Peugeot 308Launched in 2007, the 308 has accounted for over 90,000 of Peugeot’s UK sales since that date, and around ten times that number have been sold worldwide. For 2011 they’ve updated the car, with the principal changes being seen on the inside and at the front. However, all manufacturers try to emphasise their green credentials these days, and here Peugeot are keen to stress the weight reductions (an average 25kg across the range) thanks to increased use of alloys, plastics and high strength steels. There’s also the advent of the e-HDi model, which introduces a stop/start system that should be a tad more effective than the average one, thanks to the fitment of two super capacitors, a reversible alternator, and a five-volt battery booster pack. Peugeot reckons the whole lot allows the engine to be switched off for longer in traffic, and more often than in standard stop-start set-ups. The two super capacitors help the battery when starting the engine after a stop, giving a very smooth and quiet restart.There’s variety aplenty in the 308 range, for you’ve not only got the hatchback models to consider, but SW – that’s estate to you and me – and coupé cabriolet bodies too. I tested one of each, with the hatchback e-HDi the first to go, over a test route that kept to roads in the city of Cardiff.All e-HDi models use the 112PS HDi engine, fitted with stop/start. Most readers will by now be familiar with these systems, reading about them if not having tried one. There’s no doubt that virtually all cars will soon be fitted with a system like this that saves fuel by automatically turning off the engine when the car stops at lights or in a queue for the ubiquitous reversing lorries. Savings obviously depend on the sort of motoring you do, but even with small amounts of town driving there will be some. Restarting is merely a matter of depressing the clutch, and the cleverer systems achieve this with the alternator acting in reverse as a starter – much quicker and quieter than using the starter motor. The Peugeot also has a nice ‘eco’ meter that shows you just how long you’ve been standing still since starting your journey. Official fuel consumption of the e-HDi is 64.2mpg, but that can be raised noticeably with fitment of the optional Energy Saving tyres. If that’s not good enough, coming soon is a 308 with the comical title of ‘Oxygo’, and CO2 emissions that dip below the magic 100 mark.The SW can also be powered by the e-HDi, but I went for the higher powered 163PS diesel engine fitted with 6-speed auto gearbox. But for many families the more important factor would be the presence of seven seats, an option that will appeal to many buyers who don’t want to take the more common MPV route. All five middle and rear seats can be flattened or removed, so you can do the business whether B&Q or school is your destination. The 2-litre HDi engine isn’t as quiet as some, and on the motorway you’ll be constantly aware of the hum from it. Elsewhere it’s less noticeable, and with a 10.2 sec 0-62 time quick enough to keep up with the traffic. The ride of our SW was firm, verging on hard, and the slightest bumps were evident; as ever, the low profile 40-section tyres would be partly to blame here.I think the 308CC looks fantastic with hood up or down, and I’m sure there are plenty who’ll agree with me. The ease and speed of folding the metal roof is a constant pleasure to owners under Britain’s unpredictable skies, who not only have the ability to fold the roof up or down in double quick time, but can sleep safe in the knowledge that their car’s roof isn’t going to attract the attention of penknife-wielding vandals. The latest model features the ‘Airwave’ neck heating system, which might be a boon to those whose only fear of open-topped driving is a pain in the neck. Engines for the CC range are either 1.6 (petrol and diesel) or 2-litre diesel, but the most powerful by far is the 1.6 GT THP petrol engine, a product of Peugeot/BMW cooperation, with a remarkable 200PS. Just as memorable as the power output however is the refinement of the thing. It’s very difficult to believe there are only 1.6 litres under the bonnet, though the 0-62 time of over 8 seconds illustrates there’s plenty of weight to be moved. Interestingly, this car had the same 40-section tyres as the SW, but treated its passengers with more gentility.Cars tested:308 Hatchback e-HDi: from £17,665308 SW HDi 163: £23,395 308 CC GT: £25,845Full details of the 308 are available on the manufacturer’s website: www.peugeot.co.ukPeter Cracknell – July 2011
Peugeot 308
Launched in 2007, the 308 has accounted for over
90,000 of Peugeot’s UK sales since that date, and
around ten times that number have been sold
worldwide. For 2011 they’ve updated the car, with the
principal changes being seen on the inside and at the
front. However, all manufacturers try to emphasise
their green credentials these days, and here Peugeot
are keen to stress the weight reductions (an average
25kg across the range) thanks to increased use of
alloys, plastics and high strength steels. There’s also
the advent of the e-HDi
model, which introduces
a stop/start system that
should be a tad more
effective than the
average one, thanks to
the fitment of two super
capacitors, a reversible
alternator, and a five-
volt battery booster
pack. Peugeot reckons
the whole lot allows the
engine to be switched
off for longer in traffic,
and more often than in
standard stop-start set-
ups. The two super
capacitors help the
battery when starting
the engine after a stop, giving a very smooth and
quiet restart.
