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SEVEN UP

Models Covered: 2dr convertible, three and five-door hatchbacks, five door estate (1.4 8v, 1.4 16v, 1.4 VTi, 1.6, 1.6 THP petrol, 1.4, 1.6 HDi diesel [Urban, S, Sport, GT, GTi])

BY ANDY ENRIGHT

Many manufacturers find themselves utterly tied in knots when it comes to replacing or updating a hugely successful model. Often they wait for too long and wait for the car to wither or else they try an entirely radical direction that takes a couple of years for customers to appreciate. Not Peugeot. With the 207 they played a very straight bat, changing the bits people didn’t like about the 206 such as the seating position, the build quality, the interior space and the steering response, and keeping the bits customers loved such as the shape and the cheeky personality. Although some have sniffily dismissed this approach as rather short termist, Peugeot are making hay while the sun shines with 207 sales sky high. Here’s how to track down a decent used example.

To follow one phenomenal success story with another takes some doing, but to do it a third time gave Peugeot a huge challenge. Their 205 supermini started it all off in 1983 and things got even better fifteen years later with the 206, a car that was to sell over five million units worldwide. Then the onus fell upon the model we look at here, the 207. Despite its sales success, criticism has always persisted over the rather low rent interior finish of the 206, something Peugeot were keen to address with the more up-market 207 supermini. Of course, better quality tends to mean bigger prices and Peugeot worked hard to keep the 207 at affordable levels. Initially offered with just three and five-door hatchback body styles, a neat 207 CC coupe cabriolet followed in April 2007 and the SW station wagon model in summer of that year. The range of engines was also fleshed out, with more powerful 1.6-litre petrol units, including the 1.6-litre turbo powerplant shared with the MINI Cooper. The 1.4 VTi engine with 95bhp was also announced in summer of 2007.

Peugeot claims the 207 set new class standards in terms of trim quality and equipment levels. The design of this car followed the corporate image seen on other models in the range like the 307 and 407 with the large ‘smiling’ grille and sharky front light clusters. The neat styling has shades of 206 about it, yet the car is completely different, based on the company’s ‘Platform 1’ floor pan which it shares with the 1007. The striking and rather sporty look, which was designed in-house by Peugeot’s own stylists, has ensured a strong customer following. The car is offered in both 3-door and 5-door hatchback form or as a CC folding hardtop coupe. If you need estate versatility, there is also an SW on offer. Peugeot decided to build the 207 at three sites in France, Spain and Slovakia, ensuring that they would always have sufficient capacity to meet demand. Sitting inside the 207, you can immediately sense that this car is far removed from the 206 in terms of its quality and elegance. Plus the 207, even in its most basic trim level, is head and shoulders above its predecessor in terms of refinement. The elegant centre panel houses all the usual heating, ventilating and audio switches and the binnacle behind the steering wheel features three circular dials, mirroring those usually seen on a motorcycle. The overall effect gives the impression of a very up-market product. The front seats are generously cut yet still manage to offer decent support. In the rear, as with most vehicles in this sector, the available space is rather limited to the size of the passenger and driver seated in the front. With the front seats fully extended backwards, the space in the back can be a bit restricted. Equipment levels? Well, air-conditioning is available in two specifications, dual zone manual or automatic. In addition, each vehicle is equipped with a fragrance diffuser which is discreetly incorporated into the fascia panel and dispenses one of seven selectable fragrances to keep the interior of your 207 smelling sweetly. Each fragrance was specially developed by a leading French perfume supplier. Useful features include automatic activation of the dipped beam, automatic front windscreen wipers, electric front windows with one-touch automatic reverse control and a remote control for the radio situated under the steering wheel. The 207CC doesn’t deviate too much from the template set by the 206CC but the proportions are a little less stubby, the silhouette a few degrees more elegant. With 2+2 seating (although you wouldn’t want to try to lever adults into the back seats), the 207CC is 4.04 metres long, adding 21cm to the length of the 206CC. Operating the roof is simplicity itself. With a similar operation as the 206 CC, the 207 CC roof differs significantly in terms of convenience thanks to its entirely automatic operation.

Prices for a rather basic 1.4-litre 16v S three-door start at around £8,300 on a 2006 06 plate with a Sport model tacking another £300 onto that asking price. The 1.6-litre Sport starts at around £8,700 in three-door guise with a Sport available for only a couple of hundred pounds more. The 1.6-litre turbo GT model kicks off at around £10,600, again on the 06 plate. Peugeot has gained a reputation for offering some very good diesels and the 207 is the recipient of a punchy 1.4-liutre HDI that is available from around £8,400 for an 06 plated S with three doors and air conditioning. The 1.6-litre HDi is offered in wither 90 or 110bhp guises, the more powerful engine with GT trim starting at around £11,200.

Although Peugeot had all manner of teething problems with the hood mechanisms on 206CC and 307CC variants, these appear to have been largely ironed out and the automatic roof of the 207CC has generated few issues. The standard cars feature some high-tech electronic functions which so far have been reliable but remain something to watch out for in years to come. The engines seem beyond reproach and the interior quality is vastly improved.

(based on a 207 1.4 with air con & power steering ex Vat) A clutch assembly is around £125. Front brakepads are around £55, rear brake shoes around £40, a starter motor about £130 and an alternator around £145.

Peugeot offers a choice of six petrol and three diesel engines. The petrol models offered are a 1.4-litre 8-valve unit producing 75bhp, a 1.4-litre 16-valve unit producing 90bhp, a 1.4-litre VTi 95bhp unit, a 1.6-litre VTi giving out 120bhp, plus 150 and 175bhp 1.6-litre turbo options. The diesel offerings are all second generation common-rail high-pressure direct injection powerplants and start with a 1.4-litre HDi producing 70bhp. This is followed by a 1.6-litre HDi 16-valve delivering 90bhp and a range-topping version of the same engine with a variable geometry turbocharger producing 110bhp. All these units are a result of the joint venture between PSA Peugeot Citroën and BMW Group, the 207 being the first Peugeot model to use them. Safety has been designed into the 207 and the car earned a five star rating from the EuroNCAP tests. The 207’s front end contains two impact absorption structures borrowed from the 407 that distribute impact energy more efficiently in the event of a collision. Sill reinforcements and tubular bars in the doors aid structural rigidity. Numerous airbags are installed in the 207 and the front two ‘adaptive’ airbags have a dual-generator function that can vary their pressures according to the severity of the impact. Side airbags and curtain airbags also feature as standard or as an option, depending on the model level. All 207s are fitted with two 3-point mountings in the rear outer seats, each of which can accommodate a child’s Isofix car safety seat.

Despite not being a hugely accomplished car, the Peugeot 206 sold like hot cakes. The 207, despite looking ostensibly similar, represented a big step forward. Many buyers will still purchase on the strength of its looks and luck into what has become a very decent hatch. We’d look for the 1.6-litre petrols and diesels and be very particular about getting the right equipment and trim.

PEUGEOT SHOWS SOME FRONT
The HDi 136 Could Be The Pick Of The 407 Range. Andy Enright Reports

Kick off any discussion regarding the Peugeot 407 and the key theme will always be that styling. Get beyond that to the car’s more tangible qualities and there’s little dissent, especially if you opt for a car fitted with the 136bhp HDi diesel engine. Developed in conjunction with Ford, it’s a very good unit that complements the 407’s smooth ride and relaxed feel perfectly. Peugeot hope to have established a new class benchmark.

Priced from £18,455, the engine is the third most powerful diesel unit available in the 407 saloon and SW line-up. The 2.2-litre HDi 170 starts at over £21,000 while the 2.7-litre V6 diesel as seen in the Jaguar S-TYPE is the range-topping option at well over £25,000 and will be out of reach for typical 407 buyers. All this talk of Ford and Jaguar collaborating with Peugeot may seem a long way distant from the days when Peugeot ploughed a proud and singular Gallic furrow, but the spiralling costs of developing contemporary powerplants means that such joint ventures are usually the most cost effective way of sharing the financial burden. This 2.0-litre common-rail diesel unit first appeared in the Focus C-MAX but it now features a particulate filter to help the 407 meet full Euro4 emissions standards. Accelerate at full bore between 1,500 and 3,200rpm and an overboost facility kicks in, lifting the peak torque to a healthy 251lb/ft. Given that the 407 tips the scales at a hefty 1,505kg, this overboost facility comes in particularly handy during overtaking manoeuvres or when accelerating up a motorway on ramp. The engine isn’t the quietest diesel powerplant we’ve ever come across at idle, but once warmed up it settles to an offbeat thrum that’s not unpleasant. The turbocharger offers a surprisingly linear delivery with none of the lag and surge many such units are afflicted by. Peugeot quote a sprint to 60mph time of 10.7 seconds but the car feels a little quicker. The tall gearing may have something to do with it, blunting the car’s acceleration off the line a little. The six-speed gearbox manual is a little notchy in its action although you’ll be hard pushed to wrong slot a gear. Top speed is pegged at 129mph but perhaps more importantly the wind cheating shape and efficient powerplant combine to return an average fuel consumption of 47.9mpg; excellent for such a big car. With Co2 emissions rated at a relatively saintly 155g/km it’s likely that fleet managers will be eyeing the 407 HDi 136 with interest. It’s a car too good to leave to corporate bean counters although the interior shows some evidence of cost cutting in some of the materials used.

"The 407 HDi136 is a car too good to leave to corporate bean counters"

No matter how good the engine is, you’ve got to be able to live with that styling. Designed in-house at Peugeot it’s reasonably conventional when viewed from behind but the front is very unorthodox. The long overhangs go against contemporary car styling trends and the massive gaping grille takes a good deal of getting used to. 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 and the latest models are marked-out by their chromed grilles. Aside from the four-door saloon, we’ve also borne witness to the 407SW estate that 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, Peugeot have raised the bar again. The French maker has set something of a precedent to follow with some very good previous Euro NCAP crash test results but the 407 again takes 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 can be specified – twin fronts, side, curtain and steering column units offer optimum protection. The cabin looks very Peugeot - which is possibly the weakest part of the 407 make up. It’s neat and everything seems to work very nicely but there isn’t a great deal of showroom ‘wow factor’ to it. The seating position feels a long way distant from the scuttle and the windscreen pillars create large blind spots. The problem with seating the driver this far back is limited rear space and the Peugeot also features one of the smallest boots in the class. Sophisticated multiplexed electronics allow for a huge amount of individual customisation when specifying your 407, 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. It’s not often that we comment upon a car’s air conditioning system – most set ups being much of a muchness – but the 407’s deserves special mention. A humidity sensor constantly monitors the air in the interior to prevent fogging and a gentle dash-top diffuser dehumidifies the air without subjecting the passengers to the usual gritty blast. Peugeot have also developed an externally controlled compressor that uses atmospheric conditions to reduce the work the system has to do, thus reducing fuel consumption. A pollen filter also keeps summer trips bearable for those afflicted by hay fever. There are elements in the make up of the Peugeot 407HDi136 that are by no means top of the tree. If interior space, luggage capacity and cabin quality are key priorities, it’s possible to come away a little disappointed. On most other scorecards though, the car excels. The engine is something special, the prices look competitive and the sleek looks are anything but mainstream. Peugeot have been bold with the 407 where it would have been so easy to play safe. They should be rewarded for it.

