Peugeot 308 e-HDi

Peugeot predicts that the majority of new 308s will be eHDi, and it’s easy to see why. The refined and efficient diesel engine, practical cabin and cushioned ride make it a solid all-rounder, but it’s competent rather than engaging. What’s more, there are better choices out there for eco-conscious motorists and keen drivers. And while the smart new styling is a big improvement, it still can’t hide the fact that this car still falls short of the class leaders.

Meet Peugeot’s freshest new face! The 308 hatchback has been given a mid-life makeover, with a sleek front end borrowed from the 508 saloon and an efficient new engine line-up.

The styling tweaks are a great success – there's a neater, chrome-lined grille, and the flared front wings now include a pair of curved LED running lights - arranged to imitate the claw slash of a lion.

Video: watch CarBuyer's video review of the Peugeot 308

[[{"type":"media","view_mode":"content_narrow","fid":"68664","attributes":{"alt":"","class":"media-image"}}]]

Slimline headlamps and a new bonnet badge round off the changes, which all help to give the hatch a modern, premium look. Inside, the cabin layout remains broadly unchanged, but a revised set of dials and a piano black centre console help keep things fresh.

We drove the Active e-HDi model, which is predicted to be the biggest seller. It debuts Peugeot’s clever new  ‘micro-hybrid’ technology. Pairing a 110bhp 1.6-litre diesel engine with a reversible alternator and five-volt battery booster pack, it’s a system that allows the engine to be switched off for longer in traffic and more often than in standard stop-start set-ups.

It is also quick to restart, and its operation is virtually silent. There’s even a handy ‘eco’ meter built into the trip computer that records how long you’ve spent stationary on each journey.

Unfortunately, the drivetrain isn’t as economical as you might expect. In fact, the car we drove sits on 17-inch wheels and emits 118g/km of CO2 and returns 62.7mpg – stats that are some way off the class-leading Volkswagen Golf BlueMotion.

Those numbers start to fall if you fit low-rolling resistance tyres, though. And a stand alone Oxygo version, to be launched in July, promises to dip below the magic 100g/km CO2 barrier.

It will use aerodynamic modifications, plus lowered suspension, a different power-steering set-up and ultra-low-rolling resistance tyres, to secure its tax-free status.
 
In its standard form, the e-HDi is a well-rounded performer, and there’s enough torque on offer to make smooth, refined progress. It’s hushed at motorway speeds, too, and although it starts to feel strained above 3,000rpm, it’s certainly capable enough to make the more expensive 2.0-litre oil-burning unit appear redundant.

The relaxed engine is perfectly suited to the 308’s softly sprung suspension, which cushions out the majority of bumps, and adds to the roomy hatch’s appeal as an accomplished cruiser. The six-speed manual we tried was light and accurate, and the combined with the use of lighter materials in the wings, shaves around 30kg from the overall kerbweight.

However, there are limits to the 308’s abilities. On our winding route, the steering lacked feel, and it gives you little confidence to push the chassis. The car’s high centre of gravity only exacerbates the problem, as the body leans heavily on the way in and out of tighter turns.

This lack of poise might seem an acceptable compromise for the comfortable, cosseting ride, but in truth, rivals such as the Ford Focus are equally composed while managing to offer a far more exciting drive.

Peugeot has added value to the range, though – list prices have fallen by around £850 compared to the old car, yet each of the three trim options gets extra equipment as standard.

Rival: Ford Focus 1.6 TDCi
Although Ford’s stop-start system is more intrusive than the e-HDi, it easily beats the 308’s economy and emissions figures. The Focus is quicker, too, offering a more polished driving experience. And in Zetec trim, costs around £1,000 less to buy.