Peugeot 207 2007 Review

Not so much
>> Uncommunicative steering
>> Ride won't satisfy Peugeot tragics
>> Gearchange

Overall rating: 3.5/5.0
Engine/Drivetrain/Chassis: 3.5/5.0
Price, Packaging and Practicality: 4.0/5.0
Safety: 3.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.0/5.0


OVERVIEW
Peugeot's new 207 has big shoes to fill... No, make that giant shoes.

The replacement for the benchmark 206, the new hatch (available in three and five-door variants) has Peugeot's worldwide fortunes riding on its back. Total production of the 207's two immediate generations numbers more than 10.8m units. Peugeot cannot afford to make a mistake with this one -- no ifs or buts

And locally, Peugeot Australia has big plans for the 207 too. More than a dozen variants of the new car will arrive Down Under before the end of 2007, topped off by an all-new 207 coupe-cabrio and GTi.

Indeed, Peugeot is projecting a record 2200-plus 206/207 deliveries this year. In all, the model in its many variants will account for more than a quarter of the company's projected 8500-plus local sales.

Contrary to initial plans, the 206 will not continue Down Under alongside the newcomer. The French marque had intended to offer the outgoing model as an entry-level car for the next couple of years. The closure of the UK plant from which Aussie 206s were sourced and a resulting five-month supply gap put paid to these plans.

The new 207 is bigger than the 206 -- sized somewhere between 206 and 307, which means it straddles the Light and Small car VFACTS pigeonholes. Peugeot says the car is a step forward in terms of quality, handling, powertrains, packaging and safety.

Just two variants were on hand to test drive at the 207's launch late in Tasmania last month -- the turbodiesel five-door XT HDi and the turbocharged petrol-engined three-door manual-only GT. This latter car was the model with which Peugeot charmed the press on the occasion of the car's international launch (for more click here).

Kicking off at $19,990 for the three-door 55kW 1.4-litre 207 XR, the range runs through to $31,490 for the 110kW GT. The XR five-door arrives with a 65kW 16-valve version of the 1.4-litre petrol engine and is priced from $21,490.

Both XRs are five-speed manuals only and feature aircon with pollen filter, power steering, electric windows (front only in the five-door) and keyless entry and central locking. They roll on 15-inch steel wheels with good old fashioned hubcaps and miss out on the auto headlamps and wipers, athermic (heat reflective) windscreen, multifunction trip computer and side and curtain airbags that all the higher spec cars enjoy.

At least ABS brakes are standard across the range. Mind you, cruise control (with speed limiter) is a $250 option, even on the GT. Ask your dealer to chuck it in FOC.

The volume-selling XT five-door petrol shares its 88kW all-new alloy 1.6-litre engine with the new MINI Cooper. In five-speed manual trim it will set you back $24,990 while the four-speed automatic variant kicks off at $27,190.

The XT diesel offering is manual only and is priced at $27,990.

The top-of the range five-door is the 88kW XE in auto-only with a fine level of kit at $32,490. The XE adds 16-inch alloy wheels, GT level interior trim, static directional headlamps (they get an extra bulb with directional reflector like a cornering lamp), a fixed glass 'Cielo' roof, rear park assist and dash-mounted 'fragance diffuser'.

The three-door 110kW turbocharged GT echoes this spec level but is three-door and manual only. It also gets bespoke sports seats and 17-inch alloys but no GT badge.

Key options across the 207 range include metallic paint at $680 (just three of the 14 colours offered are non-metallic!), leather trim ($2750 -- even the GT only gets part leather), electric sunroof ($1050), alarm ($450) and the abovementioned cruise control ($250). Alloy wheels (17-inch) will set you back $900 on all but the GT.

All models get a full-size spare and the XE and GT get wireless tyre pressure sensors.

On sale in March, the XR and XT models spearhead the 207's arrival with the GT and XE set for an April onsale. In June the GTi arrives along with the 207 CC coupe-cabrio. The last piece in the 207 puzzle will be the arrival in October of the SW or Touring wagons -- with both petrol and turbodiesel powerplants.

