PEUGEOT

PARTICLE THEORY Peugeot's 2.0-Litre Diesel 607 Is Not Only A Technological Showcase But Also An Intriguing Alternative To Mainstream German Fare. Andy Enright Reports

The British public has become accustomed to small French cars. Small French diesel cars are similarly accepted. Large French diesel cars, on the other hand, have British buyers reaching for their barge poles. But finally, there’s a model that’s definitely worth a punt. The Peugeot 607 HDi 2.0 could easily change your views on big French cars, but it’s up against some stiff opposition.

It’s a sad fact that here in the UK, the 607’s predecessor, the 605, sold fewer models in its ten year life span than six months worth of BMW 5 Series sales. Peugeot’s optimism for the 605 was therefore unfounded, but its positive attitude towards the 607 diesel may actually be more justified. Nevertheless, there are still many who will question whether the 607 has any hope of tempting executives out of their Saabs or Volvos, nevermind their Mercedes, Audis and BMWs. Those of such little faith could be in for a shock – and there are several reasons why. Despite having a frontal image that resembles a Peugeot 206 with middle age spread, the rest of the 607 shape is very attractive. As is the current vogue for saloons, it has a coupe-like roof line, not dissimilar to Peugeot’s beautiful 406 Coupe. The alloy wheels look like Audi items, which is no bad thing, and the detailing and overall panel fit is highly impressive. A facelift also brought body-coloured bumper stribs, some touches of chrome and a reprofiled air-intake below the grille. In short, it doesn’t look cheap. Boardroom buyers want to stand apart from their middle managers. With this car, they can do so - and enjoy a touch of exclusivity.

"The 136bhp diesel unit lays claim to being the cleanest unit of its kind ever made…"

The 607 2.0HDI diesel will, after all, be a rarity on British roads thanks to sales targets modest to the point of shyness. In comparison, some rivals will be everywhere, something that may just help those all-important residual values so important to both fleet and private buyers. The success of the 406 Coupe and its 407 replacement have proved that Peugeot can match German rivals in this respect. 607 diesel prices start at £24,995 for the 2.0-litre 136bhp model featured here although there is a more powerful 170bhp 2.2-litre twin turbo HDI for £1,500 more. Straight away you can see that you get a lot of car for your money. In the showroom, you might recognise a few styling cues from other competitors but the svelte lines look a class above the boxier profiles of diesel-powered rivals such as the Vauxhall Signum and Volvo's S80. These rivals sit firmly in the target price bracket the UK importers are aiming at and will suffer most if Peugeot continues to get its price and marketing sums right. The 2.0HDi could be the most satisfying option in the 607 Range, it’s certainly a better bet than its 3.0-litre petrol sibling. Direct injection common rail technology maximises the efficiency of the engine’s combustion cycle, making it more powerful, quieter and cleaner. A ‘smart’ variable-geometry turbocharger is fitted which senses the throttle position, improving engine response. The 2.2-litre HDI option would definitely be preferable but it comes at quite a premium and many will make do with the 2.0. All 607 models now come with a slick 6-speed manual gearbox as standard. Inside, the interior stylists have created a spacious cabin with real class. Driver and passenger are separated by a main console that houses the controls for the standard climate control system, the audio controls and the satellite navigation. There are splashes of chrome and either wood-effect or black applique finish, and the overall ambience is very impressive. This is an interior the quality of which will give Vauxhall salesmen sweaty palms. The only really unattractive item is the blandly bulging steering wheel. The 607 was one of the first executive cars to feature a multiplex wiring system and has always enjoyed a reputation for pioneering sophisticated electronic functions and the latest model is no exception. A variable cruise control is linked to a variable speed limiter and there’s a parking sensor system that displays a bar graph of how far you are from an obstacle on the car’s multifunction screen while a flat tyre detector can tell you which of your tyres are under inflated. In fact, the equipment levels are probably the car’s big selling point with Peugeot proudly proclaiming that buyers can now tear up the options list as virtually every conceivable feature is fitted as standard. Leather upholstery, heated seats, colour satellite navigation, built-in GSM telephone, CD autochanger, 8 airbags and motorised boot articulation are just some of the highlights. Driven back to back with the V6 model, the 2.0 HDi feels hardly slower. Indeed, so it proves against the clock, the diesel-engined car tripping the stopwatch to 60mph in an impressive 10.8 seconds, only 0.9 seconds adrift of the flagship 3.0-litre V6 which is only 0.1s quicker than the 2.2-litre HDI. The engine has that gutsy feel that a good turbodiesel installation should have and, with Peugeot’s recent suspension upgrades, rides and handles better too. Still, you are aware of a very heavy weight in the nose, and this should be borne in mind when using the brakes enthusiastically. Although there is some slight clatter on start up, the engine is nonetheless satisfyingly smooth. Whilst not yet up to BMW standards of refinement, the 2.0HDi unit still falls into the category of diesels which will convert even the most ardent driver. And with a combined fuel consumption figure of 46mpg, it fulfils its initial diesel remit of real world fuel savings. Offered in the Executive trim level, the 2.0HDi 607 is a significant step forward in many ways. If prestige-conscious people can be persuaded to look beyond the badge, it should do very well. Form an orderly queue here. Anybody?