FACTS AT A GLANCE CAR: Peugeot 407 HDi 136 range PRICES: £18,455 - £22,425 on the road INSURANCE GROUPS: 10-12 CO2 EMISSIONS: 155g/km PERFORMANCE: Max Speed 129mph 0-60 10.7s FUEL CONSUMPTION: (urban) 36.7mpg/ (extra urban) 57.6mpg / (combined) 47.9mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS, ESP WILL IT FIT IN YOUR GARAGE?: [saloon] length/width/heightmm 4676/1811/1445

FRENCH POLISH
The family hatchback market is hotly contested. Peugeot’s 308 is the latest entrant to the sector, how will it stack up in 1.6-litre VTi petrol guise? Jon Elliott finds out.

The 308 is the latest hatchback offering from Peugeot. Another attempt by the French manufacturer, previously renowned for its hatchbacks, to get closer to the Golf and Focus. First impressions suggest the gap has closed considerably, especially in the 1.6-litre VTi petrol guise tested here. An excellent ride allied to solid build quality is harnessed in one package to produce the fine 308.

In 1993 Peugeot gave us the capable 306. It was a massive success for Peugeot, and rightly so. Wheels close to the corners, allied to excellent weight distribution, meant the 306 handled like a dream. It came with a wide range of excellent diesel and petrol engines, and was really only let down by its cheap plastic interior. In 2001, the 307 came along, the interior and overall build improved considerably, but somewhere the driving dynamics had been lost and drivers were left unimpressed by considerable electrical glitches. The 308 is Peugeot’s attempt to combine the improved interior and build of the 307 with the ride and dynamics of the 306 to finally prove that the French lion is no longer asleep. Not since the 205 has Peugeot had a best seller in the hatchback market. However, Peugeot aren’t ones for knowing when they’re beaten, and the introduction of the 308 appears to have addressed many of the issues that held its predecessor back. Sales success will depend on customer uptake of key variants like the 1.6-litre petrol VTi we look at here. If I’m honest I wasn’t expecting great things from this 308 and was sure familiar traits would shine through as soon as I sat behind the wheel. For example, I expected average build quality, numb steering and a ride that would upset my occasionally temperamental back. As it turned out, I should have given this car more of a chance. The zesty 1.6 has enough go about it not to leave you wishing you’d bought the next model up. It’s lusty if not truly athletic. Around town, often in low gears it rides very smoothly; it’s easy to drive and manages to soften the stresses of modern motoring.

"The 308 makes a compelling case for itself here…."

On open roads, the drive is utterly tactile; you can feel enough, yet not so much that it becomes tiresome, the steering is responsive and there is plenty of feel through the wheel. So much so in fact that the 308 manages to gain your trust almost immediately. The front of the car always seems to go where you point it, feeling well and truly stuck to the tarmac. In truth, Peugeot hatches have always managed to do this and this characteristic is carried on in the 308. Overall, the ride is impressive. The 308 doesn’t feel too much like a hatch as it soaks up bumps and camber changes in the road with ease. It may come as a shock to some, but this car is really pretty good. It seems to do all things well, rather than exceeding at any one facet at the expense of another. The driving position seemed excellent for my tall frame. You could argue the A pillar gets in the way a little, and somewhat disconcertingly I did find the apex disappearing from view while navigating a roundabout. Otherwise though, it’s as impressive to live in as it is to drive. The seats are comfy, offering just enough stability, and they’re fully adjustable too. There is a real air of space in the car; the driver never feeling cramped or confined when behind the wheel. There’s also plenty of places for your bits and pieces in side pockets and alike, although some of the glove box space has been stolen by the airbag. The interior plastics are solid, and there is no excess of joins that creak as you go round a bend. Another surprise is the rear leg room, which, while not excessive, is more than enough when your likely passengers are the kids. The boot is also large enough for most, although I would fear for a mother with buggies and shopping to transport. There is though, seven airbags to keep everyone safe. The 308 is in no way awash with gizmos and gadgets to keep the ardent techie nut amused. It does though offer a compelling argument with a concise range of trim levels available. The 1.6 S includes Air Conditioning, a CD player, electric mirrors and electric front windows. The car can be tailored further though with all manner of options available, the pick of which should prove to be the panoramic roof which can be specified throughout the range. If you desire a higher level specification on the 1.6-litre petrol VTi variant we’re looking at here, then the SE version brings an extra level of added refinement, crucially offering the panoramic roof option. You’ll pay £13,495 for the S and £15,895 for the SE – broadly comparable to rivals like Ford’s Focus, Vauxhall’s Astra and Renault’s Megane. As you would hope from a 1.6, the engine is economical. The 120bhp unit returns a combined MPG figure of 42.2 and should reach over 50mpg when driven frugally. CO2 emissions in a manual car are rated at 159g/km. Adding to the cost effectiveness, insurance premiums shouldn’t scare potential suitors too much, as the 1.6 VTi is rated at just group 6. Interestingly these statistics are practically identical to that of the equivalent Ford Focus and Vauxhall Astra, creating an interesting three way battle in the family hatch market, a market mainly utilised by company car owners. The choice therefore, comes down to personal preference or brand loyalty - something Peugeot have a fair proportion of after the good looks and dynamics of some of their previous hatchbacks. The 308 makes a compelling case for itself here. The 1.6 VTi offers just enough of what potential owners will look for. It’s well built, practical and comfortable. As a result, in essence, the 308 epitomises what you would hope to see in a family hatchback. Safe in the knowledge that they know how to build a likeable model of this type, Peugeot have used their skill to excise virtually all the problems that plagued the old 307, now creating a vehicle that unassumingly manages to tick all the right boxes. The 1.6-litre VTi engine harnesses just enough power to keep it in touch with any rival and is equally at home in town or on a motorway. Overall, the 308 offers a package which is hard to fault and that will undoubtedly leave many buyers rightly feeling smug with their purchase.

FACTS AT A GLANCE CAR: Peugeot 308 1.6 VTi range PRICES: £13,495-£15,895 - on the road INSURANCE GROUP: 6 CO2 EMISSIONS: 159g/km PERFORMANCE: 0-60mph 10.8s/ Max Speed 122mph FUEL CONSUMPTION: (urban) 30.4mpg / (extra urban) 54.3mpg / (combined) 42.2mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Height mm 4276/1815/1498

BRAWN FRENCH
Peugeot makes no secret about the fact that sales of diesel derivatives will determine the success enjoyed by their 308 Family Hatch. Jonathan Crouch checks them out

Sometimes a clean sheet approach really isn’t necessary when it comes to new car design. Take Peugeot’s 308. It rides on the same platform as the 307 it replaced – it even looks much the same. It’s simply more sophisticated. Mind you, you’ll need one of the pokier diesels to really get the most from it.

Having rather under-achieved with their 307 Family Hatchback, Peugeot’s designers were keen to make amends, with an evolutionary approach adopted when it came to developing this 308. In the years since the 307 was launched, the diesel derivatives have assumed more and more importance – to the point where sales of these variants will be larger than those of their petrol-powered counterparts. Hence the effort expended in areas like refinement and low emissions on these models during the development process. 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 (74mm) and width (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. The only downside of all the development needed to create the 308 is all the extra weight that has come along with it – all 62kgs to be exact. Which is why some of the smaller engines can feel somewhat under-powered. Even the pokiest 2.0-litre HDi 136 diesel, with up to 260lb ft of torque, can’t crack the ten second barrier in the 0-60mph sprint. Still, this engine is at least acceptably quiet. You slip into 6th gear and forget about it. Helping in this regard is the realisation after a few hundred miles that it’s hard to think of a rival that offers a more absorbent ride. On twistier roads, you realise that Peugeot hasn’t reclaimed the driving dynamics class leadership enjoyed by the old 306 in this sector but it’s a step forward from the 307 which rather lost its way in this regard. 307 hot hatch models were generally derided by the buying public for this reason but future 308 fast variants should fare rather better. The improved suspension now makes cross-country dashes something to be looked forward to rather than to be avoided. However, there’s a bit more roll than you’d find in a Focus or a Golf and a bit less steering feel too.

"Sometimes, it seems, evolution can indeed be better than revolution…."

Though the 308 doesn’t look much different from its 307 predecessor, take it from us, it’s a far more credible car. The longer, wider and lower body shell is 10% stiffer and more slippery, there’s a brand new suspension set-up and some useful additions to the engine range. On top of that, it’s quieter, more practical and, with 5 NCAP stars, safer too. The cabin now vies with that of the Fiat Bravo (yes, really) as arguably the nicest in the Family Hatchback sector – and yes, this observation includes that of the Volkswagen Golf (quality fitments but a rather dull overall feel). As with both Focus and Golf interiors, it’s impressively spacious but the ambience is a lot more inviting, especially if you order the (non-opening) full-length panoramic glass roof. Soft-touch plastics are everywhere, attractively set off by slivers of faux aluminium. Plenty of storage spaces make the cabin practical too. 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. The diesel 308 range consists of Peugeot’s excellent HDi common-rail engines. There’s a 1.6-litre unit offered in 90 or 110bhp form and a 2.0-litre 136bhp option topping the range. Five trim levels are available kicking off with the Urban then running on to the S, Sport, SE and GT models. Prices start at £13,295 and you’ll pay £20,045 for the HDi 136 model in GT trim. There’s a choice of three or five-door hatchback bodystyles. 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. 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 51.3mpg. Depreciation should sit in the same territory as obvious Focus and Astra rivals, if a little behind more premium alternatives like Honda’s Civic and Volkswagen’s Golf. However, you can offset that against the larger discount you’re like to get up-front. Insurance sits between groups 6 and 13E. Peugeot’s 308 isn’t a car that will make a big driveway statement but it’s amongst the three or four Family Hatches that you must consider before buying a car in this segment. Though the latest VTi petrol engines that have been introduced have their appeal, it’s hard to see past the HDi diesels, provided you get a deal strong enough to enable you to offset their price premium against fuel savings over the likely annual mileage you’ll cover. Other Family Hatches may be sharper to drive. Or faster. Or return better residuals. But none offers a markedly superior all-round package and if we had to use such a car over longer distances, the Peugeot’s keys are the ones we’d plump for every time. Sometimes, it seems, evolution can indeed be better than revolution.