Sitting at the very top of the 207 performance tree is the 128kW GTi which was the subject of a world debut at the Melbourne International Motor Show after the Tassie launch but four days ahead of the car's official unveiling at the Geneva salon.

We'll be leaving both the GTi and the three expected 207CC models (110kW, 128kW and turbodiesel) out of this launch review, not least because the specification and pricing for the open-top cars is yet to be finalised.

For the record, the four-seater, three-door GTi will cost just $2000 more than the GT when it arrives in June -- more than $6000 less than the Cooper S with which it shares some of its running gear.

MECHANICAL
Across the range, Peugeot will offer no fewer than four petrol engine variants ranging from a mildly revised eight-valve DOHC 55kW/120Nm petrol 1.4-litre through to a direct-injected turbocharged 1.6-litre GTi powerplant that boasts 128kW as noted above. In addition, the company's 80kW/240Nm HDi turbodiesel powerplant also joins the line-up.

The 1.4-litre petrol engines are largely carried over from the 206. They have been modified to comply with Euro IV emission standards. The 16-valve 65kW/133Nm variant gets variable valve timing on the inlet camshaft only. This provides better drivability, asserts Peugeot, as 90 per cent of the engine's 133Nm of peak torque (at 3250rpm) is available from 2000rpm.

These engines are both mated to Peugeot's five-speed MA gearbox.

Fuel consumption claims for the two engines are 6.3 and 6.4lt/100km respectively.

The new 1.6lt petrol engines which feature in the XT, XE and GT/GTi are the fruit of the recent collaboration between BMW and PSA -- Peugeot's parent company. Designed by the Germans and built in Peugeot's Douvrin plant, the engines are offered in 88kW naturally-aspirated and 110 and 128kW turbocharged versions.

The atmo engine features variable valve timing (on both inlet and exhaust) and the turbo versions get high-pressure direct fuel-injection and twin-scroll blowers. Though we did not get to sample the 88kW 'atmo' version in the 207 at the launch we can vouch for its credentials in the recently released MINI Cooper (more here).

The decision on whether teaming it with a five rather than six-speed manual box in the Pug will have any negative effects will have to wait until we drive an XT or XE variant.

No issues with the lack of a sixth cog in the GT though. The turbocharged 110kW 1.6 boasts muscular low-rev torque delivery and produces an amazing 150Nm at 1000rpm -- just a throttle twitch off idle. Peak torque of 240Nm hits at 1400rpm and only drops to 220Nm at 5000rpm -- amazing characteristics for a small four.

The engine positively lopes along -- even in top (fifth). Little wonder the official fuel figures for the GT are just 7.0lt/100km.

Only the XE and XT petrol models are offered with Peugeot's Tiptronic-style four-speed auto box. An adaptive auto, it offers standard, sport and 'snow' modes and has a torque convertor lock-up function on all gears. Consumption is quoted at 7.0lt/100km.

The XT HDi features Peugeot's 80kW/240Nm 1.6-litre already seen Down Under in the 307. In the 207, the HDi is mated with a five-speed manual trannie only.

The HDi engine is a thoroughly modern diesel with common rail-style 1600bar fuel pressures and multi-phase micro injection for maximum efficiency. It features a variable geometry turbocharger with an overboost function that can deliver an extra 20Nm when required.

As we've come to expect from the Europeans, claimed consumption is frugal in the extreme -- 4.8lt/100km on the combined cycle dropping to 4.1 on the highway.

The 207 is built on PSA's 'Number 1' platform which essentially follows the conventional structure of the 206/307 -- updated. It features a MacPherson strut front suspension with new wishbones that Peugeot says improves rigidity and steering response. Particular attention has been paid to controlling body roll, the maker claims with some grounds.

Peugeot says the rear torsion beam suspension is all new, but in fact it is a hybrid of the 206 and 307's set-ups. It features vertical mounted dampers and revised trailing arm and mounting set ups.

