Peugeot 207 1.4 HDi Trendy (3 doors)
Content
The combination must be clarified first; The Peugeot 207 could be a three-door and could have a 1-liter turbodiesel. But, at least now in Slovenia, such a combination is not possible. He was put to the test because the dealer had ordered the car even before he had finalized the assortment for the Slovenian market.
But nothing de; with a little tolerance and flexible thinking, you can create the perfect picture. Regardless of the number of doors and engine, the first good news is the driving situation - it has changed from extremely unfavorable in 206 to extremely favorable in 207! Day and night. Now most drivers can find a comfortable driving position and the ratio of pedal length, steering wheel and shifter seems to be very good.
As always, everyone forms their own opinion about the appearance, but it is true that Peugeot designers made a revolution when moving from 205 to 206, now it was only an evolution. A few more “sharp” edges have appeared on the body, the hood has “lost” two (for a typical 206) air slots, the rear is noticeably padded (which also means a significant narrowing of the trunk towards its top) and Firstly, the unusual exterior rear-view mirrors are effective – because that is why they give good information about what is happening behind the car.
The big change from the 206 is in the interior, where the 207's design is less typical Peugeot and more European, although we don't blame it, quite the opposite. It's more about looks, as well as eye-pleasing materials. Most of the plastic in the cabin is also pleasant to the touch, but some remains hard - in this case, the plastic steering wheel. We do not recommend!
There is an occasional (otherwise quiet) squeak from the left edge of the dashboard, and among the downsides we also included a (probably) unplanned gap between the aluminum-shaped plastic frame around the center screen (data from the audio system, trip computer). , clock, outside temperature) on the dashboard. It also gets in the way of the center lock-unlock button, which can cut the top of your wrist if you awkwardly reach into the drawer underneath.
But they just conveyed the best side of the new Peugeot: because there are enough of them and because at least most of them are useful. In front of the passenger, there is a lock, interior lighting and even an air conditioner, which is not (yet) practiced in this (price) class. They also thought of rear passengers, who can put a few small items in a long door or in a drawer that fits completely in their rear. In a thrill of drawers and a solid sunroof, we missed out on at least the adjustable spacing of the front wipers, seatback pockets and more than a single interior lighting.
In line with the increased external dimensions and the accumulating action of the safety stars (more passive safety always means a few “stolen” centimeters inside), the interior of the Dvestosemica is noticeably larger and more spacious, which, like other younger competitors, is older than average. auto class. This is most noticeable in the width of the cabin and the knee room for the rear passengers, but of course, this is how the interior works even in terms of feel and without a meter in hand.
It's nice that at least Peugeot hasn't forgotten the recently extended side opening of the rear side windows (three-door option!), And it's nice that the gauges are "clean", well-read and beautiful. Their white background hints at sportiness and is mostly a matter of taste, but less gratifying (if you look at the sensors in the broadest sense of the word) that the on-board computer is only one-way here, that is, you control it with just one button. The easy and good tilt adjustment of the front seats is good too, but unfortunately the bottom of the seatbelt gets stuck right there when you try to buckle it.
When (if) you are going to buy a XNUMX year old engine, you should think carefully about this engine. And not because of the fact that this is currently (and we sincerely hope that this is final) the weakest engine for him - mainly because he has to tow a ton of heavy body weighing two hundred kilograms. The engine is of a modern turbodiesel design, and in addition to being cold when a conventional diesel is "charged", it provides a very high level of sound comfort; a driver can become momentarily confused at a gas station by stopping in front of a suitable fuel pump.
limbs with fuel consumption can please: the on-board computer promises at 50 km / h (that is, at the city-wide border) in fourth gear only 2 liters per 5 km, and in fifth gear 100 liters at 5 and 4, 100 at a speed of 5 kilometers per hour ... If you know you are going to drive in moderation, the choice is right.
Even if you think you have a livelier strain, it will somehow satisfy the faster pace of the city, but consumption will no longer be as friendly. And if you are going on a long journey, you will not be particularly happy. The motor has too little torque (and power) to jump, regardless of the speed you choose in this test. Thus, overtaking on suburban roads will be almost impossible, as maneuverability is absolutely too low, and pushing on the highway is unlikely to pay off in the form of a maximum speed limit.
With this engine, you will immediately discover that Slovenia has few flat roads and that the wind often blows, but if it still rains, the performance of such a powerful Dvestosemica suddenly drops to what we are used to in the south. Of course, the fact that the wipers are good at wiping most of the windshield won't help with speed.
On the tachometer, the red rectangle starts at 4.800 rpm and in third gear the engine does spin up to that value (albeit very slowly), but performance hardly drops if the driver crosses 1.000 rpm earlier. In principle, of course, there is nothing wrong with the engine not having the typical wild turbo (diesel) character, and it is even expensive for many, but such low torque also means difficulty starting uphill and the need for frequent gear changes - and this is generally (but not in this case!) the good side of turbodiesels.