FACTS AT A GLANCE CAR: Peugeot 308 HDi range PRICES: £13,295-£20,045 - on the road INSURANCE GROUPS: 6-13E CO2 EMISSIONS: 118-132g/km PERFORMANCE: [1.6 HDi 110] 0-60mph 11.3s/ Max Speed 118mph FUEL CONSUMPTION: [1.6 HDi 110] (combined) 60.1mpg STANDARD SAFETY FEATURES: seven airbags / ABS & EBD WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Height mm 4276/1815/1498

REAR OF THE YEAR
Peugeot's 407SW Shows That Jaw-Dropping Looks And Estate Practicality Needn’t Prove Mutually Exclusive. Andy Enright Reports

Opt for a medium range estate car and you’re usually somewhere in the automotive hierarchy below white van man but above those who weld written off cars together and sell them to pensioners. In other words, there’s not a whole lot of prestige attached to a load lugger without a premier league badge. Most of the time you’re expected to put up with something dull but worthy, a car that utterly blends into the background. Unless, that is, you’ve just ticked the box marked ‘Peugeot 407 SW’.

Love it or hate it, you can’t have helped but notice the Peugeot 407 saloon. It’s a car that looks utterly stunning from some angles and decidedly odd from others. Much of this is due to the perceived imbalance between the long front end and the abbreviated tail. Imagine getting shot of the notchback rear and instead stretching the 407 back as if it had been squeezed out of a very big tube of toothpaste. That’s the effect you get with the SW version (priced at an £1,200 premium from £16,900) and it looks nothing less than sensational. For those of you accustomed to medium range estates being saloon cars with a hunched fenestration on the back and all the aesthetic elegance of a conservatory mounting your vehicle, it comes as a welcome change. The latest cars also have a chrome grille to mark them out. It’s not all about good looks either. As Alfa Romeo and Lexus have shown, it’s quite easy to build a great looking ‘sportshatch’ style estate but end up with little or no space advantage over the saloon it was based on. The 407 SW tacks another 87mm onto the rear overhang and features a tailgate with a very low and practical load height. Lift the fifth door and there’s a respectable amount of room, Peugeot’s designers concentrating on sheer utility. The load bay is never less than 1,100mm wide and the front passenger seat can fold forwards, allowing items up to 2,700mm to be carried. Two side storage pods in the load bay also allow gear to be stowed well out of harm’s way. A solid carpeted cover aids security by keeping what’s in the load bay out of sight of prying eyes.

"The 407SW looks like some sort of terrain hugging missile; low, sleek and streamlined"

The rear seats split in a 66:33 fashion and fold virtually flat to the floor without the tedious necessity to remove the head restraints. Thus equipped there’s a 1,700mm load length. A full five seater, the 407SW features a number of thoughtful features designed to make the car easy to live with. As touched upon before, the rear loading lip is only 61cm from ground level and shorter drivers will appreciate the strap that dangles from the tailgate. The luggage bay incorporates a soundproof membrane to isolate road and suspension noise and includes four support bars so that heavy suitcases can easily be slid in and out without risking a herniated disc. Options include a ski flap, luggage nets and a six CD autochanger and JBL bass box which are mounted adjacent to one of the side luggage bins. Peugeot have concentrated on keeping their trademark supple ride and like the saloon, the 407 SW is fitted with 16" wheels with 205/60 R 16 tyres, or 17" wheels with 215/55 R 17 tyres. The 407 is also their 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, Peugeot have raised the bar again. Three petrol engines and four diesel units are offered, the diesels including a particulate emission filter rendering them compliant with Euro4 standards. These HDi diesels consist of a 1.6-litre unit that cranks out 110bhp and 240Nm of torque (260Nm of temporary ‘overboost’), a 2.0-litre powerplant that develops 136bhp and 320Nm of torque (340Nm on overboost), a 2.2-litre 170bhp unit with twin turbocharged performance and a 2.7-litre V6 with 205bhp and 447Nm. It’s through a strategic link with Ford that Peugeot have access to this 2.7-litre V6 HDi engine, a unit that first saw service in Jaguar’s S-TYPE. 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 Tiptronic System control. The 160bhp 2.2-litre engine is probably a better candidate and it features a six speed manual gearbox. Peugeot have set something of a precedent to follow with some very good previous Euro NCAP crash test results but the 407 again takes 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. Up to nine air bags can be specified – twin fronts, side, curtain and steering column units offer optimum protection. The Peugeot 407 SW will sell to many on the strength of its looks alone. It looks like some sort of terrain hugging missile; low, sleek and streamlined. Fortunately it’s not all good looks and no substance. With a cleverly designed luggage bay and a crop of excellent engines, Peugeot could well have a surprise winner on their hands.

FACTS AT A GLANCE CAR: Peugeot 407 SW range PRICES: £16,900 - £26,250 on the road INSURANCE GROUPS: 8-16 CO2 EMISSIONS: 145-233g/km PERFORMANCE: [3.0] Max Speed 147mph FUEL CONSUMPTION: [110bhp HDi] (urban) 36.9mpg/ (extra urban) 57.9mpg / (combined) 48.1mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS, ESP WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4763/1811/1445

BLOWING IN
The Peugeot 207 GT THP 150 is one of the most significant small cars the French company has made in quite some time. Andy Enright explains why

If, like me, you were raised on a diet of Peugeot hot hatches that left the opposition trailing in their wakes, I can understand if you’re a little underwhelmed by the 207 GT THP 150. No, really. If you’re after a state of the art road rocket that’ll keep supercars honest on a twisty lane, this isn’t the car. The problem is that such hot hatches are now getting beyond the reach of most of us. Whilst I’d love a Golf R32, I don’t have £24,000 knocking about. Even the £20,000 required for a Vauxhall Astra VXR or a decently specified Ford Focus ST is a stretch for many and in terms of real world motoring, the 207 GT THP 150 is an intriguing choice.

Priced at just £14,475 on the road, this 1.6-litre turbocharged Peugeot is not only affordable but makes sense in terms of ongoing running costs. For younger drivers who have graduated out of something like a Citroën C2 VTR, it’s a logical next step and is a whole lot more insurable than, say, a Civic Type-R or a Renaultsport Clio 197. Although it isn’t going to make the cover of evo magazine, it is, nevertheless, a respectably quick supermini and one that’s very significant in its own way. This is the first time that a petrol-engined Peugeot supermini has been fitted with a turbocharger since the legendary 205 T16, the car that carried the likes of Ari Vatanen to Group B rally victories in the Eighties. If you had to take a stab at who partnered Peugeot in the development of this engine, I think you’d need quite a few guesses before you came up with the name BMW, yet the Munich company have helped foot R&D costs for this powerplant, an engine which develops its 150bhp peak power output at a heady 5,800rpm, although the peak torque of 180lb/ft chimes in at an accessible 1,400rpm.

"The 207 GT THP 150 is but the first step in Peugeot’s reclaiming of the performance hatch high ground. There’s more to follow"

This translates into an ability to step off the line pretty smartly, the 207 GT THP 150 getting to 60mph in 8.4 seconds, which is quick, if not concussive. For more power, you’ll need to find a few hundred pounds more for the 175bhp GTi model, which gets to sixty in 6.9s. In either of these variants, as long as you’re a little more restrained with the right peg, you should see around 40mpg combined fuel consumption and emit around 170 grammes of carbon dioxide per kilometre. The 207 GT THP 150 is an undeniably handsome piece of styling, the big front grille now starting to rest easier on the eye than when it was first introduced and the elegantly tapered rear profile gives the car a squat, dynamic stance on the road. This is helped in GT THP 150 guise by 17-inch alloy wheels which fill the wheel arches quite convincingly and when finished in white, it’s a real head turner, looking like an émigré from a rally stage in the best Peugeot tradition. In case you’re wondering how the BMW and Peugeot tie up came about, it’s basically a technology sharing arrangement. The Germans needed a new engine for the MINI range that was cleaner and more modern but they weren’t over-endowed with a tradition of building great small engines. They turned to Peugeot, who gained access to a lot of BMW’s high tech six-cylinder engine building prowess that they could adapt to four-cylinder designs. Much of the 207 range is to be based around a version of this powerplant, with the normally-aspirated 120bhp VVT version catering for the bulk of sales. This 150bhp turbo unit will sell to ‘warm hatch’ customers and there’ll be an even hotter version knocking out around 200bhp earmarked for the 207 GTi. Sitting inside the 207, you can immediately sense that this car is far removed from the old 206 in terms of its quality and elegance. Plus the 207 is head and shoulders above its equivalent 206 model in terms of refinement. The graceful centre panel houses all the usual heating, ventilating and audio switches while the binnacle behind the steering wheel features three circular dials, mirroring those usually seen on a motorcycle. The overall effect is very pleasing and gives the impression of a very up-market product. The front seats are very comfortable and appear to give good support. In the rear, as with most vehicles in this sector, the available space is rather limited to the size of the passenger and driver seated in the front. With the front seats fully extended backwards, the space in the back can be a bit restricted. One major plus point is that the A-pillars seem a little thinner than in the 307 and thus impede visibility far less. Equipment levels? The GT THP 150 is well specified, although it is only offered as a three door model. Expect six airbags, anti lock brakes with brake assist and brakeforce distribution, electronic stability control, tyre pressure sensors, two ISOFIX three-point rear child seat mountings, electric windows, a Thatcham class 1 alarm with deadlocks, automatic static directional headlamps and wipers, dual zone climate control air conditioning, a panoramic "Cielo" glass roof with sunblind, a steering column adjustable for reach and rake, height adjustable driver and passenger seats and half leather trim. That’s quite a list for under £15k. In addition, each vehicle is equipped with a fragrance diffuser which is discreetly incorporated into the fascia panel and dispenses one of seven selectable fragrances to keep the interior of your 207 smelling sweetly. Each fragrance has been specially developed by a leading French perfume supplier. The Peugeot 207 GT THP 150 is a car that offers a lot of fun for not too much money. Target customers will appreciate a well taken corner and will enjoy a spirited cross country drive but won’t want to be crippled with stinging running costs. Instead of just adding more horsepower to the hot hatch formula, Peugeot have come up with something that all round, makes a lot more day-to-day sense. Let’s hope it finds favour.