While the XR models retain rear drums, all other 207 variants get four-wheel discs and all variants are equipped with ABS with electronic brake force distribution and Emergency Brake Assist. The ventilated front disc sizes range from 266-283mm with the solid rears 249mm units.

All 207s use brushless electric power steering.

PACKAGING
As we've come to expect when models are replaced, the 207's bigger than the 206. Straddling the light and small segments, the 207 grows 56mm in height, 65mm in width and a whopping 200mm on overall length.

This latter figure is a large increase though only around half has gone into the 207's wheelbase and therefore the usable portion of the car. Longer front and rear overhangs account for the rest -- the front largely to increase crashworthiness and pedestrian safety.

Carspotters will criticise us if we don't mention that there are two nose styles across the 207 range. The 'Classic' features on the two XR models while the rest of the range gets the 'Sport' treatment with its circular under-bumper foglamps and a proboscis that protrudes into the oversized grille treatment. You read it here first folks.

Conventional in hatch terms, the 207 gets an attractive, relatively low, wide dash with pronounced driver and centre binnacles. Elements of the dash, including vent shapes and the centre display, echo external styling elements.

The centre stack features a logical collection of ancillary controls including an integrated CD radio and two styles of HVAC controls (depending on trim level).

The driver gets attractive chrome bezel gauges to look at in the higher spec models and all 207s now feature a steering wheel that is adjustable for rake and reach.

Peugeot claims headroom has been increased by 10mm while the cabin width has been boosted 80mm and 65mm for the front and rear respectively. There's an extra 35mm interior of cabin length says the carmaker. Further, with the car's segment-crossing specs, Pug now says the 207 has better front and rear shoulder room than Astra and Focus and better rear room than Golf.

We'll have to take Peugeot's word on the number crunching. We can vouch for the room up front and the 'cut' of the new seats, however. They may be a touch short in cushion for some but they are well shaped and offer reasonable lateral support -- at least in the XT and GT models we tried. Note that the latter gets sportier bolstered seats up front but retains a three-place set-up in the rear -- unlike the GTi. (Which we were going to leave out of this review...)

Rear legroom is better than you'd expect from a light car but probably short of what the abovementioned 'Smalls' deliver. Seated behind a 180cm driver, yours truly (a 175cm shorthouse) had knee room to spare.

Special attention has been paid to oddment storage in the 207. Though the glovebox is compromised by a large fuse panel on the right-hand drive version, there are enough hidey-holes in the shape of door pockets front and rear, centre console bins, centre stack slots and even a credit or parking card holder in the dash.

The rear seats are spilt fold and boot capacity is increased over the 206 with rear seats up or down.

Of course, all this upsizing comes at a physical cost. The 207's turning circle has increased up to 0.55m and peaks at 10.6m depending on the model. The cars also weigh in at between 113-123kg more than the commensurate 206 models.

SAFETY
The 207 gets an impressive five-star Euro NCAP crash rating for adult protection, four stars for child occupant safety and a three-star (from four) endorsement for pedestrian safety.

These are impressive stats but it should be pointed out that they are for the left-hand drive version. The 207 has not been tested under the local ANCAP regime.

The 207 range gets revised crash structure and a swag of passive safety features including multiple airbags (including curtain bags) standard on most models. As noted above, the XR models make do with front bags only -- that said, these are 'Smart 3' adaptive bags which in concert with the car's ECUs sense the severity of a collision and deploy accordingly.

On the active safety front, the upper-level cars get ESP (electronic stability program) with traction control as standard and tyre-pressure monitoring. ABS, electronic brake force distribution (EBFD) with emergency brake assist (EBA) is standard on all models.

ESP can not be added to lower spec models at this time.

Three-point belts with pretensioners are a given when you consider the NCAP rating the 207 has gained. Peugeot claims that of the 63 'supermini' cars tested under EuroNCAP, only six (including the 207) have scored five stars.

