Peugeot 308 HDi 110 EGC Car Review

Facts At A Glance
Car: Peugeot 308 HDi 110 EGC
Prices: £16,645-£18,445 - on the road
Insurance Group: 6E [est]
Emissions: 120g/km
Performance: 0-60mph 12.5s/ Max Speed 118mph
Fuel Consumption: (urban) 49.5mpg / (extra urban) 72.3mpg / (combined) 62.7mpg
Safety: seven airbags / ABS & EBD
Dimensions: Length/Width/Height mm 4276/1815/1498

EGC WHEN YOU KNOW HOW

Our Rating: 7.6 / 10

Automatics make more sense than ever these days, Steve Walker takes a look at Peugeot’s EGC gearbox in the 308 HDi 110.

There are certain situations where automatic gearboxes outperform the manual alternatives and those situations are growing increasingly commonplace for many of us. A clutch soon becomes an unnecessary hindrance when you’re sitting in a mammoth motorway tailback or crawling through city centre traffic and there’s an argument that says as our roads get busier automatic transmissions become more desirable. Peugeot is hoping to capitalise with the EGC (Electronic Gearbox Control) gearbox offered with the 1.6-litre HDi engine in its 308 hatchback.

Even the best automatic systems still can’t quite replicate the control you get with a good manual gearbox but other reasons for shunning automatics such as their inferior fuel economy and idiosyncratic gear selection policies have been successfully addressed in recent times. If you haven’t driven an automatic car for a few years, now might be the time to give them another chance. Peugeot is confident that its EGC unit will impress.

In the Peugeot 308, the EGC gearbox is paired with the 110bhp 1.6-litre HDi diesel engine. It’s an impressive unit but more for its economy and refinement than for its outright performance. Still, the 0-60mph sprint is dispatched in a respectable 12.5s and there’s a 117mph top speed, so it’s not overly sluggish. The 244Nm torque output means there’s a good amount of muscle at low engine speeds to make the EGC gearbox’s job that bit easier. How much you get out of the EGC system depends on how you drive. Keep everything very relaxed and the electronic system slurs through the gears smoothly but get more aggressive with your throttle inputs and it can get confused. There’s a tendency for it to shift up at inopportune moments or be too eager to kick down if you accelerate to overtake something on the motorway. These issues can be eased by engaging the Sport mode which holds the gears longer or negated completely by switching to manual mode. The steering wheel-mounted paddle shifters don’t turn with the wheel so they’re sometimes out of reach when you need them but the gearbox responds reasonably swiftly and they allow you to lock the 308 into the gear you want.

The 308 sets out to be a comfortable rather than a sporty car and it drives very smoothly without ever really encouraging more spirited driving. The driving position appears to have been tailored around a person with short legs and long arms but the seat is comfortable enough and refinement levels in the cabin are as good as you’ll find in the family hatch class.

The 308 inherits the taller than average roofline that the 307 used to good effect in creating a roomy and airy interior but by shaving 12mm from its height while growing in terms of both length (by 74mm) and width (by 85mm), it achieves a far more dynamic stance than the old car. The long front overhang of the 308 adds to this impression, creating a wedge-shaped profile that brings a further sporty element to the shape. Those familiar with the Peugeot 207 supermini will find plenty they recognise in the 308 but the key differences on the larger car are the prominent V-shaped bonnet that extends down from the base of the A-pillars on a raised plain and the huge oblong foglights. The rear of the 308 has more of a bulbous look to it, helping to maximise luggage space that runs to 430 litres and can be extended to 1,398 litres by folding the rear seats.

The interior takes a sober but classy approach. It feels notably more upmarket than inside of the 307 and even more spacious. The higher specification models in the range are embellished with liberal use of chrome and all derivatives benefit from expensive looking plastics with the lighter colour options proving particularly eye-catching. The middle section of the dash slopes down into the centre console bringing its controls closer to the driver and creating a snug cockpit effect but you sit a long way back from the base of the steeply raked windscreen with a huge expanse of dashboard to look out across. This, combined with the 308’s long front overhang, can present problems when manoeuvring but the A-pillars, a constant impediment to the driver’s view in