FACTS AT A GLANCE CAR: Peugeot 207 GT THP 150 PRICE: £14,475 - £15,075 – on the road INSURANCE GROUP: 11 CO2 EMISSIONS: 166g/km PERFORMANCE: 0-60mph 8.7s / Max Speed 131mph FUEL CONSUMPTION: (combined) 40.3mpg STANDARD SAFETY FEATURES: Twin and side airbags, ABS with EBD and EBA, ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4030/1720/1472

SEVEN UP
Peugeot’s 207 has a lot to live up to. Andy Enright assesses what contribution the HDi diesel models will make…

Talk about the big build up. Having to follow the phenomenal success story that was the 206 is a task that would be beyond most cars. Peugeot has stepped up to the plate with the 207, a model that’s bigger and, they trust, better in almost every way. Pivotal to the success of the 207 range are the diesel models and the French company hasn’t taken the task of developing top notch small capacity diesel engines lightly. Small wonder that BMW came knocking when looking for a company to show it how to build such units.

Peugeot are offering a choice of three diesel engines. These consist of second generation common-rail high-pressure direct injection powerplants and start with a 1.4-litre HDi producing 70bhp. This is followed by a 1.6-litre HDi 16-valve delivering 90bhp and a range-topping version of the same engine with a variable geometry turbocharger that helps it produce 110bhp. All these units are a result of the joint venture between PSA Peugeot Citroën and BMW Group, the 207 being the first Peugeot model to use them. You’ll also find a version in the MINI range in case you were wondering what BMW get from the deal. Although few can hold a candle to the Germans when it comes to producing larger diesel engines, engineering a high-efficiency compact unit takes more than just lopping a couple of cylinders off or whittling the engine’s capacity down. Fiendishly complicated non-linear thermodynamics mean that, although the principles are the same, the practice of building a small diesel is quite different and Peugeot has long been at the forefront of this particular field. These diesel engines are a case in point. The 1.4-litre engine features a combined economy figure of 62.7mpg and will get to 60mph in 15.1 seconds, not bad considering the size of the 207 – it’s a big hunk of metal. Step up to the 90bhp 1.6-litre and fuel consumption remains identically healthy at 62.7mpg again but it’s usefully pacier, breaching 60mph from rest in 11.5 seconds. Model for model there’s a £1,100 premium to move from 1.4 to 1.6-litre cars. Finally, there are the most interesting models of the lot – the 1.6-litre 110bhp cars. Fuel consumption here is trimmed to 58.7mpg but this engine will allow the 207 to hit 60mph in 10 seconds dead and keep going to 120mph. Three trim levels are offered in this guise, SE, Sport and the more aggressive looking GT.

"The 207 is at its best when there’s a diesel engine nestling under its bonnet"

The 207 HDi 110 GT is an undeniably handsome piece of styling, the big front grille now starting to rest easier on the eye than when it was first introduced and the elegantly tapered rear profile gives the car a squat, dynamic stance on the road. This is helped by 17-inch alloy wheels which fill the wheel arches quite convincingly and when finished in white, it’s a real head turner, looking like an émigré from a rally stage in the best Peugeot tradition. The chromed fog lamps peer beadily out from each side of the grille and while it’s neither as pretty nor as cohesive a piece of styling as the 206, it undeniably has more presence. The engine lacks a tiny bit of torque at the very bottom of its rev range but it pulls strongly thereafter, reminding you to give it a little more in the way of revs than you often would with a turbodiesel hatch. Think of it as Peugeot’s way of keeping you on your mettle. Everything about the 207 feel better the harder you drive the car. The rather numb electrically-assisted power steering weights up very nicely when you get your game face on and the suspension offers far better composure than the old 206. The 207 is also a whole lot easier to see out of than its predecessor. Sitting inside the new 207, you can immediately sense that this car is far removed from the 206 in terms of its quality and elegance. Plus the 207, even in its most basic trim level, is head and shoulders above its equivalent 206 model in refinement. The elegant centre panel houses all the usual heating, ventilation and audio switches and the binnacle behind the steering wheel features three circular dials, mirroring those usually seen on a motorcycle. The overall effect is very pleasing and gives the impression of a very up-market product. The front seats are comfortable and appear to give good support. In the rear, as with most vehicles in this sector, the available space is rather limited to the size of the passenger and driver seated in the front. With the front seats fully extended backwards, the space in the back can be a bit restricted. This is the 207’s Achilles heel and families would do well to consider that despite being the joint biggest car in the class on the outside, the 207 comes plum last when it comes to rear seat space. Safety has been designed into the 207 and the car has earned a five star rating from the EuroNCAP tests. The 207’s front end contains two impact absorption structures borrowed from the 407 that distribute impact energy more efficiently in the event of a collision. Sill reinforcements and tubular bars in the doors aid structural rigidity. Numerous airbags are installed in the 207 and the front two ‘adaptive’ airbags have a dual-generator function that can vary their pressures according to the severity of the impact. Side airbags and curtain airbags also feature as standard or as an option, depending on the model level. All 207s are fitted with two 3-point Isofix mountings in the rear outer seats, each of which can accommodate a child’s Isofix car safety seat. The 207 will have its work cut out to replicate the success of its predecessor but it gets a decent start with these three diesel-engined models. There are some very talented rivals about, not least of which is Renault’s latest – and very spacious – Clio but Peugeot are confident of history repeating. Time will tell.

FACTS AT A GLANCE CAR: Peugeot 207 HDi diesel range PRICES: £9,995-£17,112 – on the road INSURANCE GROUPS: 3-7 CO2 EMISSIONS: 120-126g/km PERFORMANCE: [1.6 110] 0-60mph 9s / Max Speed 120mph FUEL CONSUMPTION: [1.6 110] (urban) 47mpg / (extra urban) 68.9mpg / (combined) 58.8mpg STANDARD SAFETY FEATURES: Twin and side airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4030/1720/1472

CRANKING UP THE PRESSURE
Peugeot’s record of building hot hatches is second to none. How does the 207 stack up in GTi THP 175 guise? Andy Enright reports

Ask most people what they consider the definitive hot hatch and there will often be a split between the Volkswagen Golf GTi and the Peugeot 205 GTi. Both camps have a loyal following and both can point to more recent spells in the histories of their respective companies when the hot hatch offerings have been less than stellar. Just as Volkswagen has returned to a rich vein of form with its latest Golf GTI, so Peugeot is looking to follow suit. Their the 207 GTi THP 175 expects to write the next – and somewhat happier – chapter in their history of small performance cars.

The THP (Turbo High Pressure) engine is part of the reason why this car looks set to succeed. Developed in conjunction with BMW, it’s a smart piece of engineering and gives the GTi the grin factor that’s been missing for too long from hot Peugeot tots. The 1.6-litre turbocharged ‘Prince’ powerplant has a good deal going for it. Anybody who drove the old 206 GTi 180 will be amazed at this engine’s tractability and smoothness right across the rev range. There’s none of that bog and surge characteristic that afflicts many turbocharged engines and although it’s down a few bhp on the 206 at 175bhp, it’s nevertheless a far quicker car in real world conditions. It’ll get to 60mph in 6.9 seconds, which is over half a second faster than the old 206 GTi 180, and will run onto a top speed of 137mph where conditions allow. Peak torque of 244Nm is available from only 1,600rpm all the way up to 4,500rpm but a transient ‘overboost’ function allows for 264Nm for short periods, again a massive improvement on the 206 GTi 180’s 206Nm showing.

"The ride and handling issues have been nicely sorted and the evolutionary styling is very easy on the eye"

As indeed is ride and handling. Where the 206 was crashy and nervous at the limit, the 207 feels a whole lot more supple and confidence-inspiring. ESP stability control is fitted as standard and can be switched off if you really want to cut loose but we’d recommend a race circuit or an airfield. A clever steering system automatically countersteers when the ESP electronics detect one side of the car on a slippery surface, reducing braking distances and maintaining directional control. The five-speed gearbox bucks the trend for six ratios but suits the power delivery of the THP engine very well. If you’re expecting a car with the visual flair to match its rather extrovert performance, the 207 GTi THP 175 might come as a slight disappointment. I must admit I like its rather low-key look. There are 17-inch alloys wheels, a small spoiler at the top of the rear window, twin chrome exhausts and some satin black finishing but it won’t turn too many heads. That’s not to say the styling isn’t handsome or deft, it’s just not in any way braggardly. The 207 represents a big improvement over the 206 in terms of perceived quality. The materials in the cabin look and feel sturdy with no obvious flaws in terms of the way it all fits together. The lower specification models lack some of the fancy detailing you get as you ascend the range but the interior of a 207 is generally a pleasant place to be. Rear legroom is not as good as in some rivals, although there’s a trade-off in the shape of a 310-litre boot capacity and the design of the standard ventilation control panel looks a touch dated. This GTi model feels a little more upmarket with its alcantara-trimmed bucket seats for four but if you were expecting something radically different to the 206, you’re not really getting it. It feels better screwed together and visibility out of the car is a good deal better but the wheel, the ventilation controls and a lot of the minor switchgear look very familiar. Priced at £15,395 on the road, the 207 GTI THP 175 will instantly be compared to Clio Renaultsport 197 which tacks another £600 onto that price and offers a rather more intense driver focus. Many will prefer the slightly more languid engine response of the Peugeot and it certainly feels a more mature car and more pleasant to drive at anything other than ten-tenths. It’s strongly equipped too. The nicely-trimmed sports seats are the first thing you’ll spot when dropping into the cabin but there’s also rear parking sensors, elliptical headlights, a cruise control with speed limiter (handy for negotiating SPECS camera zones) and dual zone climate controlled air-conditioning. There’s also tyre pressure sensors, folding electric door mirrors and an electrochromatic interior mirror that dims when high-beam lights are shone at it. Six airbags are fitted as standard and there are two ISOFIX child seat mountings in the back. Awarded a maximum five stars in the Euro NCAP test for adult occupant protection, the 207 GTi is as safe a hot hatch as you’re likely to be able to buy. All too often, the appeal of driving a hot hatch is rather tarnished by some surprisingly hefty costs. I remember driving a Ford Focus ST enthusiastically across the South Downs and then being rather horrified to realise I was getting 12mpg from it. The Peugeot 207 GTi THP 175 is different, offering a published combined fuel economy figure of 41mpg. Granted, these manufacturer figures are nigh-on impossible to replicate in the real world but even normal driving should see better than 30mpg on a day in, day out basis. Emissions are also surprisingly good for a car with this level of performance. The 171g/km figure is better than something like a 1.6-litre Hyundai Matrix and way better than the 209g/km that the hot Clio chugs out. That’ll be enough to swing the balance for many company car user choosers. Devoted fans of the 205 GTi would have wanted Peugeot to have built a scalpel sharp hatch that delighted the enthusiast and rapped the knuckles of disrespectful drivers. The 207 GTi THP 175 is not that car. What buyers do get is a wonderfully user-friendly model that removes most of the objective impediments to hot hatch ownership but which can switch from benign to bullish with very little fuss. It’s competent, but is it exciting? That may well be the issue for those looking for a real adrenaline rush. Otherwise there’s very little to complain about. The ride and handling issues have been nicely sorted and the evolutionary styling is very easy on the eye. Safe, acceptably well screwed together and with plenty of space, the GTi THP offers a tantalising glimpse of what Peugeot could do if it really took the gloves off. If you want a quick and entertaining car that doesn’t impose itself on you in the way more focused hot hatches tend to, this 207 remains an option.

