ABM_1 - Flipbook - Page 29
REVIEW
PEUGEOT 308SW
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Other manufacturers leave the climate
controls displayed permanently at the
bottom of the screen. Peugeot has tried
to get around this, with the ChatGPTenabled ‘OK Peugeot’ voice command,
which is quite overzealous and seems
to activate randomly if you say anything
that sounds similar.
Disabling the advanced driver
assistance systems (ADAS) requires
navigation, too, with disabling the lane
keeping assist and speed limit warning
taking four screen taps. Lane keeping
assist is relaxed and is not as easily
panicked by faded road markings
as earlier systems, but disabling the
speed limit warning is necessary each
time you start the car, as it is about as
trustworthy as the Government of Vichy
France. The speed limit displayed on the
dashboard seems to be based mainly on
guesswork and the bong it makes when
that speed is exceeded is nothing short
of infuriating.
The adaptive cruise control system
works well, although the closest following
distance does feel a little far away and
the system often applies the brakes when
someone moves back in front of you
after overtaking.
Peugeot are persisting with their
‘i-Cockpit’ setup, consisting of a small
steering wheel and an instrument
cluster mounted above it. It is certainly
a marmite feature, but it does seem
like an unnecessary reinvention of the
wheel. Either way it is unlikely to offend,
but it could be the difference between
being comfortable and being frustrated,
depending on preference.
The digital drivers’ display could also
have been given more functionality,
similar to the systems used by Audi and
Mercedes-Benz, which seem to offer
almost unlimited customisation.
The SW has a 608-litre boot, beating
the Focus Estate and Corolla Touring
Sports, matching the Golf Estate, but
falling around 30 litres short of the Skoda
Octavia Estate. Rear seat space is good
for a car of this size, too, with room for
four in comfort, five in a pinch and plenty
of luggage.
Diesel models benefit from longer
service intervals, requiring servicing
annually or every 20,000 miles, compared
to the hybrid’s 16,000 miles.
Horses for courses
Overall, which powertrain you choose
depends on how you drive. Where the
diesel irritates around town, the hybrid
thrives. That being said, unless fuel
budgets are tight and daily mileages are
sky-high, it is hard to make a case for
choosing diesel here.
Once the default option, not only
for company car buyers, but for large
swathes of the retail market, it does
seem that the diesel craze is finally over.
With the proliferation of turbocharging
and hybrid assistance, petrol cars with
small engines can finally offer reasonable
fuel economy, accompanied by adequate
torque. Not to mention the growing
capabilities of EVs and PHEVs, which are
both gaining market share by the month.
Considering the taxation benefits and
the looming threat of low emissions
zones, the outlook is bleak for the onetime miracle fuel.
Diesel is not a bad choice by any
means, but one thing is clear: there is a
better way. i
Q4 2025 AUTOMOTIVE BUSINESS
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