Facts At A Glance CAR: Peugeot 607 2.0 HDi Range PRICES: £24,995- on the road INSURANCE GROUP: 15 CO2 EMISSIONS: 162g/km PERFORMANCE: [2.0 HDi] 0-60mph 10.8s / Max Speed 128mph FUEL CONSUMPTION: [2.0 HDi] combined 46mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS/ ESP WILL IT FIT IN YOUR GARAGE?: length/width/height mm 4861/1826/1460

MINORITY REPORT Peugeot’s 607 Has Long Been Relegated To Bit Part Player In Their Line Up But It Still Has Something To Offer. Andy Enright Reports…

Listening to marketing types spouting all sorts of spurious claims about doomed products can be distinctly wearing, yet it happens all the time in the car industry. PR people can tell us that the latest French luxobarge will revolutionise the market, outselling every rival, and we don’t believe it, he doesn’t believe it and if we regurgitate his ravings onto the printed page, the public won’t believe it either. Therefore, it was like a breath of fresh air when Peugeot’s marketing team spoke the unvarnished truth at the launch of the 607.

Knowing that big French cars rarely find favour, Peugeot pitched some extremely modest sales targets for the 607, which it promptly failed to threaten. A number of detail improvements to the car have gone largely ignored and a further set of changes represented a tacit admission by Peugeot that it’s not worth throwing good money after bad. Rather than invest in a launch for a right hand drive version of the 2.7-litre turbocharged engine as seen in Jaguar’s S-TYPE 2.7D, Peugeot decided this move would not be financially viable in a car that shifts as few units as the 607 and introduced more modest 136bhp 2.0-litre HDi diesel instead followed by a 170bhp 2.2-litre twin turbocharged offering. Hardly a vote of confidence, but admirably pragmatic nonetheless. In other news, all 607 models have a 6-speed gearbox and the specification is better than ever. It would take a genuine spotter to make out the differences between the current 607 and its earlier iterations and 607 enthusiasts can’t be too thick on the ground. Nevertheless, the big Peugeot now sports body coloured bumper strips as well as side cappings with a chrome plated edge trim. At the front of the car there’s a reprofiled air intake residing under the bumper and chrome finished fog lights are integrated into the front spoiler. In order to get the HDi engines to fit, the front overhang of the 607 has been teased out by 30mm, increasing the overall length of the car to 4.90 metres. There’s a bigger Peugeot badge and 17-inch wheels now fill the 607’s arches a good deal more convincingly than the old 16-inch numbers. Five or seven-spoke designs are available and there’s even an eighteen-inch option if you really want to go for the Euro look.

"The 607 is, despite the evidence of its modest sales figures, an enormously likeable car"