FACTS AT A GLANCE CAR: Peugeot 207 GTI THP 175 PRICE: £15,395 - on the road INSURANCE GROUP: 15 CO2 EMISSIONS: 171g/km PERFORMANCE: 0-60mph 6.9s / Max Speed 137mph FUEL CONSUMPTION: (combined) 41mpg STANDARD SAFETY FEATURES: Six airbags, anti lock brakes, electronic stability control, steering stability program, ISOFIX child seat fixings WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4035/1720/1460

SURPRISE PACKAGE
The New Peugeot 207 Urban Entry Level Model Has A Lot To Recommend It. Steve Ghosley Explains…

It would be quite normal to feel that you’ve drawn the short straw when you climb behind the wheel of an entry level model in a new car. Normal, but in the case at least of Peugeot’s 207 Urban, completely wrong. Far from being the variant to avoid in the French company’s latest supermini line-up, the pleasant surprise is that in entry-level Urban guise, the 207 offers an appealing package as well as giving a lot for your money.

Peugeot are taking care that the 207 is priced closely to key competitors like Renault’s latest Clio and Fiat’s Grande Punto. That’s despite the fact that they claim their latest model sets fresh class standards in terms of trim quality and equipment levels, even in this entry level model. We’ll get to that. First, the design of the 207. It follows the corporate image seen on other models in the range like the 307 and 407, with the large ‘smiling’ grille and sharky front light cluster which extends almost back to the ‘A’ pillar on the 207. The neat styling has shades of 206 about it, yet the car is completely different, based on the company’s ‘Platform 1’ floor pan which it shares with the 1007. The striking and rather sporty look, which was designed in-house by Peugeot’s own stylists, should ensure a strong customer following. The Urban is offered in both 3-door and 5-door hatchback forms, the clever design ensuring that the 5-door loses none of the sporting style that is inherently built into the car. Peugeot is building the 207 at three sites in France, Spain and Slovakia, ensuring that when sales start to ramp up, they’ll have sufficient capacity to meet the demand.

"On the road is where the 207 really shows its mettle, especially in the petrol form"

With the Urban, there’s a choice of either a 1.4-litre petrol engine or a 1.4-litre HDi diesel unit. The petrol model is an 8-valve engine producing 75bhp whereas the diesel offering is a second generation common rail high-pressure direct injection powerplant producing 70bhp. The diesel model completes the 0-62mph sprint in 15.1 seconds and goes on to a maximum speed of 103mph. The 1.4-litre petrol-powered model reaches 62mph in 15.6 seconds and has a similar top speed of 104mph. It’s in the economy and environmental arenas that the diesel model has the beating of its petrol sibling. On the combined cycle, the 1.4-litre petrol averages 44.8mpg, against the diesel’s impressive 62.7 and there is a similar difference with the CO2 emissions figures of 150g/km for the petrol model and 120g/km for the diesel. On the road is where the 207 really shows its mettle, especially in petrol form. Surprisingly, the 1.4 petrol is probably the best unit in the range. It revs easily and really sings when driven hard. The steering, ride and handling are superb on both cars and they are great fun to drive especially on twisty, hilly roads, the petrol model just shading the diesel on agility through the bends. Sitting inside the new 207 Urban, you can immediately sense that this car is far removed from the 206 in terms of its quality and elegance. Plus the 207, even in this entry level model, is head and shoulders above its equivalent 206 model in refinement. The elegant centre panel houses all the usual heating, ventilating and audio switches and the binnacle behind the steering wheel features three circular dials, mirroring those usually seen on a motorcycle. The overall effect is very pleasing and gives the impression of a very up-market product. The front seats are very comfortable and appear to give good support. In the rear, as with most vehicles in this sector, the available space is rather limited to the size of the passenger and driver seated in the front. With the front seats fully extended backwards, the space in the back can be a bit restricted. And the equipment levels - are they really class-leading? It depends how you look at it. The Urban model does come surprisingly well kitted out with features that include power steering, remote control central locking with deadlocks, electric front windows with one touch operation for the driver, stereo radio and CD player, driver and passenger seat height adjustment as well as 60/40 split folding rear seats. A sophisticated braking system is also standard on this car featuring ABS with EBFD (electronic brakeforce distribution) and EBA (electronic braking assistance) ensuring the 207 stops quickly and in a control manner. Other rivals can match this tally at affordable prices but arguably, the quality of the Peugeot’s trim is better. Safety has been designed into the 207 from its conception so it was no surprise that it earned a five star rating from the EuroNCAP tests. The 207’s front end contains two impact absorption structures borrowed from the 407 that distribute impact energy more efficiently in the event of a collision. Sill reinforcements and tubular bars in the doors aid structural rigidity. Numerous airbags are installed in the 207 and the front two ‘adaptive’ airbags have a dual-generator function that can vary their pressures according to the severity of the impact. Side airbags also feature as standard on the Urban model. All 207s are fitted with two 3-point Isofix mountings in the rear outer seats, each of which can accommodate a child’s Isofix car safety seat. The Peugeot 206 was a tough act to follow yet the 207 looks like a star in the making. It is beautifully styled and extremely well put together. The doors shut with a reassuring "clunk" just like a Mercedes-Benz or BMW. Even with this entry level model you feel cosseted in a classy car. The Peugeot 207 Urban could prove to be the surprise package of the range.

FACTS AT A GLANCE CAR: Peugeot 207 Urban range PRICES: £9,095 - £10,595 INSURANCE GROUPS: 3 CO2 EMISSIONS: 120-150g/km PERFORMANCE: [1.4 petrol] 0-60mph 15.6s / Max Speed 104mph FUEL CONSUMPTION: [1.4 petrol] (urban) 33.6mpg / (extra urban) 56.5mpg / (combined) 44.8mpg STANDARD SAFETY FEATURES: Twin and side airbags, ABS with EBFD and EBA WILL IT FIT IN YOUR GARAGE?: Length/Width/Height mm 4030/1720/1472

2.2 GOOD TO BE TRUE
Prepare To Have Your Preconceptions Of What Makes A Mid Range Peugeot Challenged By The Striking 407, Especially In 2.2-Litre Guise. By Andy Enright

Medium range saloon cars can be any number of things. Cheap, pretty, bland, quick, slow, comfortable, and sporty all have their place. One attribute that mass manufacturers have shied away from is challenging. Safe sells in a sector where the key purchaser was often a beady eyed fleet manager.

Nowadays, things are a whole lot different and in order to differentiate themselves in a tough market place, these cars need to have a distinct edge. The Peugeot 407 certainly weighs in with ‘distinctive’ on its side. The latest car features a chrome grille to mark it out from previous iterations but elsewhere, the looks will continue to divide opinion. From some angles the 407 looks utterly sensational. Viewed in profile, that long bonnet and stub tail have definite elements of Ferrari, even if the car was styled, not by Pininfarina (who do most of the styling work for the Maranello company and a bit on the side for Peugeot) but by a team of in house stylists. Whether you deem it a homage or a knock-off, there’s little doubt that the 407 has genuine head turning aesthetics. Walk a few degrees off the side view and things get a little less easy on the eye, the long front overhang looking a little lugubrious and the gaping maw of a grille dominating the frontal aspect. The tail end is very neat indeed although as a result of the stylish truncation at the back, the 407’s boot isn’t the biggest in class. The 160bhp 2.2-litre petrol engine that powers the mid-range 407 Sport model we’re looking at here will be familiar to 406 customers, powering as it did the sporting SRi version, and it’s a very good unit. Zippy enough to entertain in a straight line, it’ll make 60mph in 10.1 seconds and run on to a top speed of 136mph, helped in no small part by the 407’s very slippery shape. Fuel economy is surprisingly good for a peppy petrol powerplant in what is a deceptively large car, the 407 2.2 returning a creditable 31mpg on the combined cycle. Emissions aren’t this 407’s strongest suit, although the 214g/km figure won’t preclude it from business buyers who are genuinely sold on the look and feel. The 407 marks a very definite sea change in Peugeot’s philosophy towards mid range cars. Whereas before, cars like the 405 (and, to a slightly lesser extent, the 406) were imbued with the small car liveliness upon which the French company has latterly forged its reputation, the 407 feels as if it has a whole lot more ‘big-car’ Peugeot in the DNA. Given that the 607 from which these genes are passed on hasn’t exactly been a stellar success for Peugeot, is this cause for concern?

