Stellantis distributes the electric drive introduced last year in more and more models, including the Peugeot 308. The e-308 does not offer high technical values, which will probably cost the company some customers. However, if you have managed to get someone interested to take a test drive, the chances of reaching an agreement are not bad at all. At least if you accept fairly safe prices. A first short trip with the Peugeot e-308.
The key technical data is known. The electric motor produces 115 kW and offers 270 Nm of torque. 9.8 seconds in the standard sprint and a top speed of 170 km/h are not values that allow us to shine in a direct comparison. In everyday life, however, the impression we had in the Opel Astra Electric in the summer is confirmed: things go more than fast enough.
The big punch is missing, but the spontaneous and powerful response to acceleration requests alone surpasses equally powerful combustion engines. In addition, there is a pleasant silence in the car. Let’s be honest: what the combustion engines of other Peugeot 308s say is not something one can listen to with pleasure. The electric car is also vastly superior on this point.
In the WLTP, up to 415 km are possible with the 51 kWh battery (net figure). It can be charged with alternating current up to 11 kW and with direct current up to 100 kW. Stellantis has missed the opportunity to increase charging performance and that can be criticized. At least when it came to AC, the company could have easily been on top. At the relatively widespread 22 kW charging stations, the small storage unit would be almost full within two hours. This would have been a good argument for many driving profiles where public charging infrastructure must be used.
Close to factory specifications.
In the WLTP, Peugeot declares a consumption of 14.9 to 15.6 kWh. In summer conditions, this value can be exceeded; On an annual average, it is likely to be slightly higher, depending on the driving profile. On the test lap, according to the on-board computer, the average at the end was 15.6 kWh/100 km, to which we must add the load losses.
We found the chassis a little less rigid than in the 308 plug-in hybrid that we had in the editorial office a year and a half ago. However, the basic voting direction remains strict. The 215/45 R18 tires don’t offer much sidewall height that can provide some of the cushioning. There is no alternative to these tires on the battery-electric 308.
Above average comfortable seats
The rest of the Peugeot 308 is known. The workmanship is very careful, nothing seems too cheap. Seats labeled Campaign for Healthy Backs have above-average comfort. Space in the rear is a bit limited and the sedan’s trunk, at 361 liters, is not huge either. The e-308 SW pickup truck meets higher demands. It has a capacity of 548 liters and costs only 1,000 euros more.
It’s nice that the interface of the infotainment system can be configured individually. This means that the driver sees what he needs and not what a programmer thought was important. The decision to only offer online services such as map updates and real-time traffic information for free for the first six months after initial registration is a bad idea. The number of people paying 120 euros a year for things that can be accessed wirelessly and in better quality via Android Auto or Apple CarPlay is probably quite manageable. The group needs to continue working on voice control; There are more compelling solutions on the market. However, you quickly get used to the combination of a small steering wheel and a high-positioned instrument cluster. We don’t know what a round instrument with a pointer but no scale is doing in a car. Maybe it’s art?
look at the competition
In general, the car leaves a good impression. However, the conclusion is similar to that of the Opel Astra Electric: if the 308 is essential, we recommend the electric drive. But if you really want an electric car, check out the competition.
With a starting price of 44,765 euros, the e-308 with “Allure” finish is not a bargain, although current subsidies can still be deducted from this amount and the standard range is already wide. In the GT equipment, which costs about 3,000 euros more, in addition to keyless access, front parking aid and matrix light, decorative elements are added. What remains annoying is a pricing policy that reserves a series of extras for the top model. These include, for example, the Focal sound system, the sunroof with opening function, the Matrix headlights and the pleasant massage. None of this is available for the slightly cheaper version.