2023 (73) Peugeot 308 1.6 Plug-in Hybrid GT Premium 5dr e-EAT8

By Jonathan Crouch

Introduction

Peugeot's 308 SW estate became a more polished proposition in this third generation guise, with smart packaging, extra engineering options and a bit more useful technology. The result is a more desirable product than you might expect from this familiar Gallic brand. You might be surprised at how much you'd like it.

History

We've always struggled a little with the concept of a 'compact estate car'. After all, most people buy an estate in search of space and versatility, both tough briefs to meet if the model in question is in any way compact. Though not in this case. Not with this car - the third generation version of Peugeot's 308 SW, which we look at here in in pre-facelift 2021-2025-era form. Here's proof positive that it isn't how big your car is that matters. It's how cleverly it's been designed for interior use of the space that it has. Previous first and second generation 308 SW models, the 'T7' of 2008 and the 'T9' of 2013, effectively demonstrated this approach, something continued with this replacement 'P5'-series design, launched in late 2021. This MK3 308 SW measures in at 4.64m but offers up to 1634-litres of space - almost as much as the brand's larger 508 SW of this period. The MK2 308 SW wasn't really a car many customers would have chosen in preference to a Golf Estate, let alone anything premium, but this third generation version might be. Everything was different - even the front Peugeot grille badge. And the sharky looks clothed a cabin that you might see as the segment's most sophisticated. Peugeot expanded the powertrain line-up considerably after launch, in 2023 introducing a petrol Hybrid 136hp model - and the all-electric E-308 SW. In 2025, the Hybrid was uprated to 145hp and the flagship PHEV powertrain got re-engineered, gaining a new gearbox and a larger battery. Late 2025 brought a mid-term facelift, but it's the pre-facelift 2021-2025-period versions of this P5-era 308 SW that we look at here.

What You Get

Most would probably agree with us that the SW version of this third generation 308 is a rather sleeker and more cohesive piece of design than its hatch showroom stablemate. You certainly wouldn't need to be an estate customer to necessarily want one. In MK3 form, the 308 SW was 60mm longer than its predecessor, making it 4.64-metres long; and it was lowered by 20mm. There's a longer-looking bonnet and a lower-looking nose bearing a Peugeot badge on its grille. Flanking this are slim LED headlights complemented by Peugeot's fang-like LED daytime running lights. And in profile? Well you might be a little disappointed to find that that this SW estate is no longer than the alternative hatch variant, but this station wagon model does enjoy an extra 10mm of roof height and a slippery 0.27Cd drag coefficient. At the rear, as with the hatch, there are thin LED tail lamps, decorated on 'GT' models with a distinctive 'three claw' lighting signature. Inside up-front, everything's very in-your-face and angular. Virtually everything you touch feels tactile and of high quality, particularly in the top-spec models, marked out by green-stitching and Alcantara trimming. Would a premium brand compact contender of this size really be any better finished than this? We doubt it. As with this model's direct predecessor, the first thing you're going to have to decide is whether you can get on with the distinctive 'i-Cockpit' dash design with its tiny steering wheel, above which (rather than through which) you're supposed to view the instruments. The little gauges you view, now of the virtual variety displayed on a 10-inch screen, are unusual too, but all the information shown is clear and easy to assimilate and the screen layout gets clever 3D graphics. The central monitor is also 10-inches in size, but is deeper and more informative, underscored by a row of what Peugeot calls 'i-toggle' switches which operate the climate features but can be re-programmed for other functions if you wish. Normally, you'd expect this central screen layout to flow down into the lower part of the centre stack, but the designers clearly felt more storage space could be freed up by separating out the angular lower console with its diminutive little 'impulse selector' gear shifting switch. Lumbar adjustment comes as standard for the beautifully-upholstered seats, with the exception of restricted rear three-quarter vision, the ergonomics are fine and build quality from the French Mulhouse factory is difficult to fault. As for the rear, well the SW model's extra roof height we mentioned earlier makes it a touch easier to get in. And once inside, you appreciate this third generation design's extra 55mm of wheelbase length. But the scalloped-out seat backs don't help much with space for your knees and there's not a lot of room to slide your feet beneath the seats ahead. Headroom's not overly generous either, especially with the optional panoramic glass roof fitted. As at the front though, classy finishing makes up for much: the way the interior part of this centre armrest is trimmed for instance, is a far cry from the mediocre class norm. Out back on most models, you'll have to raise the tailgate yourself. And once it's up, owners of the previous generation model might be disappointed to find that carriage capacity has fallen by 52-litres with this MK3 model - to 608-litres with the conventionally-engined models (though that's still very class-competitive). It's the same with the E-308 SW, but the figure falls to 548-litres with the Plug-in Hybrid variant. This MK3 308 SW gets a flexible 40:20:40 rear seat back split, so that longer things like skis can be slid between a couple of rear-seated folk. Items up to 1.85m long can be accommodated. Flatten the rear bench with the sidewall catches and up to 1,634-litres of space is available with the conventionally-engined models and with the E-308 SW. It's 1,574-litres with the Plug-in Hybrid.