"Right from the outset the investment in quality is manifest"

Perhaps Peugeot have merely been very astute in seeing where this section of the market is heading. For a few years now, what’s been termed the ‘medium range mainstream sector’ has been steadily diminishing, sales eroded by smarter and more practical mini-MPV style vehicles from below, smaller prestige models from above and shrinking fleet volumes. Cars like the 406, the Ford Mondeo, the Vauxhall Vectra and the Renault Laguna which were once some of the UK’s strongest selling cars have seen sales dwindle. It must be frustrating for the manufacturers who, having poured enormous budgets into creating what are some of the most impressive vehicles on the road today, saw profits vaporising before their very eyes. It didn’t help that the current crop of Japanese rivals such as the Honda Accord, the Mazda6 and the Toyota Avensis are looking stronger than ever. With this in mind, Peugeot realised that in order for the 407 to make respectable sales, it couldn’t be just another bland repmobile. As a result the styling is bold, the interior quality is unarguably better than an entry-level Mercedes and the driving characteristics have matured to suit a customer who neither wants to corner on the door handles nor feels the necessity to have a prestige badge as an ego prop. In order to carry off this tricky balancing act, the 407 needed to be very carefully priced and the 2.2-litre model looks to have this right on the money, so as to speak. Prices for the well-equipped Sport model kick off at £19,350 for the saloon and SW estates are offered at a £1,200 premium. When stacked up against rivals from Ford, Vauxhall and Renault, those prices look reasonable - especially when you check out the Sport equipment list which delivers half leather seats, a CD autochanger, rear parking sensors and a Bluetooth hands free telephone kit. Right from the outset, the investment in quality is manifest. The half leather seating of our test car felt better and seemed of higher quality than many of the bargain basement full leather trims fitted to upper-spec mid range saloons and the seats had enough lateral grip and were comfortable. The steering wheel is trimmed in leather but featured neat cut outs for the thumbs. The dashboard follows the trend for ‘waterfall’ centre consoles on which most of the major instruments are placed and sees a welcome move away from the rattly hard plastic ventilation and air conditioning controls that have blighted many Peugeots of yore. Expensively slush moulded plastics yield to the touch along the top of the dashboard whilst there are classy looking appliqué strips along the dash and doors to brighten the interior ambience a little. The Peugeot staple of chrome-ringed dials and a chrome and leather trimmed gear knob are also evident. Thankfully the steering wheel is a little better looking than some of the blandly bulging tillers fitted to many Peugeots. Some thought has gone into this cabin. The simple view that this car will stand or fall on the basis of its styling perhaps underestimates Peugeot’s appreciation of what today’s medium-range saloon customer is after. In a market where conservatism has traditionally been the watchword, the 407 looks like a breath of fresh air. What’s more, it makes the latest Audi, BMW and Mercedes junior executive models look like the conservative old guard. The 407 2.2-litre emerges as a car that’s genuinely desirable in ways you would never have originally expected. Challenging, surprising, and beautifully built will be more than enough to give Peugeot a sizeable slice of the cake.

FACTS AT A GLANCE CAR: Peugeot 407 2.2-litre petrol range PRICES: £19,350-£20,550 on the road INSURANCE GROUPS: 13-15 CO2 EMISSIONS: 214g/km PERFORMANCE: 0-60 10.1s / Max Speed 136mph FUEL CONSUMPTION: (combined) 31mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS, ESP WILL IT FIT IN YOUR GARAGE?: [saloon] length/width/heightmm 4676/1811/1445

ALL WORK ALL PLAY
The Peugeot 207 m:play offers MP3 music compatibility at budget supermini pricing. Jonathan Crouch reports

In-car entertainment has assumed great importance in recent years, especially amongst budget buyers. These, after all, are the kind of people likely to stump up for an affordable runabout, then find that they can’t play their MP3 music files whilst inside it. Disaster.

Hence the announcement of this car – the special edition Peugeot 207 m:play. As you might guess from the name, its headline feature is a radio / CD player with a built in MP3 connector located in the glovebox. While the marketing team were at it, they reasoned that the type of younger buyer likely to be bothered about MP3 compatibility would also like to see features like air conditioning, sports seats, a leather steering wheel and special m:play carpet mats. So all this kit is included for a starting price beginning at £10,645 for the three-door or £600 more if you want the five-door bodystyle. As a guide, that’s about £1,000 more than the equivalent S variant from the standard range. Buyers of this special edition get to choose between three colours: Flamenco Red, Lacerta and Neysha Blue. Sitting inside the 207, you can immediately sense that this car is far removed from its 206 supermini predecessor in terms of its quality and elegance. Plus the 207, even at this fairly basic trim level, is head and shoulders above its equivalent 206 model in refinement. The elegant centre panel houses all the usual heating, ventilating and audio switches and the binnacle behind the steering wheel features three circular dials, mirroring those usually seen on a motorcycle. The overall effect is very pleasing and gives the impression of a very up-market product. The front seats are very comfortable and give good support. In the rear, as with most vehicles in this sector, the available space is rather limited to the size of the passenger and driver seated in the front. With the front seats fully extended backwards, the space in the back can be a bit restricted.

"Even if you aren’t one of the ipod generation, this special comes with a desirable package of features that could make it worth considering …"

The air-conditioning system that’s available with the m:play is the more basic of the two on offer across the range, a dual zone manual set-up. Still, it does the job. One feature we especially liked is the 207’s fragrance diffuser which is discreetly incorporated into the fascia panel and dispenses one of seven selectable fragrances to keep the interior of your car smelling sweetly. Each fragrance has been specially developed by a leading French perfume supplier. Under the bonnet, there’s an eight valve 1.4-litre petrol engine that enables the car to reach 62mph in 15.6 seconds on the way to a top speed of 104mph. At the pumps, this car should average 44.8mpg, while the CO2 emissions figure is 150g/km. On the road is where the 207 really shows its mettle, especially in petrol form. Surprisingly, the 1.4 petrol is probably the best unit in the mainstream range. It revs easily and really sings when driven hard. The steering, ride and handling are superb and this car is surprisingly fun to drive especially on twisty, hilly roads. Safety has been designed into the 207 and the car has earned a five star rating from the EuroNCAP tests. The 207’s front end contains two impact absorption structures borrowed from the 407 that distribute impact energy more efficiently in the event of a collision. Sill reinforcements and tubular bars in the doors aid structural rigidity. Numerous airbags are installed in the 207 and the front two ‘adaptive’ airbags have a dual-generator function that can vary their pressures according to the severity of the impact. All 207s are fitted with two 3-point Isofix mountings in the rear outer seats, each of which can accommodate a child’s Isofix Overall, this 207 looks the part, is well put together and is definitely a class above the 206. If you need convincing, just shut one of the doors. They close with a very reassuring ‘thunk’. The same as you would experience with a Mercedes-Benz or BMW. As for the m:play version, well even if you aren’t one of the ipod generation, this special comes with a desirable package of features that could make it worth considering if the right dealer offer is on the table.

FACTS AT A GLANCE CAR: Peugeot 207 m:play PRICE: £10,645 – on the road INSURANCE GROUP: 3 CO2 EMISSIONS: 150g/km PERFORMANCE: 0-60mph 15.6s / Max Speed 104mph FUEL CONSUMPTION: (urban) 33.6mpg / (extra urban) 56.5mpg / (combined) 44.8mpg STANDARD SAFETY FEATURES: Twin and side airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4030/1720/1472

TWO’S COMPANY
The 2.0-Litre Version Of Peugeot’s 407 is a Difficult Car To Ignore. Jonathan Crouch Explains Why…

Peugeot has no fewer than four different petrol-engined offerings in its 407 line-up. There is, however, no doubt as to which represents the best all-round value: the 2.0-litre version featured here.

This unit develops exactly the same power output (136bhp) as the 2.0-litre HDi diesel model you might also consider. The problem with this diesel variant however, is its £1,100 price premium, an amount that lower mileage users might find hard to claw back at the pumps (where the 2.0-litre petrol model travels 14 miles fewer on every gallon). And while we’re talking of price premiums, let’s also talk about the £2,000 Peugeot are asking for buyers to trade up from 2.0-litre petrol to 2.2-litre petrol motoring. Given that the power output rises by 24bhp to 160bhp and the 2.2-litre comes in dynamic Sport trim, it might seem like a small price to pay but the reality is that the performance gains you get are small. Rest to sixty in the 2.2-litre petrol model takes 10.1s (as opposed to 10.3s for the 2.0 petrol), while maximum speed for the bigger-engined car is just 5mph more at 136mph. Against that, there’s a 3mpg penalty in average fuel consumption for 2.2-litre petrol buyers and a massive 20g/km drop in emissions. So, does all of that represent a point proved in the 2.0-litre petrol 407’s favour? Well, of the remaining three engines available to 407 buyers, two are just too slow (the 1.8-litre petrol and 1.6 HDi diesel take a yawning 13 seconds to reach sixty from rest) and one will prove too expensive for most to buy, in the case of the 2.7-litre V6 HDI.

"You’d have to award a points victory on pricing performance to Peugeot …"

It’s one thing of course to talk about the 407 2.0-litre petrol model being the best buy in its model range. Quite another, of course, to talk of its being a ‘best buy’ in its market sector. After all, this is a market sector full of talent, with cars as good as Ford’s Mondeo, Vauxhall’s Vectra, Renault’s Laguna, Honda’s Accord, the Mazda 6 and Toyota’s Avensis to name but a few. So how does this 407 stack up against such impressive opposition? Well, let’s start with the sticker price. Peugeot’s 2.0-litre petrol 407 model is available solely in SE trim at prices starting from £17,390 for saloon. For a premium of around £1,100, there’s also a stylish estate variant, the SW, for those in search of extra versatility. These prices are the roughly the same or lower than those being asked for equivalent versions of the competition. All makers will be prepared to talk turkey when it comes to discounts of course – but then, so will Peugeot’s dealer network. Not many of the rivals have quite have the same feeling of quality as a 407, however, so you’d have to award a points victory on pricing performance to Peugeot. When it comes to on the road performance, the picture is less clear-cut. The 2.0-litre petrol 407 has one of the higher top speeds of equivalent cars in the sector (131mph) but one of the slower rest to sixty times (10.3s). When it comes to running costs, the figures sit at about the average mark, with a 36mpg fuel consumption average and a 192g/km emissions return. You could say much the same about handling. Don’t expect a 407 to feel as sharp as, say, a Mondeo or a Mazda6. But, by the same token, don’t anticipate it being any less rewarding than an Avensis or a Vectra. This is a scaled down luxury car rather that a pumped-up Family Hatchback and it feels that way to drive. If you’ve a long trip in store, there’s no other car in this sector you should prefer. Safety-wise, Peugeot have set something of a precedent to follow with some very good previous Euro NCAP crash test results but the 407 again takes 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 can be specified – twin fronts, side, curtain and steering column units offer optimum protection. The cabin looks very Peugeot - which is possibly the weakest part of the 407 make up. It’s neat and everything seems to work very nicely but there isn’t a great deal of showroom ‘wow factor’ to it. Sophisticated multiplexed electronics allow for a huge amount of individual customisation when specifying your 407, 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. The latest 407 models feature a chrome grille. So, a well thought-out package then, beautifully styled and carefully priced. If you’re after a 407, this is probably the one you should have. If you’re after a Mondeo-sized Medium Range Family Car, it’s probably one you shouldn’t ignore.

