306, 307 and now 308. Peugeot's family hatch dynasty continues but has this model got enough to challenge the class leaders? Steve Walker reports...

Forget fossil fuels, our supplies of good names to call cars could run out well before the oil does bringing the industry to a crashing halt. The last hundred years or so has seen a fair few motorcars produced and between them, they've used up most of the decent car names. Modern manufacturers are lumbered with more models than ever and a dwindling pool of acceptable things to call them.

To get around the problem, some marques take a short-termist approach, employing focus groups and teams of creatives to don hard hats and mine the ether for natty new monikers. For every Ford Mustang they turn up though, there's a Mazda Bongo Friendee. It can be a risky business. Peugeot takes more of a conservationist approach that's second in sustainability only to marques which recycle their old names wholesale. By devising and sticking to a sensible naming strategy, the French marque limits consumption of valuable new names. Eventually, even Peugeot's resource will be depleted but we're only just on the 308, the first new model of the '8 generation' so there's a good few years in it yet.

A big interior and an economical engine range are strong points for Peugeot's 308 family hatch. The styling is striking rather than pretty but build quality looks strong and there's a high-class feel to the car's cabin.

As the 307's innings drew to a close, everyone had a pretty good idea of what was coming in terms of a replacement. That it would be called 308 was nailed on. The predictable Peugeot nomenclature is a core element of the brand and nobody really wanted to see a Peugeot named after some nomadic east African tribe, the Greek goddess of cheese or the Hawaiian word for sparrow. Most people could also have made an educated guess on what the 308 was going to look like, the Peugeot family face having spread to all corners of the model range with its elongated feline headlamps and that dentist's chair gape. A surprise the 308 was not but Peugeot is confident that it has a shock or two in store for its family hatch rivals.

There are numerous engine options for persons interested in a 308 to mull over. The entry-level petrol contingent employs Peugeot's VTi technology using variable valve timing and lift to adapt the combustion process according to the demands being placed on the engine by the driver. The system gives optimum performance when you want it and improved economy when you don't. The 1.4-litre unit produces 95bhp while the 1.6-litre alternative has 120bhp and is available with a four-speed automatic gearbox in lieu of the standard five-speed manual. The next step up is the turbocharged 1.6-litre engine THP. In the 308, this powerplant develops 156bhp or 200bhp and even the less powerful model is capable of covering the 0-60mph sprint in 8.8s. The diesel range consists of Peugeot's excellent HDi common-rail diesel engines. There's a 1.6-litre unit offered in 90 or 110bhp form and a 2.0-litre 136bhp option topping the range that will get from a standstill to 60mph in 10.1s.

There's a wide choice of different transmission options, including a six-speed manual gearbox, a six-speed EGC semi-automatic unit and a full six-speed automatic fitted to the flagship 2.0 HDi 136 model. The 110bhp 1.6-litre diesel unit is also available with Peugeot's economical EGC six-speed automatic transmission.

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 car's 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. If you need more room, there's an SW estate version with up to 2,149 litres of space.

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, may present problems when manoeuvring but the A-pillars, a constant impediment to the driver's view in the 307, appear much thinner for improved visibility.

Most buyers choose between five-door hatch or SW estate bodystyles but there's also an attractive CC metal folding roof coupe convertible to consider. A wide range of trim levels are available kicking off with the Urban then running on to the S, SR, Sport, SE and GT models. Equipment on all variants runs to power steering, remote control central locking with deadlocks, electric front windows, a steering column adjustable for reach and rake, a CD player, passenger / driver seat height adjustment, a trip computer and electrically operated door mirrors. Bodyshape choice currently runs between three and five-door hatchbacks, plus an SW estate version with the option of a third row of seats.

Peugeot has armed the 308 with a wide selection of technological curiosities to help it battle the family hatchback sector's big hitters. You'll need to dip into the options list to get the bi-xenon directional headlamps and the Lane Departure Warning System (which gives you the electronic equivalent of a dig in the ribs from your better half if you wander across a white line without indicating), but a lot of the safety kit is standard. Seven airbags are included and five-door buyers can add to this count with rear side airbags if they want to. There's also ABS with EBFD and EBA (or anti-lock brakes with brakeforce distribution and brake assistance in laymans' language).

The family hatch sector is notoriously tough to make headway in. The 307 looked good at launch but was quickly overtaken by the usual suspects so Peugeot will be looking for the 308 to show some staying power. To do so, it will need to get chosen on merit over the likes of Volkswagen's Golf, Ford's Focus, Vauxhall's Astra and Fiat's Bravo.

Peugeot is proud of the fact that some of the best aerodynamics in the sector have been achieved with the 308. A drag coefficient of 0.29 will mean little to most buyers but the resultant the slippery styling and fuel economy advantage should strike a chord. The greenest engine choice is the FAP particulate filter-equipped 1.6-litre HDi which gets an excellent 60.1 miles from each gallon on the combined cycle. It also dips under the 120g/km barrier for CO2 emissions. The 136bhp 2.0-litre HDi, also with a particulate filter to clean up its act, returns a creditable 51.4mpg while the 156bhp turbocharged petrol engine lags in behind with 42.2mpg which is still far from disgraceful.

Peugeot will be hoping that the first model in their '8' dynasty makes a big impression. The 308's styling is highly distinctive with the controversial front end treatment that's now evident right across the manufacturer's model range taking pride of place. In the engine room is a selection of proven units that have already seen service in the 207 amongst other models and the interior ups quality standards from the 307 while retaining its impressive spaciousness.