The 607 was one of the first executive cars to feature a multiplex wiring system and has always enjoyed a reputation for pioneering sophisticated electronic functions and the latest model is no exception. A variable cruise control is linked to a variable speed limiter and there’s a parking sensor system that displays a bar graph of how far you are from an obstacle on the car’s multifunction screen while a flat tyre detector can tell you which of your tyres are under inflated. In fact, the equipment levels are probably the car’s big selling point with Peugeot proudly proclaiming that buyers can now tear up the options list as virtually every conceivable feature is fitted as standard. Leather upholstery, heated seats, colour satellite navigation, built-in GSM telephone, CD autochanger, 8 airbags and motorised boot articulation are just some of the highlights. Certain motoring commentators vociferously open up on this rather soft target, knowing that Peugeot have rather modest UK sales figures for the 607 and are unlikely to bite back. Across Europe, the picture couldn’t be more different, the 607 having racked up over 100,000 sales making it the most widely sold saloon in its sector. It appeals to a very definite market. If you’re not quite in the BMW/Jaguar/Audi/Mercedes bracket but want a car that can shrug off serious mileages, the 607 could be just the ticket, especially if you just want to cover big mileages in comfort. In the showroom, you might recognise a few styling cues from other rivals (the Audi A6 roofline or the Alfa 166 rear light treatment) but in broad terms, it's a unique look that sits a class above the boxier lines of cars like Vauxhall's Signum, Volvo's S80 and Saab's 9-5. These rivals sit firmly in the £20,000-£30,000 price span the UK importers are targeting. The 3.0-litre car has been a painfully slow seller due to the fact that it once retailed for more than a BMW 530i SE, but list prices look more reasonable now and dealers can normally pull a discount out of the hat. Perhaps if Peugeot were a little more transparent with the real world price customers ended up paying, they’d be able to attract more footfall through their dealerships. British buyers get a choice of three engines. The Range opens with a 2.0-litre 136bhp HDi turbo diesel unit which deserves to gain a loyal following. The best choice, however, is probably the 170bhp 2.2-litre twin turbo unit with its 44mpg economy (only 2mpg less than the 2.0-litre) and hefty 277lb/ft maximum torque output (59lb/ft more than the V6). At the top of the Range meanwhile, lies the 210bhp 3.0-litre V6, basically a reworked version of the engine that once saw service in the 406. The 9.2s 0-60mph acceleration is reasonable but you will have you paying handsomely for your pleasure to the tune of 27.7mpg. Despite our love for the underdog, the 607 will probably always be filed under ‘speciality interest’. With residual values making it relatively expensive to run, it’s easy to see why so many plump for the usual German suspects. For those that just want a sweet natured, effortlessly comfortable cruiser that features more electronic gadgets than T3 magazine, it’s a sound choice. Think of it as an exercise in looking beyond the badge.

Facts At A Glance CAR: Peugeot 607 Range PRICES: £24,995-£29,040 - on the road INSURANCE GROUPS: 15-18 CO2 EMISSIONS: 160-245g/km PERFORMANCE: [V6] 0-60mph 9.0s / Max Speed 135mph FUEL CONSUMPTION: [V6] (Urban)19.6mpg /(Extra Urban)36.2mpg /(Combined) 27.7mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: length/width/mm 4900/2090/1460mm

AUTOROUTE EXPRESS A High Speed Cruiser In The Best French Tradition, The Peugeot 607 3.0-Litre Is A Fine Car. By Andy Enright

Quite why Jeremy Clarkson has such a downer on the Peugeot 607 is a mystery to many. What has this inoffensive car done to the demi-waved dictator from Doncaster that’s got his goat quite so badly? With a 3.0-litre V6 607 on the drive and a week behind the wheel, I must admit to being a little better informed.

Peugeot offer a single variant of the 3.0-litre 607. It’s known, appropriately, as the V6 and priced at £29,040. Peugeot’s pricing policy did raise question marks when this 607 was only slightly less than BMW’s 530i SE but now there’s a reasonable buffer zone of over £4,000. You’ll still have to be seriously enamoured by the French car to consider forking out nearly thirty thousand pounds and forgoing the lure of a German badge. It’s a lesson that Peugeot really ought to have learned. BMW sells more 5-series models in six months than Peugeot's old 605 did in its whole ten-year lifetime and 607 sales are only marginally more impressive. Of course, the top model in any Range is rarely the top seller and the 3.0-litre 607’s volumes will be very small in relation to the more cost conscious diesel engined versions. The 210bhp V6 engine actually fares rather well when it comes to fuel economy, averaging a creditable 28mpg, but sales of big petrol cars with hefty emissions ratings has taken a knock of late. Especially if they don’t wear a prestige badge on their bonnets. Power is directed to the front wheels and if you’re a little Cro-Magnon with the throttle pedal, it’s possible to get the fascia to light up in a passable impression of Las Vegas by night as the traction control system does its stuff. Get it right and you’ll accelerate to 60mph in 9.2 seconds.

