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Almost at this time last year I had the possibility to check the Peugeot 308 GT. It’s a wonderful little hot hatch, which I enjoyed subjectively.
Imagine my dismay then, when I discovered this year that Peugeot had overlooked the GT and replaced it with the car you see here: the 308 GT-Line.
The GT-Line looks quite similar from the outside, however, from the GT’s powerful four-cylinder engine, it gets the normal three-cylinder turbo that is also noticeable in the lower Allure category.
So, with a look but with less force than a fundamental style Golf, can this new GT-Line edition seduce me in the same way as its hot hatch predecessor? Read on to find out.
With the missing GT, the GT-Line is now the most sensitive of 308 diversity in Australia. About the same length as a Golf or Ford Focus, the existing generation 308 has danced with other costs its somewhat tumultuous six-year history in Australia.
Priced at $36490 (handling, with an MSRP of $34990), it’s far from budget, about $20k from the hatchback market, competing with the VW Golf 110TSI Highline ($34990), the Ford Focus Titanium ($34490) or Hyundai i30 N -Premium Line ($35,590).
Peugeot once tried the budget with entry-level variants such as the Access and the existing Allure, a strategy that obviously bought the French logo much more than a niche in the Australian market.
The amazing “Ultimate Red” color used in our car is a $1050 option.
Once again, in addition to VW Golf and high-end brands, other European rivals such as Renault, Skoda and Ford Focus have struggled to achieve a significant effect in recent years.
The device point in the Peugeot is good, it doesn’t matter. Included are those stunning 18-inch alloys I enjoyed from the GT, a 9.7-inch multimedia touch screen with Apple CarPlay and Android Auto connectivity, as well as integrated navigation and virtual DAB radio, LED front lighting, a sports frame kit (again visually almost for the GT), leather-trimmed steering wheel, fabric seats with an exclusive GT line trend , a color display on the driver’s dashboard, a push to start with a keyless front and a panoramic sunroof that reaches almost the life of the car.
There is a decent security suite that is explored later in this review.
The kit is bad, but it lacks some of the more complex features that we see in our competition at this price, such as charging wireless phones, holographic displays, virtual panels and even fundamental elements such as leather and electric interior moldings. adjustable seats.
Oh, and the amazing “Ultimate Red” color used in our check car is a $1050 option. “Magnetic Blue” (the only other color I would use in this car) is a little less expensive at $690.
This attests to the perfect design of this car that cannot be said that this generation is more than five years old. Still as fresh as ever, the 308 has undeniable vintage hatchback lines accented through its aggressive chrome-accented grille (see what I did there?) And giant two-tone alloys that fill those wheel steps.
Led lights, which now have progressive signals and a silver band that frames the entire window profile, complete the look
Once again, its appeal is decidedly European.
The 308 has vintage hatchback lines.
The interior takes the design to unique but questionable locations. I like the driver-centered molding with the elegant board design, which features a handful of chrome reflections implemented with a wonderful flavor and soft surfaces to the touch, but it’s the steering wheel position and the driver’s interior that divides people.
Personally, I love it. I love the small guide wheel but high contours, I love the way the elements are placed deep but at height at the most sensitive of the board, and the sporty seat position it creates.
Talk to my colleague Richard Berry (which measures 191 cm / 6’3″) and you’ll see some flaws. For example, you’ll have to decide between being comfortable and having the most sensitive wheel that locks the dashboard. it has to be boring.
The interior takes the design to even debatable places.
If you measure my (182cm/6cm 0 inch), you won’t have any problems.
The interior of the 308 is also a place, with soft-touch plastics and leather embellishments that are enlarged from the board to the door cards and the center console.
The screen is giant and impressive in the middle of the board, and I enjoyed Peugeot weaving its white/blue/red trend in the middle of the seat design.
Unfortunately, one of the drawbacks of this simplistic futuristic cab design is the lack of storage.
Front passengers get cabins with shallow doors with a small bottle holder, a small glove compartment and a center console, and an insulated cup holder in the center console, which is small (barely suitable for a giant coffee) and difficult to access.
One of these simplistic but futuristic cab designs is the lack of storage.
Need a location for a computer or tablet, or items larger than a phone? There’s the back seat, I guess.
As for the rear seat, seat moldings and door cards enlarge the rear, which is a welcome to the 308’s design, once again, the lack of garage is noticeable.