FACTS AT A GLANCE CAR: Peugeot 407 2.0-litre petrol range PRICES: £17,390-£18,590 on the road INSURANCE GROUPS: 12-13 CO2 EMISSIONS: 192g/km PERFORMANCE: Max Speed 131mph / 0-60mph - 10.3s FUEL CONSUMPTION: (average) 34mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS, ESP WILL IT FIT IN YOUR GARAGE?: [saloon] length/width/heightmm 4676/1811/1445

407TH HEAVEN?
The Entry-Level 1.8-Litre Version Of Peugeot’s 407 Is A Distinctive Alternative At The £15,700 Price Point For Medium Range Family Cars. Jonathan Crouch Checks It Out

You don’t get much for around £15,700 these days when it comes to Medium Range Family cars. Not in terms of real roadgoing presence anyway. Entry-level versions of compact executive cars like BMW’s 3 Series and Audi’s A4 are several thousand pounds away – and in any case, everyone seems to have one of those.

The cars you can afford – or more likely the cars that do appear on your company car choice sheet – at this price point, certainly aren’t the ones you promised yourself back when you took your first shaky steps on the motoring ladder. Entry-level variants of photocopier salesman’s favourites like Ford’s Mondeo, Volkswagen’s Passat and Vauxhall’s Vectra all beckon. Before you resign yourself to one of these, there’s a car you should check out. A car you should remind your Fleet Manager about if, by chance, he or she has left it off the list. It’s the entry-level 1.8-litre S version of Peugeot’s 407. The styling is very different from Peugeot medium range offerings of the past and so are the dynamic qualities of this car. Whereas the 407’s predecessor, the 406, was a scaled up Family Hatchback – at least in terms of its terrier-like handling – this car is more of a scaled-down 607 executive saloon. Which is disappointing for driving enthusiasts but more likely to be what probable customers want.

"Entry-level models are often disappointing. This one isn’t.…"

Not that this car isn’t enjoyable to drive. Peugeot are more or less incapable of producing a duffer in this department, so it comes as no surprise to find the 407 more than capable of lifting up its skirts for a cross-country dash as and when the situation demands it. Mind you, if you’re likely to be doing this very often, it’s worth finding £1,500 more than the £15,700 being demanded for this 1.8S and going for the SE specification 2.0-litre model. Here, the rest to sixty figure is 10.3s (as opposed to 12.9s) and the maximum speed 131mph (as opposed to 124mph). The average fuel consumption figure (35mpg) is only 1mpg worse. Against this, the 1.8-litre model counters with a much lower insurance group (8 as opposed to 12) and slightly better emissions (183g/km as opposed to 192g/km). The latest 407 features a chrome radiator grille to mark it out from earlier iterations. The looks will certainly divide opinion. From some angles the 407 looks utterly sensational. Viewed in profile, that long bonnet and stub tail have definite elements of Ferrari, even if the car was styled, not by Pininfarina (who do most of the styling work for the Maranello company and a bit on the side for Peugeot) but by a team of in house stylists. Whether you deem it a homage or a knock-off, there’s little doubt that the 407 has genuine head turning aesthetics. Walk a few degrees off the side view and things get a little less easy on the eye, the long front overhang looking a little lugubrious and the gaping maw of a grille dominating the frontal aspect. The tail end is very neat indeed although as a result of the stylish truncation at the back, the 407’s boot isn’t the biggest in class. If that’s a problem, then an estate ‘SW’ model is offered in this form for £16,900. Safety is currently a key selling point in this sector of the market, so it’s no surprise to find this Peugeot well prepared on this front. Active safety in the form of brake discs with a diameter of up to 330mm and next-generation ESP stability control which is standard even on this entry-level 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 can be specified – twin fronts, side, curtain and steering column units offer optimum protection. The cabin looks very Peugeot - which is possibly the weakest part of the 407 make up. It’s neat and everything seems to work very nicely but there isn’t a great deal of showroom ‘wow factor’ to it. Sophisticated multiplexed electronics allow for a huge amount of individual customisation when specifying your 407, 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. Take a test drive and right from the outset, the investment in quality is manifest. The fabric seating of our test car felt better and seemed of higher quality than many of the bargain basement leather trims fitted to upper-spec mid range saloons and the seats had both enough lateral grip and were comfortable enough. The steering wheel is trimmed feels good to hold and features neat cut outs for the thumbs. The dashboard follows the trend for ‘waterfall’ centre consoles on which most of the major instruments are placed and sees a welcome move away from the rattly hard plastic ventilation and air conditioning controls that have blighted many Peugeots of yore. Expensively slush moulded plastics yield to the touch along the top of the dashboard whilst there are classy looking appliqué strips along the dash and doors to brighten the interior ambience a little. The Peugeot staple of chrome-ringed dials and a chrome and leather trimmed gear knob are also evident. Thankfully the steering wheel is a little better looking than some of the blandly bulging tillers fitted to many Peugeots. Some thought has gone into this cabin. Entry-level models are often disappointing. This one isn’t. This is not to say however, that were it our (or our company’s) money being spent, we would twist the dealer’s arm or find the extra cash to trade up to the much faster 2.0-litre model or a diesel. We would see that as time or money well spent. However, others, mindful of emissions, insurance costs or simply a very good deal, will doubtless see things differently. There will certainly be enough of them to justify the toe-in-the-water inclusion of this 1.8-litre petrol model in the 407 line-up. A line-up that offers something refreshingly different in a market sector needful of cars that are just that.

FACTS AT A GLANCE CAR: Peugeot 407 1.8S PRICE: £15,700-£16,900 - on the road INSURANCE GROUP: 8 CO2 [g/km]: 183g/km PERFORMANCE: 0-60mph 12.9s Max Speed 124mph FUEL CONSUMPTION: (average) 35mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS WILL IT FIT IN YOUR GARAGE?: [saloon] length/width/heightmm 4676/1811/1445mm

CRUISE MISSILE
If You’re After The Sort Of Car The French Do Best – Big, Sophisticated, Comfortable Continent Crushers – Try This Peugeot 407 V6 HDi. You’ll Soon Start Finding Excuses To Cover Big Mileages. Andy Enright Reports

It’s often said that the journey is more important than the destination, and truer words have rarely been spoken. I’ve only just recovered from driving from the French Alps in a mini-MPV with seats that left me laid up in bed with backache and engine noise that made me think ear defenders would have been a sound purchase. With hindsight I needed something a lot more capable, comfortable and refined. Something like a Peugeot 407 HDi V6 would have fitted the bill perfectly.

With a 750 mile journey to cover on almost empty French autoroutes, this Peugeot would have been in its element. The colour satellite navigation would have ensured we didn’t take the unscheduled scenic route through the centre of Grenoble in rush hour and the V6 powerplant could have sat at borderline illegal speeds for hours, easily returning over 40mpg with the engine turning over at little more than 2,500rpm. Like I said, perfect. I’d have had time to enjoy the leather upholstery of the GT trim level and could have fielded calls on the hands free GSM telephone system. The last bit relies on Peugeot trusting motoring journalists not to rack up huge bills telling all their friends at home what a great time they were having, but you get the idea. Xenon headlights make that dawn start on mountain roads that little bit less harrowing while the heated front seats can combat overnight lows of minus ten degrees in seconds. Rear window sunblinds are a boon if you’ve got kids in the back and will help dozy passengers nod off. Better that than the intermittent tuneless accompaniments to iPods that I had to withstand. The French have long been good at this sort of car but rarely has the translation survived the short hop across the Channel. We rarely undertake these mammoth journeys when we can just set the cruise control and concentrate on not falling asleep at the wheel. Instead, we’re usually duking it out, cutting and thrusting, junking and weaving and generally catching breath between road rage incidents with white van men and bouts of explosive gastro enteritis brought on by substandard motorway food. We seek out high tempo vehicles which hype us up still further. It’s time we took a few lessons from the French on how to relax a little. The 407 HDi V6 would make a great start.

"The 407 HDi V6 is a great car for lowering your blood pressure. Breathe and relax"

It will hustle happily through a set of fast sweepers and its body control is always unflustered but this is not a sporty car. You’ll know within ten yards of setting off that the quiet helm and velvety ride quality focus on refinement and civility rather than balls-out aggression. The Peugeot is a better car for this mature and genteel attitude. The 2.7-litre diesel engine has been developed in conjunction with Ford, variants of which are found beneath the bonnet of the Jaguars S-TYPE and XJ as well as the Land Rover Discovery. Fitted with an FAP particulate filter in this guise, it develops a hefty 205bhp. By comparison, the petrol 3.0-litre engine fitted to the 407 feels weedy. Just a glance at the torque statistics will show why. Where the petrol-engined car manages a peak torque figure of 218lb/ft you get a whopping 330lb/ft from the diesel model. You’ll feel the difference out on the open road. This 407 features a six-speed Porsche-style Tiptronic automatic gearbox as standard and the top ratio has been geared very high for super-relaxed cruising. Trying to accelerate against such big leverage can prove beyond the petrol-engined car, requiring a drop down to fifth or even fourth on some motorway gradients, but the automatic diesel just keeps ploughing on regardless. Such is the refinement of the 407 that you’ll often find yourself travelling far faster than you at first imagined, something worth bearing in mind when coming into a hairpin bend! The combination of engine smoothness and noise insulation (helped by features such as laminated side windows) also means that this is one of the only diesel engines I’ve ever driven that feels happy being driven right to the redline. Whereas most oil burners sound very harsh and cease to produce meaningful go as you approach the rev limiter, the Peugeot’s big V6 just keeps pulling. It feels an even better installation than in the Jaguar S-TYPE, lacking that car’s rather obvious dip in the low-down manual gearing. Peugeot have set something of a precedent to follow with some very good previous Euro NCAP crash test results but the 407 again takes a big step forward. Active safety comes in the form of brake discs with a diameter of up to 330mm and next-generation ESP stability control. 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 can be specified – twin fronts, side, curtain and steering column units offer optimum protection. The V6 HDi engine is also offered in SW estate guise. The 407 SW tacks another 87mm onto the rear overhang and features a tailgate with a very low and practical load height. Lift the fifth door and there’s a respectable amount of room, Peugeot’s designers concentrating on sheer utility. The loadbay is never less than 1,100mm wide and the front passenger seat can fold forwards, allowing items up to 2,700mm to be carried. Two side storage pods in the load area also allow gear to be stowed well out of harm’s way. A solid carpeted cover aids security by keeping what’s in the back out of sight of prying eyes. The rear seats split in a 66:33 fashion and fold virtually flat to the floor without the tedious necessity to remove the head restraints. Thus equipped, there’s a 1,700mm load length. Options include a ski flap and luggage nets. Although it may take more than this impressive Peugeot to convert a British buyer hooked on frenetic hatchbacks, the 407 HDi V6 is a welcome dose of tranquillity. If you need to de-stress, pick a quiet moment and try one. Destination not important.