What to Look For

We've come across various issues with this MK3 P5-era 308 SW. If you're looking at the conventional 1.2-litre PureTech petrol engine, look out for issues with this engine's 'wet timing belt', which can degrade prematurely, causing debris to clog up the oil strainer. This restricts oil pressure and can cause major engine damage. The only sure way to avoid this is with regular servicing using the correct specification oil, so inspect the service log carefully. We've heard of a number of issues with the infotainment screen (freezing, re-boots, software instability), so make sure everything works as it should. We've also come across phantom battery charge warnings. And on PHEVs, there have been for some owners traction motor errors preventing activation of the EV-only mode. We've not come across any specific E-308 SW model problems, but do a full charge just in case and check the condition of the charging lead. Otherwise, it's just the usual things; check the interior for child scrapes - and the wheels and rear bumpers for parking scratches. And insist on a fully stamped-up service history.

Replacement Parts

(approx based on a 2022 308 SW 1.2 PureTech excl. VAT - autodoc) Expect to pay around £5-£10 bracket for an oil filter, in the £9-£15 bracket for an air filter. A set of front brake pads vary in price from £19-£65. For a front brake disc, think in around the £23-£83 bracket. A water pump costs in the £27-£85 bracket. An alternator is in the £136-£300 bracket. A radiator is in the £58-£153 bracket.

On the Road

The SW version of the 308 obviously drives just like the hatch and in both cases, with this third generation design, Peugeot sought a return to the reputation it enjoyed forty years ago when its humblest family five doors were marked by an engaging degree of handling excellence. Sure enough, the unusual 'i-Cockpit' dash design that sees you peering above a small, low-set steering wheel at a slick-looking virtual dial pack suggests a welcome level of potential drive engagement. Which turns out to be largely realised, thanks to well judging firm-style damping, plenty of cornering traction and decent body control. Under the bonnet, there's a mix of something old and something new. Familiarity comes in the form of the expected Stellantis Group conventional petrol unit, an updated version of the marque's usual PureTech three cylinder 1.2-litre powerplant, available here only with 130hp. The brand also still offered its usual 1.5-litre BlueHDi diesel - in 130hp form. To join it, in 2023 Peugeot introduced a full-Hybrid variant with 136hp, which used a 1.2-litre petrol engine mated to a clever 6-speed gearbox. As with all 308s, all three of these conventional engines had to be had with the brand's EAT8 8-speed auto transmission, which works with three available drive modes - 'Normal', 'Eco' and 'Sport'. There are two petrol Plug-in Hybrid units, starting with the Hybrid 180 model which combines a 150hp PureTech petrol engine with a 109hp electric motor and a 12.4kWh battery that's smaller than that in the equivalent 3008 SUV, but is still large enough to take the car up to 44 miles between charges. A similar range (up to 40 miles) is possible from the alternative Hybrid 225 variant, which combines a 180bhp petrol engine with the same 109bhp electric motor for a maximum combined power output of 225hp. In 2025, just before the facelift, the Hybrid was uprated to 145hp; and the PHEV powertrain offering was slimmed down to a single variant developing 195hp with a new 7-speed auto gearbox and a larger 17.2kWh battery offering an extended range of up to 53 miles. From 2023, there was also a full-electric variant, the E-308 SW, which offers 154hp and has a battery of 50kWh usable capacity and can go around 250 miles each time you plug it in. You might well decide though, that less is more when it comes to your choice of 308 SW. From a car small in steering wheel and entry-level kerb weight that was really able to reinvent itself here.

Overall

Peugeot wasn't just building a car with this third generation 308. It was building a reputation. For too long, this much-loved brand had rather lost sight of what made people want its products. With this P5-era MK3 308 though, it was setting out to build desirable machines once more, models that weren't simply playing catch up or trying to copy the big sellers. Sure enough, this is vehicle with a definite feel of its own. It's not going to appeal to everybody but it is a contender good enough to worry the best in its class. Of course, you may not like the sharky looks. And the unusual 'i-Cockpit' dash design is certainly divisive - try before you buy. Overall though, what's on offer here is a car that certainly played its part in restoring Peugeot's reputation for building elegant, comfortable and understated vehicles. A car that gave the brand a shot at making good on its upmarket aspirations.