There is a wallet on the back of the seat and a small bottle holder at the door, as well as a folding armrest with two smaller cup holders. There are no adjustable vents, but there is only one USB port on the back of the center console.
Seat moldings and door cards are enlarged backwards.
As for the size, the back seat is correct. It doesn’t have the magic of Golf design. Behind my own sitting position, my knees are strongly opposite to the front seat, I have enough area for my arms and head.
Fortunately, the 308 has a trunk, with 435 liters on offer. It is larger than the 380L of a Golf and the 341L presented on the Focus. In fact, the Peugeot trunk is on par with some medium SUVs and I had plenty of free space with my same old equipment stored next to our larger 124-litre CarsGuide suitcase.
The GT-Line has the engine as the smallest Allure, a 1.2-liter, three-cylinder turbocharged gas unit.
It produces a 96kW/230Nm less than impressive sound, but there is more in history than numbers. We’ll explore that in the driving section.
The 1.2-litre turbocharged tricylindrical produces 230 Nm/kW.
It is paired with a six-speed automatic transmission (torque converter) (produced via Aisin). Unfortunately, you can no longer get the eight-speed car that the 308 GT had combined with its toughest four-cylinder engine.
The 308 GT-Line has an official/combined fuel intake of only 5.0 L/hundred km. This is believable given its small engine, but its mileage would possibly vary.
My several much. After a week of steering wheel in predominantly urban environments, my Pug showed a computer-informed figure of 8.5 L/100 km less impressive. However, I liked to drive it.
The 308 requires medium quality 95RON unleaded gasoline and has a tank capacity of 53 liters for a theoretical maximum diversity of 1233 km between fillings. Good with that.
It has a low CO2 emission rating of 113 g/km to meet the newest and strictest Euro6 in its housing market.
The existing 308 does not have an ANCAP score, as the 2014 five-star score only applies to diesel variants that are now discontinued.
In any case, the 308 now has a competitive active protection package that adds automatic emergency braking (operates from 0 to 140 km/hy detects pedestrians and cyclists), lane maintenance assistance with lane departure warning, blind spot monitoring, signal popularity and alertness. attention to the driving force. There is no rear cross-traffic alert or adaptive cruise on the 308.
Apart from these characteristics, there are six airbags, an expected set of stability, braking and traction controls.
The 308 has two ISOFIX clamping problems and 3 Top-Tether child seat accessories in the row at the moment.
Basic warranty
Peugeot offers a competitive five-year warranty/unlimited mileage along with its main competitors, VW and Ford.
The value of the service is also constant for the duration of the warranty, with each 12-month /15,000 km service costing between $391 and $629 for an annual average of $500.80. These are far from cheap, however, it is promised that they will come with the maximum of consumable items.
I can say with confidence that the 308 is as fun to drive as it is to watch. Despite its average sound power, the 308 feels more shocking than its toughest rival, the VW Golf.
The 230Nm of peak torque is available from a low 1750rpm, giving you a nice dollop of pulling power after an initial second of turbo-lag, but the 308’s real trick is its slender 1122kg weight.
This gives you a sense of speed in acceleration and cornering, which is just fun. The three-cylinder engine produces a remote but satisfying sandy grater, and the six-speed transmission, not as fast as the lightning of a dual clutch of the VW Group, moves through the wheels with confidence and determination.
Driving is a company in general, with supposedly very little travel, but I have been surprised by its indulgent nature in some of the worst undulations of the road. It’s an intermediate floor, on the side of the company, but not anything extreme.
The relative calm in the cockpit is also impressive, the engine is slightly disclosed most of the time and the road noise only expands above 80 km/h.
He is direct and responsive, allowing him to aim the hatch accurately. This feeling is enhanced in Sport mode, which complements the ratio and, of course, makes the organization of the dials shine in red.
Although it is more of a driver’s car than other highs, it still suffers from annoying moments of turbo change, exacerbated by the too complex start-and-stop formula that shuts down the engine in the face of inconveniences in slow traffic.
It also aspires to more power, especially with its well-maintained ride, however, this shipment sailed with its older brother GT earlier this year.
I love this car. It looks and will impress you with its subtle but sporty driving that gives away the numbers and their antiquity.
However, I fear that its maximum costs will be opposed to larger rivals, which will eventually leave you trapped in your little French niche.