FACTS AT A GLANCE CAR: Peugeot 407 HDi V6 PRICES: £25,050-£26,250 - on the road INSURANCE GROUPS: 17 CO2 EMISSIONS: 223g/km (auto) PERFORMANCE: 0-60mph 8.2s / Max Speed 143mph FUEL CONSUMPTION: (combined) 33.2mpg (auto) STANDARD SAFETY FEATURES: Twin front, side and rear seat airbags, ABS, ASC, ESP WILL IT FIT IN YOUR GARAGE?: [saloon] length/width/heightmm 4676/1811/1445mm

CLASSY CUSTOMER
Sitting in the middle of the Peugeot 207 range, the 1.6-litre 120bhp petrol version aims to bridge the gap between the economy models below it and the performance variants above. Steve Walker reports…

Certain nationalities are credited with certain strengths. If you want to know about style, ask an Italian. Food? Consult the French. If, however, it’s expertise in engineering you’re after, given the choice, most would turn to a German. PSA Peugeot Citroen did precisely this and the resulting partnership with BMW has influenced a range of products including the 120bhp 1.6-litre Peugeot 207 we feature here.

PSA needed a partner with which to develop a new family of small petrol engines and when it comes to engines, expertise doesn’t get much more expert than BMW’s. The resulting 1.6 and 1.4-litre powerplants are destined to form the backbone of the Peugeot and Citroen small car ranges for years to come with BMW simultaneously installing the units in its MINI range. The Peugeot 207 1.6 120bhp is a car with Germanic influence on more than one front. As well as having the oily fingerprints of BMW in its engine bay there’s a trace of DNA from another celebrated Bavarian marque in the transmission. This model is also available with a Tiptronic gearbox that uses technology borrowed from Porsche. BMW’s input has helped to shape the 1.6-litre 120bhp engine’s character. This advanced powerplant uses variable valve-timing and lift to adapt its combustion processes to the demands being placed on it by the driver’s right boot. It can thus run more economically under partial loads, opening up to access greater performance when required. Maximum torque of 163Nm is accessible at 4,250rpm and that 120bhp power output comes at 6,000rpm but the 1.6-litre engine feels pleasantly strong from much lower in the rev range. The 10.7s 0-60mph sprint and 125mph top speed should be enough for all but those with serious hot hatch ambitions and Peugeot offers turbocharged versions of this engine with 150 and 175bhp for those tearaways.

"What the engine does offer is smooth power delivery, decent refinement and fuel economy that belies its brisk performance."

The standard fit 5-speed manual gearbox leaves a little to be desired, lacking the punchy accuracy you want in a nippy small car. The other option will appeal to buyers seduced by this car’s BMW connection. If you have another £1,000 knocking about, you can order your 1.6-litre 207 with the Porsche-sourced 4-speed Tiptronic gearbox. The system offers the driver a choice of clutchless manual or fully automatic gear-selection. It also has Snow and Sport modes which, in turn, work to maximise traction for slippery conditions and get the most from the engine when you feel like cutting loose. The 207 represented a big improvement over the 206 in terms of perceived quality. The materials in the cabin look and feel sturdy with no obvious flaws in terms of the way it all fits together. The lower specification models lack some of the fancy detailing you get as you ascend the range but the interior of a 207 is generally a pleasant place to be. Rear legroom is not as good as in some rivals, although there’s a trade-off the shape of a 310-litre boot capacity, and the design of the standard ventilation control panel looks a touch dated. The styling themes that have gradually rolled out across the Peugeot model range are nothing if not distinctive and as with anything so wilfully out of the ordinary, the look of the 207 may not be to everyone’s taste. For the uninitiated, the 207’s main distinguishing features are those elongated headlamps that stretch back from the nose into the front wings and the huge grinning grille below, its teeth braced by a dark central bumper. Around the back, things are less extrovert but the overall look has real purpose about it. A step below the flagship performance models in the 207 range, the 1.6-litre 120bhp cars are, nevertheless, offered in the relatively plush Sport and SE Premium trim levels. Sport customers get to select from three or five door bodystyles but the more reserved SE Premium trim is only available in the practical five-door shape. Prices start at £11,925 for the three-door Sport and 13,125 for the five-door SE Premium. Further options are presented by the SW estate model and the CC convertible. All models get a healthy package of equipment with air-conditioning, remote central locking, a trip computer and a CD stereo. While the Sport trim emphasises the 207’s lively side (chrome exhaust, sports seats), the SE Premium comes over all sophisticated (panoramic glass sunroof, fragranced ventilation system). Both cars get 15" alloys, front fog lights and a leather steering wheel. There’s no doubt that 1.6-litres is a big engine by supermini standards but BMW’s variable valve timing technology allows buyers to have the benefits a larger powerplant affords without a massive downside in terms of running costs. The 120bhp 207 can still return a creditable 46mpg on the combined cycle and it squeezes-out 40mpg even if you go for the Porsche Tiptronic gearbox. CO2 emissions come in at 145g/km on the manual car but they jump quite significantly to 167g/km in the auto. The 207 tends to be fractionally more expensive than its major rivals but running costs are rarely anything too drastic with Peugeot products and group 6 insurance should also be manageable if not bargain basement. Basically, buyers pay slightly more for the extra capability this advanced 1.6-litre engine affords. The reputation that Peugeot once had for producing the best kind of grin-inducing sports hatchbacks has been on the wane in recent years and the 207 has been landed with the unenviable task of regaining some credibility for the marque in this area. The 1.6-litre is not the model for that job, the hot hatch power struggle having taken even the second string warm hatchback contenders out of reach of this 120bhp unit. What the engine does offer is smooth power delivery, decent refinement and fuel economy that belies its brisk performance. By enlisting the help of BMW for engine development and borrowing some Porsche gearbox know-how, Peugeot have given the 207 an edge both from a marketing perspective and in real-world driving conditions. You’d have to say that the 207 offers more as a quality family car than as a thrilling hot hatch, as a result of its size and general sophistication. That being the case, the 1.6-litre 120bhp engine is a good fit - the engine itself majoring in smoothness and economy with strong but not concussive performance.

FACTS AT A GLANCE CAR: Peugeot 207 1.6-litre 120bhp PRICES: £11,925-£14,795 – on the road INSURANCE GROUPS: 6 CO2 EMISSIONS: 145-167g/km PERFORMANCE: 0-60mph 10.7s / Max Speed 125mph FUEL CONSUMPTION: (combined) 46.3mpg STANDARD SAFETY FEATURES: Twin and side airbags, ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4030/1720/1472

WORTH THE WEIGHT?
With the advanced 1.4-litre VTi engine installed the Peugeot 207 is a fine product but is 95bhp enough to give it a energetic edge? Steve Walker reports…

1.4 litres used to constitute a generous helping of engine for a supermini. 1,400cc cars would appear in the middle of the product range, sitting above weedier 1,200cc and even 1,000cc alternatives, they might even have been marketed as sporty little numbers only one step below the range-topping hot hatchbacks, but a look at Peugeot's latest 207 line-up will reveal that 1.4 is as small as things get. The reasons for this change are manifold but in the end, it all comes down to weight. The fact is that our superminis aren't as 'mini' as they used to be so our expectations of a model with 1.4-litre power have to be managed accordingly. Or do they? The 207 1.4 VTi has advanced technology up its sleeve so can it deliver a pleasant surprise?

It's true that the Peugeot 207 is available with a bog standard 8-valve 1.4-litre engine but the 1.4 VTi isn't it. This unit has been developed by Peugeot in partnership with BMW and is also found in the German marque's entry-level MINI models. With Peugeot's reputation for producing excellent small cars and BMW's for world-leading engineering, the 207 1.4 VTi comes with quite a pedigree. 95bhp is a respectable amount to squeeze from a 1,400cc capacity powerplant and the engineers behind this unit have done it through the use of variable valve timing technology. This means that the engine actually adapts the parameters of its combustion process according to the way the 207 is being driven. Put the hammer down and it works to optimise performance but tread more softly on the throttle and it switches into a mode that maximises economy. In practice, it makes for a free-revving engine and produces good refinement at the low to middle end of the rev range. What it can't do is defy the laws of physics and with the 207 weighing in at nearly 1,300kg, this car is never going to set the road alight with the 95bhp at its disposal. The 0-60mph sprint takes 12.8s and the top speed is 115mph. By contrast, the MINI which uses the same engine weighs 1,135kg and can get to 60mph in 10.9s, evidence of the impact that less weight can have. The advantage of the Peugeot's mass is its composure and the big car feel on the road. It's an unhurried, comfortable car to drive that's great on longer journeys and takes to twisty back roads with relish thanks to its well-judged suspension. As long as you don't expect too much pace from the engine, the 5-speed gearbox is the only real drawback. The slack action isn't what you want in a nimble supermini and it lets the rest of the driving package down a bit.

"This unit has been developed by Peugeot in partnership with BMW"

The 207 represented a big improvement over the 206 in terms of perceived quality. The materials in the cabin look and feel sturdy with no obvious flaws in terms of the way it all fits together. The lower specification models lack some of the fancy detailing you get as you ascend the range but the interior of a 207 is generally a pleasant place to be. Rear legroom is not as good as in some rivals, although there's a trade-off the shape of a 310-litre boot capacity and the design of the st