There’s variety aplenty in the 308 range, for you’ve
not only got the hatchback models to consider, but
SW – that’s estate to you and me – and coupé
cabriolet bodies too. I tested one of each, with the
hatchback e-HDi the first to go, over a test route that
kept to roads in the city of Cardiff.
All e-HDi models use the 112PS HDi engine, fitted
with stop/start. Most readers will by now be familiar
with these systems, reading about them if not having
tried one. There’s no doubt that virtually all cars will
soon be fitted with a system like this that saves fuel
by automatically turning off the engine when the car
stops at lights or in a queue for the ubiquitous
reversing lorries. Savings obviously depend on the
sort of motoring you do, but even with small amounts
of town driving there will be some. Restarting is
merely a matter of depressing the clutch, and the
cleverer systems achieve this with the alternator
acting in reverse as a starter – much quicker and
quieter than using the starter motor. The Peugeot also
has a nice ‘eco’ meter that shows you just how long
you’ve been standing still since starting your journey.
Official fuel consumption of the e-HDi is 64.2mpg, but
that can be raised noticeably with fitment of the
optional Energy Saving tyres. If that’s not good
enough, coming soon is a 308 with the comical title of
‘Oxygo’, and CO2 emissions that dip below the magic
100 mark.
The SW can also be powered by the e-HDi, but I went
for the higher powered 163PS diesel engine fitted
with 6-speed auto gearbox. But for many families the
more important factor would be the presence of seven
seats, an option that will appeal to many buyers who
don’t want to take the more common MPV route. All
five middle and rear seats can be flattened or
removed, so you can do the business whether B&Q or
school is your destination. The 2-litre HDi engine isn’t
as quiet as some, and on the motorway you’ll be
constantly aware of the hum from it. Elsewhere it’s less
noticeable, and with a 10.2 sec 0-62 time quick enough
to keep up with the traffic. The ride of our SW was firm,
verging on hard, and the slightest bumps were evident;
as ever, the low profile 40-section tyres would be partly
to blame here.
I think the 308CC looks fantastic with hood up or down,
and I’m sure there are
plenty who’ll agree with
me. The ease and speed
of folding the metal roof
is a constant pleasure to
owners under Britain’s
unpredictable skies, who
not only have the ability
to fold the roof up or
down in double quick
time, but can sleep safe
in the knowledge that
their car’s roof isn’t going
to attract the attention of
penknife-wielding
vandals. The latest model
features the ‘Airwave’
neck heating system,
which might be a boon to
those whose only fear of open-topped driving is a pain
in the neck. Engines for the CC range are either 1.6
(petrol and diesel) or 2-litre diesel, but the most
powerful by far is the 1.6 GT THP petrol engine, a
product of Peugeot/BMW cooperation, with a
remarkable 200PS. Just as memorable as the power
output however is the refinement of the thing. It’s very
difficult to believe there are only 1.6 litres under the
bonnet, though the 0-62 time of over 8 seconds
illustrates there’s plenty of weight to be moved.
Interestingly, this car had the same 40-section tyres as
the SW, but treated its passengers with more gentility.
Cars tested:
308 Hatchback e-HDi: from £17,665
308 SW HDi 163: £23,395
308 CC GT: £25,845
Full details of the 308 are available on the manufacturer’s
website: www.peugeot.co.uk
Peter Cracknell – July 2011
l
l
l
l
Home
New Models
Industry
Green News
Odds n’Ends
