Peugeot 308

The 308 was always recognised amongst the sharper steers in the family hatchback segment; that hasn't changed.

Not much has changed with the engineering of this 308 either - as before, you have to have some sort of auto gearbox.

And rather surprisingly Peugeot was still retaining its 1.5-litre BlueHDi diesel engine within the line-up at the time of this test (with 8-speed auto transmission), though we don't expect that unit to continue for very long. Just before this update, the petrol Hybrid variant we tried for this test gained a slightly upgraded 145hp version of the previous 136hp self-charging unit.

As before, this set-up sees a 1.2-litre three cylinder turbo petrol engine mated to a dual-clutch 6-speed auto with an electric motor built into the transmission casing.

On the move, the Hybrid system's petrol unit and that electric motor can operate together - or separately.

This is really a mild hybrid system rather than a proper Toyota-like full-Hybrid set-up, but it can do most of the things you'd want a Hybrid to do, like cut in for up to 50% of the time to assist the engine in urban travel.

Unlike with the sort of mild hybrid system like that fitted to say, a Golf eTSI, here the car can be driven for short urban distances (under 18mph) on electric power alone.

The motor also assists the engine under acceleration.

0-62mph in the Hybrid takes 9.3s en route to 130mph. What about if you want to plug your 308 in? Well just before this facelift, Peugeot introduced far-reaching changes to the PHEV drivetrain, limiting total power output to 195hp, adding a new 7-speed auto gearbox and including a bigger 17.2kWh battery.

This Plug-in Hybrid 195 e-DSC7 package mates a 1.6-litre PureTech petrol engine with a 109hp electric motor.

For this update, that set-up's been tweaked further, with the result that EV driving range rises to as much as 59 miles (from a best of 49 miles) before - though that's still way off the 82 miles you'd get from a rival VW Golf GTE PHEV.

0-62mph in the PHEV takes 7.9s en route to 140mph. Perhaps the biggest engineering change as part of this facelift though, has been applied to the all-electric E-308.

It still features the same front-mounted 156hp motor, but now trades its old 51kWh (usable-capacity) battery for a slightly larger 55.4kWh package.

With the result that EV drive range rises from to 279 miles in the E-308 hatch model (it's 4 miles less with the E-308 SW); that's about 25 miles better than before.

Another key change to the E-308 as part of this facelift has been the adoption of adjustable brake regeneration.

Instead of the old single-setting 'B' button next to the gear selector, there are now paddleshifters behind the steering wheel which can vary brake regen via three settings (though there's still no 'one-pedal' drive setting).

E-308 performance hasn't changed much though; 0-62mph takes 9.8s en route to 106mph.

Both hatch and SW estate versions of this third generation 308 have always made a bit of a pavement statement - and do so even more as part of this update, which sees a sleeker nose featuring LED headlamps more hidden in the front face.

As part of the front end changes, Peugeot has added an illuminated badge and more body-coloured inserts into the now-sleeker grille.

A new 'three-claw' daytime running light signature replaces the pre-facelift model's vertical bars and the GT models get vertical lighting across the bonnet.

More sculpted bumpers and a large air vent aim to improve aerodynamic efficiency too.

At the back, all models now get the 3D three-claw rear lights previously only fitted to top-spec GT variants. There are far fewer changes inside, but that always looked quite avant garde and modern - and still does.

This update has brought smarter seat fabrics and revised instrument cluster graphics.

Otherwise, things are as before, the cabin characterised by Peugeot's usual i-Cockpit dashboard layout with its small steering wheel which sits beneath a very avant garde digital instrument panel, with clever 3D image tech fitted if you go for top-spec trim.  The tall, sloping fascia features a sharp-looking 10-inch touchscreen display which has wireless Apple CarPlay and Android Auto smartphone connectivity and is available in two forms - basic 'i-Connect' and more sophisticated 'i-Connect Advanced', which offers widescreen navigation from TomTom.

Beneath this monitor is a row of freely configurable touch-sensitive controls, called 'i-Toggles'.

Each one offers a shortcut to a major function, such as radio, climate control or 'phone.

Rear seat space remains not overly generous - even by the rather constricting standards of this class, where the only real spacious rear seat option is Skoda's Octavia.

If it wasn't for the cut-outs in the backs of the front seats, you might struggle to fit a lanky adult in the back of this 308. The tailgate's light to lift (it's only powered as standard with the SW body shape and top spec) and opens to reveal a reasonable capacity of 412-litres with the hatch or 599-litres in this SW estate.

Those figures, by the way, only apply if you've chosen the Hybrid engine or the diesel.

