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This is the home of automobile road tests in South Africa. I drive South African cars, SUVs and LCVs under real-world South African conditions. Most, but not all, the vehicles driven are world cars as well, so what you read here possibly applies to the models you get where you live.

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We drive Peugeot’s 308 1.2 PureTech GT Line automatic for 2016

Let the French lady sing

Pics by Motorpress
Posted: 28 October 2016

The cheat sheet
Price: R371 900
Engine: 1199 cc, DOHC, 12-valve, turbocharged three-cylinder
Power: 96 kW at 5500 rpm
Torque: 230 Nm at 1750 rpm
Zero to 100 km/h: 9.6 seconds
Maximum speed: 207 km/h
Real life fuel consumption: About 8.0 l/100 km
Tank: 53 litres
Luggage: 370 – 1209 litres
Warranty: 3 years / 100 000 km; with roadside assistance
Service plan: 4 years / 60 000 km

It’s scary to realise that, five years ago, you could buy a Mercedes-Benz C180 for what a 1200 cc Peugeot 308 costs today. Apart from general inflation, the value of our currency has sagged by 73.15 percent in the interim, so that’s the main factor, but it’s frightening nonetheless.

On the other hand performance of the two is much the same, within one-tenth of a second on the zero to 100 km/h dash; space inside is effectively equal; safety equipment is pretty much on par (six airbags each and similar standard electronic aids); build quality feels just as solid and fit and finish is excellent too. The Mercedes had a bigger boot (475 litres vs. 370) and more sophisticated suspension, but the 308 uses much less fuel while offering more state-of-art electronic toys than either model had five years ago.

The new Peugeot 308 differs, appearance-wise, from its 2011 forerunner in almost every detail, both inside and out and it would be pointless trying to describe every change. It’s also marginally shorter and lower on a slightly extended wheelbase, weighs about 140 kg less, its new suspension works better, it turns in 30 centimetres less space and has LED head- and tail lamps with sequential LED indicators.

The engine line-up changed too. New models use two versions of Peugeot’s 1199 cc triple, in 81- and 96 kW form, and a heavily tweaked 1.6-litre four for the GTI. Those who look without seeing might believe that you could just as well save some money by buying a 208 GT Line rather than this one. Look again. The 208 GT Line uses the 81-kW engine, while its Active sister makes do with 60 kilowatts.

Control of secondary functions (air, “car”, music, “settings”, Peugeot Connect and phone) is via a 9.7-inch touchscreen with six menus spread over two pages each. Buttons have been slashed to six, but we hate scrolling through a menu to switch the aircon on or off, adjust vents or change fan speed. By way of weird contradiction, “recirculate” is still the job of a button.

Good stuff includes the perky 96-kW motor that pulls strongly (230 Nm from just 1750 rpm) and never feels stressed, loafing along at about 2400 rpm for 120 km/h in sixth. The EAT6, electronically switched, torque converter ‘box comes from Aisin-Warner who supply Toyota with something rather similar.

Apart from always displaying which gear is in use, it kicks down smartly, doesn’t hunt and seems to know instinctively which gear you would choose at any moment. Manual override is via the gear lever; with no paddle option. For big-grin results, select Sport by touching the “S” button on top of the console. Its twin, labelled with a snowflake, is for gentler inputs in slippery conditions. You probably won’t feel much difference between the various profiles in normal driving, using automatic, but this French lady sings lustily in Sport-with-Manual.

Complementing its quick straight-line performance, the little Pug hangs on well through country road bends too, feeling like a slightly tamer version of an RCZ we drove a few years back. In keeping with the car’s GT Line label, steering feels slightly heavy at first but that’s soon forgotten and its suspension is moderately firm but soaks up bumps well.

Being more family oriented than racy, its boot loads at about 72 centimetres above ground level with a sill only six cm. deep. It’s neat and square, while the lid features two pull-down handles for convenience. There’s a light, four load rings and a 12-volt socket on the parcel shelf just behind the left seatback. These split 60:40, can be released from behind and fold almost flat. The spare is a full-size alloy unit.

Head room in the back is fine for a six-footer seated behind an equally tall driver, but knee- and foot space rates a “just enough.” There are three belts, three head restraints and two sets of ISOFix mountings. For added convenience, the fold-down armrest with its pair of cup holders also provides access to a load-through panel.

French quirkiness shows through in its back-to-front tachometer, tiny glove box and the high-up instrument panel pioneered on 208. It feels a bit odd at first but you soon get used to looking over the steering wheel rather than through it. The selling point is that, being mounted higher than usual, it’s easier to flick one’s eyes downward to check the instruments. They’re big, clear and attractive; easy to read without consciously looking for them.

Seats are a combination of leather and suede-like Alcantara highlighted with contrasting stitchwork. Those in the back are lightly sculpted while the fronts are sufficiently bolstered without being clingy. Adjustments are mostly mechanical; the exceptions being electric controls for massage and lumbar functions. We liked the big, wide release bar for shifting fore-and-aft and that both chairs adjust for height.

Undisputedly Princess of the highway, the 308 also rules in confined city spaces. With more than enough verve to take advantage of sudden gaps in traffic, it slips into and out of cramped parking slots between big and pretentious SUVs too. Thank its tightened-up turning circle, now 10.4 metres between kerbs, for that. There is a small fly in the ointment unfortunately; although its side windows allow a clear view outward, its back window is rather small and the “C” pillars a little too wide to rate a perfect “10.”

The Peugeot 308 GT Line has its quirks. Whether or not they are endearing is up to you, but it could never be boring. Practicality and family responsibilities are all very well, but on days when you can leave the “noise” behind, why not wind it up, set its soul free and let the chanteuse sing?

Test car from PCSA press fleet


Manual transmission shown

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What We Do

This is a one-man show, which means that every car reviewed is given my personal evaluation and receives my own seat of the pants judgement - no second hand input here.
Every test car goes through real world driving; on city streets littered with potholes, speed bumps and rumble strips, on freeways and if its profile demands, dirt roads as well.

I do my best to include relevant information like real life fuel economy or a close mathematical calculation, boot size or luggage space, whether the space is both usable and accessible, whether life-sized people can use the back seat (where that applies), basic specs of the vehicle and performance figures if they are published. In the case of clearly identified launch reports, fuel figures are of necessity the laboratory numbers provided with the release material. If I ever place an article that doesn't cover most things, it's probably because I have dealt with that vehicle at least once already, so you will be able to find what you want in another report under the same manufacturer's heading in the menu on the left.

Hope you like what you see, because there are no commercial interests at work here. As quite a few readers have found, I answer every serious enquiry from my home email address, with my phone numbers attached, so you can see I do actually exist.

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