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Even so, it certainly looks better than its brothers!

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Currently, Peugeot manufactures over 160 individual models for worldwide distribution from the 201 to the 308.

With these historic figures in mind, Peugeot has calculated that more than 1.1 million vehicles emitting less than 120g of CO2/km have been registered by Peugeot in Europe alone since 2001.

The brand has strong commitment to the environment, in the past becoming the first manufacturer to introduce a Diesel Particulate Emission Filter as standard on the 607 in 2000.

It also plans to conduct a major reforestation project in Amazonia which, over a 40 year period, aims to help balance out carbon emissions in the atmosphere.

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Of course, driving a diesel economically is relatively easy. In fact, a few days ago, John and Helen Taylor set about teaching our politicians a thing or two about smart driving using a couple of diesel 308’s.

Driving an allocated route around Parliament House, the MPs managed an average consumption figure of 4.18-litres/100km, based on the Taylor’s driving tips.

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With Toyota, Honda and GM leading the Hybrid race, Mitsubishi and PSA felt that cooperation on electric vehicle development and production would be mutually beneficial.

This is not the first time the Japanese giant and PSA have dealt with each other, only last week the companies opened a joint Russian factory, in Kaluga (180 km south west of Moscow) that will manufacture vehicles for both brands.

PSA wants to continue its work on electric cars and produce more green cars as part of its plan for 2010-2015. Although not a well known fact, PSA Peugeot Citroen is currently the largest global manufacturer of electric vehicles, having sold over 10,000 units.

PSA’s expertise will be joined by that of Mitsubishi who plans to become one of the leading car manufactures of electric vehicles. The company has so confirmed the i MiEV electric vehicle for introduction to the Japanese market in 2009 with possibility of it going to Europe and the U.S.

PSA will also benefit from Mitsubishi’s Lithium Ion battery venture with GS Yuasa, which will supply large capacity and high performance lithium ion batteries for the i MiEV.

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The tests involved a return trip from central London to Brighton, which was a mix of city and motorway driving and the results are unexpected, to say the least.

In fact, fuel consumption figures indicated that the diesel models used less fuel and produced less C02.

The results of the tests are as follows:

TOYOTA PRIUS vs. JEEP PATRIOT 2.0 CRD

• Toyota Prius: 39.9 mpg (5.81L/100kms)
• Jeep Pariot: 38.9 mpg (6.0L/100kms)

HONDA CIVIC HYBRID vs. FORD FOCUS ECONETIC

• Honda Civic IMA: 40.2 mpg (5.85L/100kms)
• Ford Focus Econetic: 52.7 mpg (4.46L/100kms)

LEXUS GS450h vs BMW 535d

• Lexus GS450h: 28.5 mpg (8.25L/100kms)
• BMW 535d: 30.6 mpg (7.68L/100kms)

There is no question that Hybrids became popular in the United States because at the time, they were the only viable alternative to petrol-powered cars. Diesel powered passenger cars were almost unheard of due to relatively cheap fuel prices.

But with Americans now feeling the pinch (they are still paying 30% less than Australians) diesels are on the radar screen as a viable alternative to the Hybrids.

As reported by Car Advice today, the next generation of hybrids will be powered with Lithium ion batteries and be of the plug-in type. They will be far more efficient than the current cars, which use nickel-metal hydride batteries.

Clean Green Cars also makes the point that with the exception of around five Lexus models including; the GS450h and LS Hybrids which can actually drive at near enough to 40km/h on electric power only, hybrids spend little or no time driving solely on battery power. The Prius will just about get to a decent power walk pace, before the engine kicks in.

There is one advantage the prius has though, at least for the moment. That’s where the engine cuts out at idle, saving you some fuel but without losing you air conditioning function. But then, if the battery runs down, the car will start itself to recharge cancelling out the benefits.

But that advantage will be short lived as diesel engines with “stop start technology” are on their way here and that would put the oil burners in front again.

Even more interesting will be the diesel hybrid, which several carmakers are developing including Peugeot. We understand that they have one of these in test, which is recording near enough to 3.8l/100kms, combined.

The race for the smallest fuel consumption is on and as far as I can see, there is only upside for drivers.