With the E-308, you're looking at 361-litres for the hatch or 505-litres for the SW model.

And with the PHEV, you're looking at 314-litres for the hatch and 467-litres for the SW.

At the time of our test in Summer 2026, Peugeot had realigned 308 pricing for better value and the result was a starting point for the hatch of just under £30,000, with the brand's usual 'Allure', 'GT' and 'GT Premium' trim levels .

There are two body styles - hatch or for £1,200 more, the SW estate (the latter starting from around £31,000).

And if you don't want the self-charging Hybrid powertrain? Well the full-electric E-308 model costs from around £29,500 once the government ECG is deducted.

The continuing 1.5 BlueHDi 130 diesel cost from just under £31,000 at the time of this review.

And you'll need at least around £35,000 to get the petrol Plug-in Hybrid version.

Across the line-up, 8-speed auto transmission is mandatory. What about standard spec? Well 'Allure'-trim gets you 17-inch 'Bangkok' diamond cut alloy wheels, chromed exhaust surrounds, signature LED daytime running lights and a gloss black connecting strip between the rear lamp clusters.

Also added are front parking sensors and dark tinted rear side and tailgate windows.

Inside at 'Allure' level, there's upholstery part-trimmed in 'Tremezzo' grey-embossed fabric.

With ambient lighting for the door panels, an 'AQS 3' air quality system, an HD 180-degree colour reversing camera, a rear seat ski hatch and LED-lit sun visors with concealable mirrors.

Plus the infotainment screen features 'OK Peugeot' voice recognition.

There's also a 'Drive Assist Pack' with various camera safety features including Adaptive Cruise Control. Things start to get really luxurious at 'GT' level, marked out by 18-inch 'Helsinki' alloy wheels, a dark chrome chequered radiator grille, extended front and side lower body sills, Lion emblem badging on the front wings and, on the SW version, gloss black roof rails.

The headlights gain intelligent 'Matrix' technology, which the tail lamps play a sequential 'welcome sequence' when you unlock the car.

A 'Driver Sport Pack' adds a personalised colour theme to the digital instrument display and sport adjustment for the steering and accelerator pedal.

The steering wheel gains green stitching and full-grain leather, plus there's a 'Mistral' black roof liner and aluminium door sills. The top 'GT Premium' trim further adds heat for the steering wheel and front seats, a 360-degree camera system, a 3D instrument panel, alcantara upholstery, an AGR-certified driver's seat and powered front seats with a massaging function.

'GT Premium' trim with the PHEV gets you the otherwise optional faster 7.4kW AC-charging system.

The base Hybrid 145 e-DSC6 petrol Hybrid variant manages up to 62.6mpg and up to 102g/km.

What about the Plug-in Hybrid version? Well as we mentioned in our 'Driving Experience' section, up to 53 miles of WLTP-rated battery running is claimed from the 17.2kWh battery and the car is combined cycle fuel-rated at up to 242.7mpg; the BiK tax-beating CO2 reading is rated at up to 26g/km. A 3.7kW onboard charger is fitted as standard to this PHEV model, enabling a 0-100% charge in 4 hours and 20 minutes, reducing to just over 2 hours with the optional 7.4kW onboard charger. What about the E-308 full-electric model? As part of this update, that's gained a 55.4kWh (usable-capacity) battery which now offers a 281 mile driving range.

The brand claims a recharge rate from 20 to 80% in under 25 minutes using a 100kW charger.

With 308 PHEV and E-308 models, using the MyPeugeot smartphone app or by using the vehicle's touchscreen, owners can schedule a wake-up time for the battery.

This means that the cells can be at the optimal temperature for efficiency from the time you start up, plus of course the interior can also be pre-cooled or pre-heated too.  The E-308 benefits from an 8-year / 100,000 mile warranty.

As well as the usual 8 year / 100,000 mile battery warranty.

For too long, Peugeot lost sight of what made people want its products.

Now, it's setting out to build desirable machines once more, models that aren't simply playing catch up or trying to copy the big sellers.

Sure enough, this is car with a definite feel of its own.

It's not going to appeal to everybody but it is now - especially in this improved form - a model that the company can rightly feel proud of: a contender good enough to worry the best in the business. After all, it gets so many things so right.

French family hatchbacks in this class haven't always been able to justify themselves, either in terms of quality or in the harder discipline of pounds and pence running costs, but this one performs beyond expectations in both these areas.

Overall, what's on offer here is a car that's continuing to restore Peugeot's reputation for building elegant, comfortable and understated vehicles.

A car that gives the brand a shot at making good on its upmarket aspirations.

It's been a long time coming.