COMPETITORS
As noted in our introduction, the 'up-sized' 207 straddles the Light and Small car segments.

In terms of the competitors it can be lined up against its traditional Gallic foes: the Citroën C2 and Renault Clio. In addition, the maker says Ford Fiesta, Honda Jazz, Suzuki Swift, Mini Cooper, Mitsubishi Colt and Volkswagen Polo are all in the same consideration set.

Boldly Peugeot also claims the 207 is knocking on the doors of the Astra, Focus and Golf triumvirate -- cars that would more logically be compared to its 307 stablemate.

Here also you can add C4 and Mazda 3 and perhaps even Alfa's lower-spec 147s, Fiat's Punto... Then there's the Korean-built or branded cars, baby Germans and so it goes on.

If there's one segment in the marketplace that's hot at the moment its Light cars, and next hottest is Small... Given the price and performance range of the 207, it's tilting at most of the cars in these two categories.

Both are torque-rich cars that have the ability to surprise 'faster' models away from the lights and waft along with not too many revs yet provide good overtaking performance with minimum fuss from open road speeds.

There's no mistaking you're in a diesel on start up in the HDi but the noise levels are commendably quiet once on the move. There's the trademark off-idle surge of the modern diesel as you accelerate away but unlike many of its contemporaries, the 207 doesn't seem to run out of revs the second the clutch bites home.

Which is a good thing, because the gearchange on the HDi models we drove was terrible. Finding second required an awkward tweak of the lever and more effort than we expected.

Once you're accustomed to the arrangement it's not a problem: it's just not what you'd expect given the refined and quite polished interior of the car.

With no cruise control fitted it pays to pay attention to the speedo too. It's easy to drift above the 3000rpm mark which translates to 110km/h in top. Given the apparent torque of this particular engine, you could be forgiven for thinking it needs a sixth cog to make cruising even more relaxed.

But when you start to attack some of the bigger hills the diesel car loses momentum -- and these are hills the turbo petrol GT (with similar torque stats) seemed to shake off.

Peugeot traditionalists will lament the fact that the 207 has not regained the 'magic carpet' ride of earlier 20-something cars. In truth, in small and light car terms the ride is more than acceptable, and even on the conventionally suspended XT the handling trade off is probably worth the sacrifice.

The HDi corners with aplomb and stays remarkably flat even when provoked. Unlike some other cars in this class it doesn't immediately default to plough understeer when you attack a sporty bit of road.

As you'd expect the GT's ride is stiffer again though it stops short of being harsh -- most of the time. It was well behaved on the dirt section of the drive loop but did crash through a couple of larger potholes on one bumpier bitumen section.

Turn-in is sharper than the HDi but even the bigger wheel-tyre combo of the sports model doesn't provide enough leverage on the steering system to give the sort of feedback we'd like. Sure, the car can be placed accurately, but the fine feedback keen drivers like is missing.

The GT's engine is a pleasure with a rich seam of torque that pushes the car along with little effort. Third gear stretches from what seems like near walking pace to faster than you need to be going!

This flexibility makes tight stuff a point and shoot affair. Just don't plan on too much left foot braking as it kills the engine Audi-style in long applications.

The ESP system's threshold is high enough to worry few drivers on the road. Sportier steerers will want a little more off-throttle reaction from the chassis when the elctro-nannies are turned off but that's what the GTi is for... By the way, you'll be hard-pressed telling the two apart on the road -- neither get badges to indicate there semi-hero status

There's probably more wind noise than we'd like from the new Euro-mandated 'taller' exterior mirrors, but we could be being picky. If the GT's engine had a bit more aural brio nobody would be complaining. In this respect the Cooper S has it beat.

Given the relatively short launch drive it's pointless trying to quote fuel figures. A snapshot had the HDi sitting well under 5.0lt/100km on the highway cruise south of Hobart. As for the GT -- frankly I was having too much fun to bother looking...

To comment on this article click here