2024 Peugeot 308

There is 412L of boot space available in the 308 Hatch and 608L in the 308 Wagon.

Fold the rear seats and that expands to 1295-1323L in the Hatch, and 1634L in the wagon. The GT Premium Hatch quotes a little less due to the subwoofer, which eats into the underfloor area – it has 384-1295L.

The 308 Wagon also offers a 40:20:40 split rear bench for added practicality when stowing longer items. The 308 Hatch retains a 60:40 split.

ANCAP has yet to assess the Peugeot 308, however its Euro NCAP counterpart awarded it four stars. This was based on an adult occupant protection rating of 76 per cent, a child occupant protection rating of 84 per cent, a vulnerable road user protection rating of 68 per cent, and a safety assist rating of 65 per cent.

It’s unclear whether ANCAP will apply the same four-star rating. It has harmonised its testing protocols with Euro NCAP, however the specification of the tested 308 in Europe may differ from local models.

Standard safety equipment includes:

• Autonomous emergency braking
• Blind-spot monitoring
• Rear cross-traffic alert
• Adaptive cruise control with stop/go

The GT Premium also receives active lane positioning and a surround-view camera.

There are 2 different fuel economy figures for the Peugeot 308

The most fuel efficient Peugeot 308 is the GT SPORT PHEV with a 8 Speed Efficient Automatic which is powered by a 1.6L Turbo Direct Fuel Injection and uses 1.4L of premium unleaded/electric per 100km on the combined cycle.

All Peugeot 308’s need servicing every 12 Months months or 20,000km km, whichever comes first.

The three-cylinder petrol engine won’t set your pulse racing. There’s good low-down response and a thrummy, characterful engine note under acceleration, but it doesn’t quite live up to the GT branding.

Peugeot’s 0-100 claim of 9.7 seconds will no doubt draw criticism in the comments section, but like a lot of modern turbocharged engines and low-output EVs designed for predominantly city use, it gets up to 60km/h with more than enough pace for the average buyer.

With that said, the 308 is a GT in the way it effortlessly cruises along, with a cabin that’s well insulated for the segment, pliant and balanced ride, as well as linear, accurate driver controls.

It’s also more than capable of sitting at 110km/h for extended periods of time, particularly in GT Premium models fitted with Lane Positioning Assist that, combined with the adaptive cruise control, facilitates Level 2 semi-autonomous driving.

Even under harder throttle the turbo triple is hardly thrashy or too loud, though some may find its gravelly tone unrefined compared to a more powerful four-cylinder engine. It sort of performs like a diesel, without the clatter.

The eight-speed automatic is one of the better shifters in the Peugeot-Citroen catalogue, and unlike the Citroen C5 X is decisive at low speeds. Even when flicked to ‘manual’ using Sport mode, it’s responsive to inputs from the paddles.

Combine this with a taut, enthusiastic chassis, and you have the basis of a fun little car. If only there was a more powerful version of the 1.2-litre turbo available – perhaps the 114kW/240Nm tune from the related 2008 SUV would suffice, but alas the 308 doesn’t seem to offer this spec anywhere.

This will be somewhat addressed by the 165kW/360Nm 1.6-litre PHEV next year with its brisk 7.5-second 0-100 claim, though that’s certain to come with a hefty price jump, and the added weight of the lithium-ion battery may blunt the sharp handling. We won’t know for sure until it lands in the first half of next year.

I enjoyed some of the twistier sections of our test route, which took us up Saddleback Mountain in some parts. In these tighter, technical sections of road, the 308 was particularly well equipped for some fun.

The lack of grunt is less of an issue given you’re rarely reaching the speed limits here, low-speed corners allow you to make the most of that small steering wheel with quick ratio, and you can enjoy the hunkered down, eager dynamics.

Olivine Green is the standard colour on hatchback models, while Avatar Blue is standard on the wagon.

The following metallic finishes are a $690 option:

• Artense Grey
• Nera Black
• Platinum Grey (wagon only)

The following premium metallic finishes are a $1050 option:

• Pearl White
• Elixir Red
• Vertigo Blue (excludes wagon)

Like the wider Peugeot passenger line-up, the 308 range is covered by a five-year, unlimited-kilometre warranty. Scheduled maintenance is required every 12 months or 15,000 kilometres – whatever comes first.

The premium pricing, particularly for the entry-level 308 GT, is dear against competitors that offer more features from the base level. It’s also likely to get a four-star safety rating from ANCAP unless there are drastic changes to the local specification.

For many buyers the three-cylinder petrol engine’s outputs also won’t cut it, and the Peugeot badge doesn’t have the same allure as Audi’s four rings or the Mercedes-Benz three-pointed star to justify opting for what will be perceived as an entry-level powertrain despite its merits. The quirky i-Cockpit design may also prove to be a turn off.

But if you’re looking for something a little nice, different, unusual even, the Peugeot 308 is a lovely little thing. Also, for all my readers with good taste, the 308 Hatch’s Olivine Green no-cost hero is irresistible.