • No face-level vents for rear passengers
  • Cruise control switchgear
  • Over-reliance on touchscreen for infotainment control
Stay up to dateBecome a carsales member and get the latest news, reviews and advice straight to your inbox.
Download the carsales app
    AppStoreDownloadGooglePlayDownload
    App Store and the Apple logo are trademarks of Apple Inc. Google Play and the Google Play logo are trademarks of Google LLC.
    © CAR Group Ltd 1999-2024
    In the spirit of reconciliation we acknowledge the Traditional Custodians of Country throughout Australia and their connections to land, sea and community. We pay our respect to their Elders past and present and extend that respect to all Aboriginal and Torres Strait Islander peoples today.