"When maintaining a blistering pace along a French autoroute, the Peugeot 607 3.0-litre makes a convincing case for itself"

So, what is the point of this car? Why not save £4,000 upfront and buy the 2.0HDi diesel version, thus insulating yourself against depreciation more effectively and paying less at the pumps? More pertinently, why not pay £2,500 less and go for the 2.2-litre twin turbo diesel which feels every bit as quick and offers similar economy to the 2.0HDi. The main reason is the nature of the engine. It’s an absolute belter, with plenty of torque from low revs and a nice metallic twang as it ascends towards the red line. It’s certainly one of the better ‘affordable’ V6 engines about, not in the same league as Alfa Romeo’s V6 for sheer charisma but a good deal more satisfying than a Ford or Vauxhall equivalent. Emissions aren’t so impressive, some 242g/km of carbon dioxide being about average for class. The 607’s standard ESP system works with the ASR skid control and intervenes in extreme situations, automatically limiting the throttle or applying the brakes. These operate in conjunction with ABS and REF (a system that apportions maximum braking effort to the wheel most needing it). Other clever high-tech touches are everywhere. The double glazed glass, the tyre pressure monitor on each wheel, the park-assistance radar system to guide you safely into the tightest of spaces, side lights that automatically illuminate in falling light, the rear view mirror that darkens when someone's on full beam behind you, the stereo volume that rises and falls in line with your speed and particularly clever rain sensitive wipers. These can switch on and off by themselves, work faster at night and slower in a traffic jam and switch themselves off if impeded by snow and ice. But if the technical people have done well with the 607, the interior stylists have done even better, creating a spacious cabin with real class. Driver and passenger are separated by a main console that houses the controls for the standard climate control system, the audio controls and the satellite navigation system that’s standard. The vehicle also features full leather trim, ESP stability control and a sophisticated electronic suspension control system. Metallic paint, 17-inch alloy wheels, a built-in GSM mobile phone and self-levelling xenon headlights also go some way to justifying the price. When maintaining a blistering pace along a French autoroute, the Peugeot 607 3.0-litre makes a convincing case for itself. Fast, comfortable, well equipped and able to take advantage of cheap fuel, it all seems to make perfect sense. Playing a home leg is the easy bit though. Here in the UK, the car struggles to offer a convincing case. Don’t listen to the snipers, it’s not a bad car at all, it’s just that there are plenty of others that are better suited to the needs of British drivers and therein lies the frustration. The 607 3.0-litre has a lot going for it and it’s very likeable. Unfortunately likeable and buyable aren’t always the same thing.

Facts At A Glance CAR: Peugeot 607 3.0 V6 PRICE: £29,040 - on the road INSURANCE GROUP: 18 CO2 EMISSIONS: 242g/km PERFORMANCE: 0-60mph 9.2s / Max Speed 145mph FUEL CONSUMPTION: (Urban)19.6mpg /(Extra Urban)36.2mpg /(Combined) 27.7mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: length/width/mm 4871/2090/1460mm

LES SECRETS D'ÊTRE POPULAIRE Can Peugeot Tempt The Business Users Away From Their Audis? Hannah Rainford Reports On The Very Gallic 607

You could say that French manufacturers like Peugeot have had a rough ride trying to sell their medium-Range family cars. In fact, the 607’s predecessor, the 605, had such a bad time over here that it sold fewer models in its ten year life span than six months worth of BMW 5 Series sales.

With so many marques producing executive models for the business user, the market has become swamped with futuristic gadgets and sleek designs to the point where customers have too many models to choose from. This side of the Channel, we tend to opt for the likes of Audi and BMW, prestigious marques that come with a good reputation and image. Where does this leave the likes of Peugeot, more famed for their iconic superminis than any of their executive models? With Peugeot’s lack of executive sales here, you would be forgiven for thinking that this is the same in Europe. Wrong. Those on the continent can’t get enough of the 607, so much so that it’s the most popular selling car in its class over there. Why? Well, the 607 is an ideal vehicle for someone who isn’t quite in to the whole BMW/Jaguar/Audi bracket but needs a car that can pull off some serious mileage with no problems at all. The executive saloon market isn’t renowned for its practicality. For the same amount of money as a 607, you could get yourself a rugged Nissan X-Trail, a mega practical SEAT Alhambra or even bag yourself a Ford Mondeo Estate with all the trimmings. In exchange for their comparative lack of practicality, executive saloons like this Peugeot offer a touch of class and in the case of BMW and Audi, they can also be a symbol of your status. This is where volume brands fall short. Without that prestigious brand identity, they have to find another way of appealing to the business user.