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Like its predecessor, the new 308 CC will mimic the hatchback’s front-end design and will get a retractable hardtop that folds in two parts.

Overall length and width won’t differ much from the 3- and 5-door hatchback but credible rumours suggest the CC will be the world’s first car to be offered with a diesel hybrid.

All conventional engines offered for the hatchback, however, will be available for the topless car, too.

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Options fitted to XTE diesel:

• 18” Lincancubar alloys: $600 – fitted with superb Pirelli PZERO NERO tyres: one of the ten best options of the year!
• Knee airbag: $250 on top of six standard airbags across the 308 range – It’s a pity Peugeot didn’t include this on this top spec car
• Leather trim: $2,900 – whilst leather is nice (and these are heated), I would not be spending another $3000 for the privilege, as you still have that problem of leather being too hot in summer and too cold in winter. You also might expect leather to be standard kit on a top spec variant.

Great looks, fuel economy for diesel, great handling, interior refinement.

5-speed manual in petrol, why buy the petrol over the diesel?

CarAdvice rating: (3.00) -XSE Petrol Turbo

CarAdvice rating: (4.50) -XTE HDi Diesel

Peugeot 308 XSE 1.6-litre turbo petrol with 5-speed manual - Alborz

You might have noticed all the Peugeot advertising everywhere. From TV to billboards to shopping centres to the web, the French company has a lot to offer with the 308 and it’s bending over backwards to let you know, and rightly so because it’s a brilliant car.

Firstly, it’s a Peugeot, which means it appeals to a unique bunch of people, those who want to be a little different. From the front, you might be hard pressed telling it apart from its smaller brother, the 207, but why change something that works?

It looks a little odd at first, especially with that black bumper taking centre stage, but take it for a drive through a nice part of town and you’ll notice a lot of heads turning, for good reasons.

It’s a beautiful front design, don’t let anyone tell you otherwise, yes it’s different, but different is exactly what it’s suppose to be. The rear though, well, that seems more of an afterthought.

Somehow I feel the entire design budget was spent on the front and the rear was designed the night before by a German. A little bland. It’s not helped by pretend exhaust vents on the higher-spec model either.

Secondly, it’s by no means a small car, initially I was under the impression that the 207 SW that I recently road tested was pretty much the same size as the 308, it sure looks like it from the outside, but it’s not. The main difference is rear leg room. You can comfortably fit 2 large adults in the back with plenty of room left over.

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I’ve sampled quite a few different diesel Peugeot variants and up until this point, I was convinced they had it right. They hit the perfect mix between economy and power – that was until I drove the new 207 HDi Touring.

In theory, the car works very well. It’s spacious enough to fit a small family and its belongings, and on paper it’s frugal enough to keep the finance manager happy at the end of the month. But one area it lacks – and quite noticeably – is when the car is loaded full of people and expected to perform. At certain times, it felt as though Peugeot had focused on getting the best fuel efficiency out of this engine, opposed to building it for drivability.

After loading five people into the car with some luggage, the 40-degree day required the added assistance of air conditioning. Coming onto the freeway onramp, I progressively increased the throttle from a standing start and received next to nothing in return. The lack of power was daunting at times. Plenty of forethought was required before even attempting any overtaking manoeuvres or pulling out in busy traffic.

In a way, the engine shouldn’t be the sole determinant of a car’s abilities. But, in this case – seeing as it’s built as a family car – the engine is the car’s Achilles heel.

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The concept car measures 4.276M in length (same as the 308 hatchback), 1.84M in width and only 1.32 meters in height, giving it a low, but menacing stance.

 Although there undoubtedly be a range of engines to pick from, the concept was unveiled with a rather small, 1.6-litre turbocharged engine mated to a 6-speed manual gearbox. Somehow the miniature engine manages to achieve 160kW and 280Nm (or 300Nm on overboost)!

Peugeot says the final look and name of the 308 RC Z will be unveiled at the 2009 Frankfurt Motor Show, the Audi TT killer will go on sale starting in 2010.

 The 308 RC Z was given the green light as part of Peugeot’s aim to enhance its image and break away from the traditional look of its coupés. No doubt the final version will be able to compete with the Audi TT in terms of looks and style, but how will it drive?

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