Peugeot 308 (Mk3)


Debut: 2021
Maker: Peugeot
Predecessor: 308 (Mk2)



 Published on 8 Oct 2021
All rights reserved. 


New 308 has lifted the game on styling massively.


Since Peugeot froze its model designation to "08", this is the third generation 308. It continues to ride on the highly flexible EMP2 platform, but development focuses on a more desirable packaging and the introduction of plug-in hybrid powertrains.

The last 308 was reinvented as a near-premium car in the mold of Volkswagen Golf. On the build quality front, its mission was accomplished. However, in terms of desirability, it lagged a long way behind Golf. While the i-Cockpit interior looked radical, the contrary can be said to its exterior styling – boxy, characterless and boring. This time, Peugeot has really lifted its game. Following the ground-breaking 208, its bigger brother shares the same stylish genes. The fascia sports a large grille whose dotted elements with varying width create a 3-dimensional look. I would prefer the old lion logo instead of the new Peugeot shield badge, but the same shield badge doubled on the body side, as in Ferrari, is a welcomed decoration. The blade-like LED extensions of headlights might look like scars on its face but also give it a stronger character. Meanwhile, the sculpted surfaces on its clamshell bonnet deliver a stronger sense of quality. At the back, it follows the 208 to adopt a thicker, triangular C-pillar. Overall, the new car has more curves, a more complex shape and more interesting styling features. It is one of prettiest cars in the family hatchback class.



PHEV is one of the focuses of development.


Despite the radically new look, the 308 continues to ride on the existing EMP2 platform. EMP2 is highly flexible. It accommodates cars as large as Peugeot 508 or even (Citroen) DS9, but the 308 rests on its smallest end. It measures 4367mm in length, 1852mm in width and runs a 2675mm wheelbase, exceeding the old car by 114mm, 48mm and 55mm, respectively. It is considerably larger than Golf, too, if not Ford Focus, Honda Civic or Skoda Octavia. Unlike these rivals, Peugeot equips its family hatch with only torsion-beam rear suspension. You can’t argue against that, as the famous 306 GTI proved that independent rear axle is not a must for great-handling cars. EMP2 offers multi-link option, of course, as on the larger 508 and DS9, but Peugeot considered the cost and weight benefits of a simple torsion beam is more important to a smaller car. If you can save a few hundred dollars from suspension, why not spend the same amount on upgrading the interior, safety equipment, infotainment or help relieving the pain of the very costly plug-in hybrid powertrain?

That compatibility with PHEV tech does bring some compromises in packaging efficiency though. Judging from the exterior dimensions, you might expect generous space for rear passenger’s head and legs. Yes, it does provide more rear legroom than before, but still relatively tight by class standard. If a six-footer sits behind a driver of the same size, he will find kneeroom in short supply. Rear headroom is also a bit tight for six-footers, as Peugeot has lowered the roof by 16mm and made it curvier. The fact that the inverter of hybrid powertrain sits under the rear cushion beside the fuel tank prevents the rear seat from mounted lower.



Much larger exterior does not yield a much larger interior, but quality is high.


Meanwhile, luggage capacity has shrunk from the 470 to 412 liters, although it is still more than Golf and Focus. Not so the PHEV models, which drops further to 361 liters, thanks to the installment of 12.4kWh lithium battery. The 308 is not a good model for space efficiency.

If you need to carry a lot of luggage or bikes, there is still a solution: SW. The station wagon body is not just a 308 with extended rear end, but it gets also a wheelbase extension of 57mm. Consequently, the load bay is huge. It offers 608 liters or 1634 liters with rear seats folded. Moreover, the SW sacrifices none of the style of the hatchback.

As expected, the layered dashboard design called “i-Cockpit” is avantgarde. It places the instrument pod above the ultra-small flat-top-and-bottom steering wheel. This makes the Peugeot cabin look like no others. On the downside, shorter drivers will find it difficult to read the instrument, unless they sit up or lower the steering wheel to uncomfortable position. Apart from style, this cockpit sells on build quality. Most surfaces are soft plastics or padding. Piano-key switches, digital instrument, voice control and a responsive and customizable touchscreen infotainment system add to an upmarket perception. 3D effect instrument is gimmicky though.



i-Cockpit still splits opinions


The powertrain lineup of PSA is very simple. You get either a 1.2-liter Puretech 3-cylinder turbo, 1.6-liter four-cylinder turbo or 1.5HDi turbo diesel. The 3-cylinder petrol is expected to be the choice of majority. It delivers 130 horsepower in the 308, good for 0-60 mph in about 9 seconds no matter paired with 6-speed manual gearbox or Aisin-licensed 8-speed automatic. Apart from a bit noisy under heavy throttle, this small engine is highly competent.

You cannot order the 1.6-liter four-cylinder alone. These days even a 1.6-liter engine is considered too polluting, failing to meet fleet CO2 emission target, so it must be bundled with plug-in hybrid tech. The 308 offers not one but two PHEV options. Both employ the same electrical propulsion system consisting of the aforementioned 12.4kWh battery and a 110-horsepower electric motor which sits beside the engine and drives the front axle. They differ in only petrol engine, tuned to produce either 150hp or 180hp. Combined output is 180hp and 220hp, respectively, while maximum torque is the same at 265 lbft. They are good for an electric range of 37 miles (60km), long enough for most commutes. The plug-in capability drags down WLTP emission to just 25 g/km. Mind you, WLTP assumes you drive a fully charged car in every trip and consume all electricity before switching on the engine, an assumption that is not only unrealistic but also puts plug-in hybrid cars in an unfair advantage. Moreover, it counts only tailpipe emission, ignoring the emission produced from electricity generation. Anyway, the rules are written like that. PSA just uses the rules better than anybody else.