"If you don’t care about badge snob value, the 607 is well worth a try…"

Let’s start with hi-tech gadgetry. That always appeals to company car drivers. The 607 was one of the first executive cars to feature a multiplex wiring system and Peugeot have always enjoyed a reputation for pioneering sophisticated electronic functions. Their flagship saloon offers variable cruise control linked to a variable speed limiter, Plus there’s a parking sensor system that displays a bar graph of how far you are from an obstacle on the car’s multifunction screen. A flat tyre detector can even tell you which of your tyres are under inflated. As you might expect, nice touches like these, along with more conventional equipment features, are probably the car’s big selling point. Peugeot proudly proclaim that buyers can now tear up the options list as virtually every conceivable feature is fitted as standard. Leather upholstery, heated seats, colour satellite navigation, a built-in GSM telephone, a CD autochanger, 8 airbags and motorised boot articulation are just some of the highlights. Our test included the usual quotient of motorway mileage and we certainly found the driving position to be very comfortable. With numerous different adjustments possible to the seat, it’s almost certain that you’ll find a set-up that suits you – eventually. On longer journeys, the space and comfort contained within the cabin are a godsend: you certainly get the impression that the controls are well located and there aren’t really any obvious design flaws that might prove annoying over time. In the back, the legroom is more than adequate and will feel comfortable even for taller occupants. Any marque worth its weight in salt knows that an executive car needs to be a cocoon for those stressed-out business users who need a quiet and relaxing drive. Peugeot have made headway in this department, the 607 being quieter and more relaxing to drive than its main rivals. On the move, the steering feels easy and light, critics may even say too light. When compared to the rest of the executive saloon market, the price of the Peugeot 607 becomes one of its strong points. Only three models are available in the Range, the 2.0-litre 136bhp HDi turbo diesel version at £24,995, the 2.2-litre HDi twin turbo diesel at £26,495 and, for another £2,500, the thirsty 210bhp 3.0-litre V6, basically a reworked version of the engine that once saw service in the 406. These prices are significantly lower than most mainstream executive saloons but all versions have a high specification and many extra features as standard. You can expect to achieve around 45mpg in the diesels but the V6 will have you paying for your pleasure to the sum of 27.7mpg. In the showroom, you might recognise a few styling cues from other rivals (the Audi A6 roofline or the Alfa 166 rear light treatment) but in broad terms, it's a unique look that sits a class above the boxier lines of cars like Vauxhall's Signum, Volvo's S80 and Saab's 9-5. These rivals sit firmly in the £20,000-£30,000 price span the UK importers are targeting. The 3.0-litre car has been a painfully slow seller due to the fact that it once retailed for more than a BMW 530i SE, but list prices look more reasonable now and dealers can normally pull a discount out of the hat. Perhaps if Peugeot were a little more transparent with the real world price customers ended up paying, they’d be able to attract more private buyer footfall through their dealerships. But then this car sells almost exclusively to the business market, a world in which list prices tend merely to be the starting point for negotiation. Sure, this car will depreciate more than the German marques, but keen upfront pricing and ready discounts mean you (or more likely your company) will still come out ahead after a couple of years’ use in a better equipped, more comfortable executive saloon. That only leaves badge snob value. If you don’t care about that, then a 607 could be well worth a try.

Facts At A Glance CAR: Peugeot 607 Range PRICES: £24,995-£29,040 - on the road INSURANCE GROUPS: 15-18 CO2 EMISSIONS: 160-245g/km PERFORMANCE: [V6] 0-60mph 9.0s / Max Speed 135mph FUEL CONSUMPTION: [V6] (Urban)19.6mpg /(Extra Urban)36.2mpg /(Combined) 27.7mpg STANDARD SAFETY FEATURES: Twin front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: length/width/mm 4900/2090/1460mm

TALKING THE TORQUE If you need a big, well-equipped car with a great diesel engine, you probably haven’t considered Peugeot's 2.2-litre diesel 607. You’re not the only one. Andy Enright reports on why this car is criminally underrated

Permit me to let you into a secret. Most of the guys who work as motoring journalists would give almost anything to be successful racing drivers. Any press launch that includes track work will see them putting on their fast shoes and eyeing lines into corners that will shave a few tenths off their lap times. There are exceptions but most of us journos love cars that prioritise performance and handling. After all, they sell magazines and newspapers. Sometimes it’s worth remembering that there’s a real world out there where owners aren’t staring gimlet-eyed past their Sparco driving gloves as they heel and toe into a double apex right. A real world where cars like the Peugeot 607 2.2 HDi170 actually work very well.

