The Peugeot 308 Ecomatique is powered by a 1.6 litre HDi diesel engine, driving a six speed automatic/manual gearbox. Drivers have three choices; One they can leave it in automatic mode and let it make all the changes itself; Two they can slip the lever over to the left and then flick it forwards for upward changes and backwards for downward changes or; Three when pushed over to the left, they can make upward changes by pressing a paddle on the right hand side, under the steering wheel rim, or downward changes by pressing the paddle on the left hand side, under the rim of the steering wheel. Whichever method you choose there is no clutch pedal to worry about.
Having recently experienced the superb Volkswagen DSG gearbox, I was really looking forward to driving the Peugeot 308 with a similar type of gearshift. Unfortunately this Peugeot unit is nowhere as accomplished as the Volkswagen one. In fact driving in stop/go traffic, it can be a bit of a nightmare. When you are in slow moving traffic of the stop/go variety, the gearchanges are similar to those of a learner driver making their first acquaintance with a manual gearchange. If you can keep a firm pressure on the accelerator, however, the quality of the changes improves dramatically, while at decent speeds out on an open road, it is acceptably smooth.
I tried all three methods from the fully automatic, through flicking the gearlever to pressing the paddles. I am of a generation that learnt to use a lever to make gearchanges, so pressing paddles does not come naturally to me. Flicking the gearlever comes more naturally, if I can remember which way to flick it. For example in a manual change, when moving from first to second, or third to fourth, or fifth to sixth, you pull the lever backwards, yet in this arrangement you flick it forwards. While the first few changes may be easy enough, after a while you forget the sequence and do what comes naturally, which may not be the right direction to go at all. Anyway what is the point in having an automatic, if you are still going to have to do the job yourself ? So after a while I decided to avoid all the confusion and let the unit get on with the job itself, without my interference.
Looking at the fuel consumption and the exhaust emissions, the Ecomatique unit does the job more efficiently than a normal six speed manual gearchange, but if I had to choose for myself, I personally, would opt for the six speed manual. Unfortunately it is around 1,800 euro more expensive to buy in the first place and then you are landed with an annual road tax bill, at present rates, of 156 euro, compared to 104 euro for the Ecomatique. Perhaps if I had to live with the Ecomatique for longer, I could get used to its foibles and may come to find it a lot more acceptable.

The driving controls are simply and clearly laid out. The instrument binnacle has two large, white faced dials, with black lettering for the tachometer and speedometer. Two much smaller dials give the engine temperature and fuel level. Below these two dials and between the two larger ones, there is a digital information panel, with red lettering, which gives a variety of other information. Included in this space is a large number indicating which gear is in use. The lower section of both the tachometer and speedometer have a black background and digital information in red is shown in these sections. The speedometer for example shows the trip and total distance recorders.
A rectangular panel in the top centre of the facia gives the time, outside air temperature and audio information. Besides switches for the hazard warning lights, central locking/unlocking and a button to switch off the electronic stability control, the central console houses the audio system and the air conditioning. All are clearly marked and easily reached whilst driving. Controls for the electrically adjustable, exterior rear view mirrors and the four electric windows, are in the driver’s door handle. A digital panel above the interior rear view mirror indicates when an occupied seat does not have its seat belt fastened. Both the driver’s and front passenger’s seats adjust for reach, height and backrest angle. The steering wheel adjusts for reach and height. The two front seats are comfortable and well bolstered.

The rear seat is split 60/40 in both the cushion and the backrest. It is certainly comfortable for the two outer passengers and I was surprised to find that even the centre section has a comfortable cushion, so adult passengers can be carried there in reasonable comfort. Naturally it shares the same difficulty as all cars, in that three adults in the back are sitting tightly shoulder to shoulder, which is not the ideal solution from a comfort point of view. The two outer positions have ISOfix fittings for child safety seats and all three positions have lap and shoulder seat belts and adjustable head restraints. These head restraints overlap the top of the backrest when in their lowest position, so it is necessary to raise them into position, when passengers are occupying these seats, as otherwise they push uncomfortably into the passenger’s back just below their neck. When the back seat is being folded flat for extra luggage, the cushion lifts into a vertical position, but the front seats have to be moved forwards in order to get the rear backrests to drop down into a horizontal position.

When all five seats are in use, normal luggage space is 0.348 cubic metres, when loading between the floor and the underside of the rear shelf. This can be increased to 1.201 cubic metres, when the the rear seats are folded and only two seats are required. Under the luggage floor, there is a black foam plastic tray, with compartments, that can be used to store smaller items out of sight. It sits on top of the container for the jack and wheel changing tools, which in turn sits in the well of the Spacesaver spare wheel.

Above left : Normal luggage space ------------------ Above right : Underfloor storage tray

Above left : Maximum luggage space - ----------- Above right : Tool tray and spare wheel

The 308 Ecomatique can carry up to 75 kg on the roof. If you need to tow a trailer of some kind, it can manage unbraked trailers of up to 695 kg in weight, or braked trailers of up to 1270 kg.

Power is provided by a four cylinder, direct injection, turbocharged, diesel engine. It delivers 80 kW with 240 Nm, which is sufficient for a top speed of 190 kph (118 mph), with 0-100 kph acceleration in 12.5 secs. This makes the car more than fast enough for most family needs. From a family motoring point of view, its other great attribute is its fuel economy. On the Urban cycle it is credited with 49 mpg (5.71 lt/100 km), which rises to an incredible 72 mpg (3.91 lt/100 km) on the Extra urban cycle, always assuming that you can find a road and operating conditions, here in Ireland, that remotely resembles the Extra urban driving conditions. This gives a Combined cycle average of 62 mpg (4.51 lt/100 km). Fuel consumption of this order yields an exhaust emission of 120 gm/km, which places the car in Irish road tax category A, with an annual charge of 104 euro, at present rates. That has to be good news for any Irish family motorist at the present time.
The suspension, front and rear is of a relatively simple design, which gives a comfortable, well controlled ride over most road surfaces. Wherever you are, crater sized potholes and hazardous edges are always going to be a problem, regardless how excellent the suspension may be. Given the disastrous state of our road surfaces, one wonders how the authorities can have the brazen faced effrontery to demand road tax in the first place. They are most certainly not using the money to maintain the roads !
Steering is done, by a variable ratio, electrically power assisted, rack and pinion system. It is geared to give 2.8 turns from lock to lock. On the road it is comfortable, with a good feel. It is light and positive when it comes to manoeuvring in tight places, which all contributes to a pleasant driving experience.
The braking system relies on ventilated discs at the front and plain discs at the rear. On the test car they were very sharp and positive. The system has anti-lock, with electronic brake force distribution and emergency brake assist. It works in conjunction with an electronic stability programme.

Earlier I indicated, that I was not all that impressed with the operations of the automatic gearbox. As the test driving progressed I came to the conclusion that in urban traffic conditions, the best method for smooth progress was to make the gearchanges manually, using either the gearlever itself or the paddles. Once the traffic eased up, or began to flow smoothly without constant slowing down and then accelerating, the automatic became a more relaxed method of driving. If you can keep a steady pressure on the accelerator, automatic is fine. Where you constantly have to lift on and off, the manual mode is far more relaxing.

Technical data