Refined and good to drive. PHEV is not as bulky as you would expect.


Among the 2 PHEV models, the lower power one is expected to be more popular by far. Although it carries 310kg more than the 1.2-liter petrol, the extra 50 horsepower and far superior low-down torque enables it to sprint from rest to 60 mph in just over 7 seconds. Moreover, in battery mode it delivers the same quietness as a typical EV. The integration of electric and ICE power is also expertly done, with minimal noise and vibration when the petrol engine intervenes. Strong refinement is one of the key reasons to buy it. The 220hp model is naturally quicker, but the sensation is not much superior to the 180hp model, because the instant torque offered by electric motor is just the same. Meanwhile, carrying over 1600kg, it is not exactly a replacement to GTi. Maybe the upcoming PSE model with additional rear motor could, but that would be another story.

The 308 is generally a refined car. It cruises quietly on motorway, with minimal wind, tire, suspension and engine noises penetrated into the cabin. If you can avoid the largest 18-inch wheels, it rides smoothly, too, soaking up bumps and potholes with ease, if not ultimately as comfy as Ford Focus or Skoda Octavia. As for handling, it is not as sharp or entertaining as Ford or Mazda 3, but still pretty good. The steering is responsive, accurate and loaded with decent feedback, if the weighting is too light for keener drivers. It is willing to turn into corners, grips well and displays good stability at higher speeds. More surprisingly, the substantial weight of the PHEV models does not make it feel bulky or reluctant, although the lighter 1.2-liter model does feel a little more agile. Only when you push it very hard in corner will find it struggles to maintain poise and roadholding, and this puts it behind Seat Leon.

Overall, the 308 is a rounded and quite desirable family hatch. Stylish, high perceived quality, refined and decent to steer. If you can stand with its slightly cramped rear seat and the lack of mid-range powertrain – there is a huge gap between the 130hp 1.2 and 180hp PHEV no matter in power or price – it could be a smart choice.
Verdict:
 Published on 13 Dec 2023
All rights reserved. 
e-308


Premium hatchback, mediocre EV performance.


The e-308 is remarkably close to its sister car Opel Astra Electric. Power comes from a 54 kWh battery pack which is mounted beneath the front and rear seats. A front-mounted motor produces 156 hp and 199 lbft of torque, which is rather weak by class standard. Although the car is not too heavy at 1684 kg, 0-60 mph takes just over 9 seconds, while top speed is limited to 106 mph. Such performance is fine for everyday driving, but nowhere near its rivals’ 7 seconds or so.

The e-308 uses energy efficiently. Although its battery is on the small side, it achieves 257 miles of WLTP range, or more than 220 miles in the real world. On the downside, the 100kW charging speed is rather outdated, taking half an hour to charge from 20 to 80 percent. Stellantis’ EV technology is far from state of the art.

While performance and charging speed are unremarkable, the Peugeot EV rides and handles nicely, just like rest of the 308 family. Coupling to a stylish outlook and a premium-feeling interior, it is still worth considering. Unfortunately, its price is also premium, so competitiveness is questionable.
Verdict:

Specifications





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
308 Puretech 130
2021
Front-engined, FWD
Steel monocoque
Mainly steel
4367 / 1852 / 1441 mm
2675 mm
Inline-3
1199 cc
DOHC 12 valves, DVVT
Turbo
DI
130 hp
170 lbft
6-speed manual
F: strut / R: torsion-beam
-
225/45VR17
1258 kg
130 mph (c)
9.0 (c)
-
308 SW Puretech 130
2021
Front-engined, FWD
Steel monocoque
Mainly steel
4636 / 1852 / 1444 mm
2732 mm
Inline-3
1199 cc
DOHC 12 valves, DVVT
Turbo
DI
130 hp
170 lbft
8-speed automatic
F: strut / R: torsion-beam
-
225/45VR17
1345 kg
130 mph (c)
9.3 (c)
-
308 Hybrid 180
2021
Front-engined, FWD
Steel monocoque
Mainly steel
4367 / 1852 / 1441 mm
2675 mm
Inline-4 + electric motor
1598 cc, battery 12.4kWh
DOHC 16 valves, DVVT, VVL
Turbo
DI
150 + 110 = 180 hp
184 + 236 = 265 lbft
8-speed automatic
F: strut / R: torsion-beam
-
225/40R18
1603 kg
140 mph (c)
7.2 (c)
-




Performance tested by: -





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout
Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
e-308
2023
Front-engined, FWD
Steel monocoque
Mainly steel
4367 / 1852 / 1465 mm
2675 mm
Electric motor
Battery 54kWh
-
-
-
156 hp
199 lbft
1-speed
F: strut / R: torsion-beam
-
215/45R18
1684 kg
106 mph (limited)
9.2 (c)
-
















































Performance tested by: -





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e-308



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