You’d never know it based on column inches but cars like the 607 are incredibly fit for their task, a task which involves mopping up big mileages reliably and comfortably: they just don’t make great copy. Instead of being lauded for its refinement, equipment and comfort, the 607 gets slated because it’s a little cumbersome when thrown into a hairpin. It’s a bit like moaning that a Lamborghini can’t carry a pallet of roof tiles. The 2.2-litre engine that Peugeot has fitted to the latest 607 elevates its abilities still further. There are now just three 607 models available, Peugeot having given the Range a rather drastic haircut. The entry level car is the 2.0HDi, the Range-topper is the 3.0 V6 and sitting between the two is this 2.2-litre diesel. The French company has priced the 2.2-litre car at £26,495, although they may well quietly offer some pretty hefty discounts and you won’t have to get your dealer in a half-nelson to attain them.

"As a nation we’re supposed to like rooting for the underdog. Why the rough ride given to the 607 then?"

The 2.2-litre engine is a real technological tour de force. The first four-cylinder twin-turbocharged engine in a production car, this powerplant is managed by a parallel sequential induction system to ensure that there are none of those annoying lag and lunge power delivery characteristics that often afflict highly-tuned turbodiesel cars. It also serves to broaden the amount of useable torque. Drive an early performance turbodiesel such as a VW Golf TDI150 and you’ll have a window of about 750rpm of real go, requiring frantic gearchanging and footwork on the pedals that would put Michael Flatley to shame. These days, you get more power and a broader rev Range in which to enjoy it. What’s more, it’s available at lower engine speeds too, adding to the car’s muscular feel. With this 2.2-litre engine, the maximum torque figure of 277lb/ft chimes in at just 1,500rpm, which means that when you’re pulling away from the lights or nipping out from a junction or onto a roundabout, you’ve got all the engine’s capability on tap. The twin turbos work one after the other rather than both at the same time. A low inertia blower operates up to 2,700rpm, giving that instant urge. When things are really cooking, the car’s computer switches to a second smaller unit that fills in the power requirements at the top end. Whereas many diesel cars are all done and dusted by 3,000rpm, the throttle merely making more noise rather than propelling the car any faster, the Peugeot 607 2.2 HDi 170 has a much more enjoyable amount of top end about it and the soundtrack to accompany it won’t have you looking for ear defenders on eBay. Indeed, the maximum power output of this model arrives at 4,000rpm, an almost unheard of rev-happiness in a diesel. The combustion chamber has been redesigned with a reduced compression ratio and a larger diameter as Peugeot realised that fuel in contact with the walls of the cylinder was difficult to burn efficiently. Increase the volume and the efficiency increases, helped by a redesigned piston crown. A third generation Bosch common rail system uses piezo electronic injectors to raise injection pressure to 1,800bar. Compare that to 1,350 bar for the first generation common rail units and you’ll see the precision at work here. This fuel is squirted through apertures that measure just 135 microns. Dad with his wire brush won’t even be able to see them. The average human hair is 90 microns in diameter. There’s only one trim level in the 607 line up these days, the well-stuffed Executive model, and it’s worth giving a run through of exactly what you get with this car. Standard specification includes leather upholstery, xenon lights, colour sat nav, a JBL stereo and 17-inch alloy wheels. On top of that there’s ESP stability control, cruise control, eight airbags, front and rear parking sensors and an inbuilt GSM phone. Still want more? We’re nowhere near done yet. The 607 also features laminated side windows, electrically adjustable front seats, heated front and rear seats and metallic paint. Then there are the tyre pressure monitors, a motorised boot mechanism, a trip computer, bi-zone climate control and electrchromatic dimming mirrors. We could go on but in order to understand quite how well stuffed this car is, it’s worth checking out the 607 options list. What’s on it? Zero, zilch, nada. It’s all been fitted to the car. It’s hard to think of another car that offers so much kit and capability for the money. It would, however, be remiss of me to mention the 607 without mentioning the D Word – depreciation. As long as you buy a 607 2.2 HDi factoring in the start that it will retain around a third of its price after three years, you shouldn’t have cause for complaint, especially if your daily drive encompasses miles on motorways rather than Monza.

