Models Covered:
Saloon, Coupe & Estate – 1.8, 2.0, 2.2, 3.0 petrol 1,6, 2.0, 2.2, 2.7 turbo diesel [S, SE, Sport, SV, SE Luxury, Executive, GT, X-Line, Zenith]
BY ANDY ENRIGHT
Replacing the much-loved 406 was no easy task for Peugeot. Not only did the car have to live up to the lofty standards set by its predecessor, it also had to compete in a market that was being squeezed from above by premium marques like BMW and Audi and from below by increasingly sophisticated family hatches. In order to stand out, Peugeot needed to create a car that made a definitive statement and the 407 did just that. A return to a more French kind of car, the 407 offered very good build quality, excellent ride and refinement and distinctive styling. Used examples are now beginning to appear in meaningful numbers and can represent a very cost effective way of landing a high quality modern medium range family car.
Although it was common knowledge that the medium range family car sector was struggling, few expected a mainstream manufacturer to come up with something quite as bold as the 407. Launched to an expectant public in May 2004, the 407 saloon’s styling instantly divided opinion. An SW estate version was launched soon afterwards with even audacious styling. The much-awaited 407 coupe model followed at the end of 2005, bringing a welcome breath of elegance and maturity to a coupe sector increasingly fixated on sporty handling.
In the Spring of 2006, the range was enhanced with the arrival of the 2.7-litre HDi engine which was developed in conjunction with Ford. A Sport trim level was also introduced at the same time and all models received chromed grilles. A more important development came in the summer of 2006 with the arrival of the 170bhp 2.2-litre HDi diesel to sit below the 2.7 unit. In early 2008 the 407 range went all-diesel and received a mild facelift to its styling. A new engine, the 140bhp HDi diesel unit was introduced.
The 407’s front is dominated by a gaping maw the like of which has not been seen since Jonah commented on surprisingly heavy swell conditions. As with all the best Peugeots of yore, the lines are elegant, sleek and fluid. The windscreen is steeply raked back, giving a very sporting appearance. A Coupe version is available and aside from the four-door saloon, there’s also the 407SW estate which is, if anything, even better looking. With its canted back C-pillar, the SW looks impossibly fast – an automotive Exocet amid a sea of lumbering trebuchets.
Peugeot are keen to stress that the 407 is their very first car to feature double wishbone front suspension, which may not mean a great deal to many but in essence sums up the French company’s commitment to handling excellence. Many cars these days have so-called ‘multilink’ rear suspension systems, but most persevere with a simple strut front set up. In offering a more sophisticated front suspension system on this car, Peugeot raised the bar again.
Peugeot have set something of a precedent to follow with some very good previous Euro NCAP crash test results but the 407 again took them a big step forward. Active safety in the form of brake discs with a diameter of up to 330mm and next-generation ESP stability control which is standard on every model. As well as marshalling the anti-skid function, ESP also acts as a controller for the anti lock braking system, the emergency brake assist and the electronic brakeforce distribution to each individual wheel. The chassis itself incorporates not only the highest level of torsional rigidity ever seen on a Peugeot saloon – as you might expect – but it also features a device known as an impactor that anchors the engine to the subframe and prevents it being shunted into the passenger cell in the event of a crash. Pedestrian protection is a major design criterion these days and the 407 features foam padded bumper bars and a bonnet that deforms to absorb shock, the top of the engine a good distance below that sweeping bonnet line. Up to nine air bags could be specified by new buyers – twin fronts, side, curtain and steering column units offer optimum protection.
The cabin is neat and everything seems to work very nicely but there isn’t a great deal of showroom ‘wow factor’ to it. Sophisticated multiplexed electronics allowed for a huge amount of individual customisation for buyers when specifying their 407s, with such features as rear view mirrors linked to reverse gear, parking sensors, self-imposed speed limiters, low tyre pressure monitors and variable cruise control systems all capable of being fitted quickly and, just as importantly, at very modest expense.
Although trade prices are still fluctuating a little, a glance to the marketplace shows 2004 04-plated 407 2.0S saloons starting at around £9,250 with the SE models commanding another £500. The 1.8-litre models are a little more affordable but are harder to come by, most buyers recognising that the small (£500 new) step up in price to the 2.0-litre car made a lot of sense given that the 407 is no lightweight and the difference between the cars was a not inconsequential 21bhp. The 2.2-litre saloon models tend to open at around £10,625 in SE trim with SV models adding £300 to that price. Range-topping 3.0-litre petrol models are currently kicking off at £13,750. Opening book price for a 1.6-litre turbodiesel is currently £10,350. The SW estates have seen steady demand and are holding value reasonably well, a 54-plated 1.6 turbodiesel starting at £11,950. Coupe versions are still too rarer to fix a working used price to.
Peugeot have really upped their game when it comes to build quality and there are aspects of the 407 that would put many premium rivals to shame. The mechanicals are largely tried and tested units and the interior trim is hardwearing. The good news for used buyers is that the 407 doesn’t attract the sort of buyer who tends to flog their car to death, instead attracting a more genteel clientele. Sophisticated traction control helps preserve front tyre life on more powerful models. No significant problems have yet raised their heads but insist on a properly stamped up service book and if in doubt opt for an HPI check.
(Based on a 2004 407 2.0) A new exhaust will set you back about £475, while a replacement headlamp should be around £165. A new clutch is about £155. As for front brake pads, expect to pay about £45 front and £40 rear.
Four petrol engines and three diesel units are offered, the diesels including a particulate emission filter, those with manual gearboxes compliant with Euro4 standards, thus neatly sidestepping the three per cent benefit in kind surcharge. These HDi diesels consist of a 1.6-litre unit that cranks out 110bhp and 240Nm of torque (260Nm of temporary ‘overboost’) and a 2.0-litre powerplant that develops 136bhp and 320Nm of torque (340Nm on overboost). Through a strategic link with Ford, Peugeot also offer a gutsy 2.7-litre V6 HDi engine which is by far the most desirable pick for most customers.
Petrol buyers are well catered for with a range that opens with a 16-valve 1.8-litre unit with 117bhp, mated to a five-speed manual gearbox. Step up to the 2.0-litre engine and you’ll have access to 136bhp and the choice of either a conventional five-speed manual ‘box or a four-speed automatic ‘autoadaptive’ gearbox with Porsche’s Tiptronic System control. If you do fancy the automatic gearbox, the 160bhp 2.2-litre engine is probably a better candidate, although if you prefer a manual gearbox, this model boasts a six-speeder. The range-topping 211bhp 3.0-litre V6 also offers the choice between the six-speed manual and the automatic and features variable valve timing (VVT) to ensure that power and torque are evenly distributed across a wide rev range.
Although the 407 does corner tidily, it’s a big car and never feels particularly comfortable when taken by the scruff of the neck. The weight issue becomes noticeable if you opt for one of the entry-level engines, so our advice would be to consider sacrificing a trim level or two from your budget in favour of a bigger engine.
As a used buy, there’s a lot to like about Peugeot’s 407. A car that works a lot better in the metal than in many pictures, it’s slightly undervalued by the trade and you should be able to pick up a low mileage example with a hefty percentage of its new value wiped out. The 2.2-litre petrol engine and the 3.0-litre diesel units are the pick of the range although the 3.0-litre petrol is an attractive choice if you can stomach the fuel bills.