Facts At A Glance CAR: Peugeot 607 2.2 HDi Executive PRICES: £26,495- on the road INSURANCE GROUP: 16 CO2 EMISSIONS: 170g/km PERFORMANCE: Max Speed 139mph 0-60 8.7s FUEL CONSUMPTION: extra urban 54.3mpg STANDARD SAFETY FEATURES: Eight airbags / ABS/ ESP WILL IT FIT IN YOUR GARAGE?: length/width/height mm 4861/1826/1460

MONSIEUR BLANCMANGE TOUT Models Covered: (2.0, 2.2, 3.0-litre petrol, 2.0, 2.2HDi diesel [base, S, SE, V6])

BY ANDY ENRIGHT

Soft. That’s the word that springs to mind when piloting the Peugeot 607. Unlike many cars – and indeed many Peugeot cars – that major on providing a sporting drive, the 607 is in many ways of the old school of Gallic luxobarges, quick, well equipped and hugely cosseting. If you’re the sort of driver who takes the twisty route home you may find the 607 a little too comfort oriented but as a destroyer of motorways and A-roads little touches it for the price. With used examples now starting to appear the 607 represents a lot of high quality metal for your money.

Peugeot has had some track record of big cars that have been cruelly ignored in Britain. Who can forget the 604, a big car from the cereal box school of carchitecture, or the 605, a model that looked like a 405 on growth hormone. Neither floated the boat of UK buyers who had become used to Granadas, Senators and Rover 800 models. The 607 has fared little differently, Peugeot openly admitting upon launch that sales aspirations were realistic. "If the car can at least wipe its own nose, we’ll be happy" was the opinion of one Peugeot suit at the Jordanian press junket. Three models were available at launch in June 2000, a 160bhp 2.2-litre petrol version, the mighty 210bhp 3.0-litre V6 and a quite excellent 136bhp 2.2-litre HDi diesel variant. Jeremy Clarkson reckoned the 607 to be the worst new car you could buy at the time, but this is a man, remember, who considers Ray Ban Wayfarers and Prog Rock to be the acme of good taste. In December 2000 the S variants received upgraded stereo systems whilst the SE models received satellite navigation as standard. The 2.2-litre HDi versions were also fitted with ‘Marguerite’ alloy wheels. April 2001 saw the introduction of a pair of entry-level engines; the 109bhp 2.0-litre HDi diesel and the 2.0-litre 138bhp petrol lump. A very mild facelift towards the end of 2004 saw the 607 receive body-coloured bumper strips and a re-profiled air-intake below the grille but you really will be hard pushed to tell the difference. The 2.0-litre petrol engine was discontinued around the same time. Around the end of 2005, the 2.2-litre HDi diesel engine was replaced with a 2.0-litre HDi unit packing the same power output. By this time, only the Executive trim level was on offer and specification levels had been boosted to include sat nav, and a GSM mobile phone as standard. The 607 was given a new lease of life in the Autumn of 2006 with the introduction of the 170bhp 2.2-litre twin turbo HDi diesel engine. Instantly taking over at the car’s best powerplant, it offered a good blend of performance and economy.

Inside, the interior stylists have created a spacious cabin with real class. Driver and passenger are separated by a main console that houses the controls for the standard climate control system, the audio controls and the optional satellite navigation/TV. There are splashes of chrome and either wood-effect or black appliqué finish, and the overall ambience is very impressive. This is an interior the quality of which will give Vauxhall salesmen sweaty palms. The only really unattractive item is the blandly bulging steering wheel. The multiplex wiring system allows for a whole host of neat electronic functions to be shoehorned in, making the 607 feel resolutely up to date. The double glazed glass, the tyre pressure monitor on each wheel, the park-assistance radar system to guide you safely into the tightest of spaces, side lights that automatically illuminate in falling light, the rear view mirror that darkens when someone's on full beam behind you, the stereo volume that rises and falls in line with your speed and particularly clever rain sensitive wipers – it’s all here. These can switch on and off by themselves, work faster at night and slower in a traffic jam and switch themselves off if impeded by snow and ice. The cabin is a good place to be, the exclusivity of the car endowing the driver with a smug, breed-apart feel good factor.

Prices for the 2.2-litre petrol version of the 607 start at around £7,450 in S trim or £7,150 in SE trim, both on a 2000 X plate. A similar vintage 3.0-litre will set you back £7,450 with the SE version fetching around £8,625. A 2001X plate 2.0-litre HDi retails at £7,050 or £8,400 in SE trim whilst the desirable 2.2HDi versions kick off at £7,950 on the 2000X plate. The automatic versions really are the ones to have, however, and these start at just over £8,500. Insurance for the 607 should be reasonable, given that it’s a car that appeals to older buyers but ratings start at a hefty Group 16 for the base 2.0-litre car – the same as a Mercedes S320! – and range up to Group 18 for the 3.0-litre versions, the equivalent of Porsche Boxster ratings. Work that one out.

The level of build quality is excellent but there have been some stories of problems with the four-cylinder petrol engine. Stalling, especially in the 2.0-litre versions, is by no means uncommon, so try to ensure you start the engine from cold on your test drive. There’s also the known weakness of this engine family of engines – the timing belt. Make sure it’s been changed every 30,000 miles or it may snap without warning, seizing the engine – you have been warned. It costs about £100 to replace – much cheaper than a new engine. Otherwise make sure that the bodywork is in good condition, the wheels are free from kerbing damage and make sure the vehicle is HPI clear. Otherwise insist on a full service history and buy with confidence.

(approx based on 2001 2.0SE) A new exhaust will set you back about £385, while a replacement headlamp will be around £165. A new clutch is £155. As for front brake pads, expect to pay about £35 front and rear. A radiator will cost you around £250, an alternator around £330, and a starter motor £275.

As soft as Fern Britton’s cleavage, the 607 is ideally suited to its native environment, namely belting along autoroutes at three figure speeds. Corners a little, cities maybe, but if you’re after a car for the long haul not much touches the 607. As well as the five engines there are also two transmission choices - either a slick five-speed manual or a four-speed automatic. Following the trend of the moment, the auto features a 'Tiptronic'-style selector which, once pushed over to the left, can be pushed up and down for 'manual' changes. More importantly, this gearbox has an auto-adaptive function that can learn your preferred driving style, judging it by 32 different criteria. As you might expect, the electronics sense if you're feeling sporty, holding on to the revs through the gears and resisting the temptation to change up in mid-corner. But this 'box goes further than that, sensing the road conditions and the environment you're travelling in. Around town for example, the car will start off in second rather than first gear, to avoid lurching getaways. The system is also clever enough to inhibit changes when ESP (the Electronic Stability Programme) is in operation. This works with the ASR skid control system and intervenes in extreme situations, automatically limiting the throttle or applying the brakes. These operate in conjunction with ABS and REF (a system that apportions maximum braking effort to the wheel most needing it). The anchors also incorporate brake assistance: this maintains maximum braking during emergency stops, even if your foot wavers from the pedal. At the same time, the hazard warning lights automatically illuminate to warn other road users of an impending problem ahead. Of the engines, the HDi diesels stand out. Driven back to back with the V6 model, the 2.2 HDi feels hardly slower. Indeed, so it proves against the clock, the diesel-engined car tripping the stopwatch to 60mph in an impressive 10.6 seconds, only 0.7 seconds adrift of the flagship 3.0-litre V6. The engine has that gutsy feel that a good turbodiesel installation should have and, with Peugeot’s recent suspension upgrades, rides and handles better too. Still, you are aware of a very heavy weight in the nose, and this should be borne in mind when using the brakes enthusiastically. Although there is some slight clatter on start up, the engine is nonetheless satisfyingly refined. Whilst not yet up to BMW standards of refinement, the HDi unit still falls into the category of diesels which will convert even the most ardent driver. And with a combined fuel consumption figure of 41.5mpg, it fulfils its initial diesel remit of real world fuel savings. The 2.2-litre twin turbo HDi that came along in 2006, was more impressive still with 44mpg economy and a 9.3s sprint. The thirsty V6 option made no sense as a new buy but, if you can find one, horrific depreciation means its worth considering second hand.

The 607 has had an indifferent press and a worse public acceptance. Don’t let this put you off. It’s an excellent car – probably the best in its class in terms of value for money if you’re a high mileage merchant. The initially steep depreciation is now working in the used buyers favour, although the stinging insurance is less easy to contend with. If you’ve ever wondered if there was a ‘sleeper’ alternative to the usual Saab/Volvo/Vauxhall axis here it is. Don’t believe the hype. The 607’s definitely worth a second look second time round.