With the extra (sixth) gear of the gearbox and therefore more overlap, we could ease the problem a bit, but it probably won't bring much improvement. Practice shows that with a little patience, the engine spins up to 4.500 rpm in fourth, when the speedometer shows 150 kilometers per hour, and fifth gear is short enough to accumulate something small, and at just under 3.800 rpm it shows 160 kilometers. in hour. Well, if Saturn just appeared at right angles to Venus, the pointer would even move to 165. Less than the factory promises anyway!
(Only) less demanding drivers and passengers will be satisfied with it, as well as the gearbox. This weakness only manifests itself in the sportier demands that we are used to in XNUMX: because the engagement feedback is poor and because the spring in the gear lever is too strong, making it difficult to shift from third to second gear.
The complete opposite is the chassis, which clearly indicates that such a Peugeot can get an even more powerful engine, such as the now 1-liter petrol and turbo diesel, both with 6 kilowatts. The damping and spring tuning is excellent and provides comfort on uneven surfaces and little body wobble.
The steering wheel is also very communicative, there is nothing racing about it, but it feels pleasantly straight and precise and we can safely say that it has a sporty character. In any case, along with the good handling of all four bikes (and despite the semi-rigid rear axle), it was a pleasure to ride on a beautiful, winding country road. At the same time, body restlessness during hard braking is surprising (as shown by our measurements), because in this case the driver has to work too much with the steering wheel.
Still not sure why "clearly urban"? Poor engine performance outweighs the body's promise of space and comfort too much to recommend it for long journeys with a clear conscience. And the seats are too tired for the back for hours. Well, fortunately, already now Dvestosemik's offer is quite rich, and you can easily avoid it. With the appropriate financial injection according to the price quoted here.
Vinko Kernc
Photo: Aleš Pavletič.
Peugeot 207 1.4 HDi Trendy (3 doors)
Basic data
| Sales: | Peugeot Slovenia doo |
|---|---|
| Base model price: | 3.123.000 € |
| Test model cost: | 3.203.000 € |
| Power: | 50kW (68 KM) |
| Acceleration (0-100 km / h): | 15,1 with |
| Maximum speed: | 166 km / h |
| Mixed flow ECE: | 4,5l / 100km |
| Guarantee: | General warranty 2 years unlimited mileage, rust warranty 12 years, varnish warranty 3 years. |
| Oil change every | 30.000 km |
| Systematic review | 15.000 km |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 390,59 € |
|---|---|
| Fuel: | 8.329,79 € |
| Tires (1) | 645,97 € |
| Loss of value (within 5 years): | 4.068,60 € |
| Compulsory insurance: | 2.140,71 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 2.979,47 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 22.623,73 0,23 (km cost: XNUMX €) |
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - direct injection diesel - front mounted transversely - bore and stroke 73,7 × 82,0 mm - displacement 1398 cm3 - compression ratio 17,9:1 - maximum power 50 kW ( 68 hp) at 4000 rpm - average piston speed at maximum power 10,9 m / s - power density 35,8 kW / l (48,6 hp / l) - maximum torque 160 Nm at 2000 rpm - 1 camshaft in the head (timing belt) - 2 valves per cylinder - common rail injection - exhaust gas turbocharger. |
|---|---|
| Energy transfer: | engine-driven front wheels - 5-speed manual transmission - gear ratio I. 3,416 1,810; II. 1,172 hours; III. 0,854 hours; IV. 0,681; v. 3,333; reverse 4,333 – differential 5,5 – rims 15J × 185 – tires 65/15 R 1,87 T, rolling range 1000 m – speed in 38,2 gear at XNUMX rpm XNUMX km / h. |
| Capacity: | top speed 166 km / h - acceleration 0-100 km / h 15,1 s - fuel consumption (ECE) 5,8 / 3,8 / 4,5 l / 100 km |
| Transportation and suspension: | limousine - 3 doors, 5 seats - self-supporting body - front single wishbones, leaf springs, triangular cross rails, stabilizer bar - rear axle shaft, coil springs, telescopic shock absorbers - front disc brakes (forced cooling), rear drum, mechanical rear wheel parking brake (lever between seats) - rack and pinion steering wheel, power steering, 2,9 turns between extreme points. |
| Mass: | empty vehicle 1176 kg - permissible total weight 1620 kg - permissible trailer weight with brake 980 kg, without brake 420 kg - permissible roof load 65 kg. |
| External dimensions: | External dimensions: vehicle width 1720 mm - front track 1475 mm - rear 1466 mm - ground clearance 10,8 m. |
| Inner dimensions: | Internal dimensions: front width 1420 mm, rear 1380 mm - front seat length 500 mm, rear seat 4400 mm - steering wheel diameter 390 mm - fuel tank 50 l. |
| Box: | Trunk volume measured using AM standard set of 5 Samsonite suitcases (total volume 278,5 L): 1 backpack (20 L); 1 × aviation suitcase (36 l); 2 × suitcase (68,5 l). |
Our measurements
| T = 25 ° C / p = 1029 mbar / rel. Owner: 37% / Tires: Michelin Energy / Meter reading: 1514 km | |
| Acceleration 0-100km: | 18,1s |
|---|---|
| 402m from the city: | 20,4 years ( 107 km / h) |
| 1000m from the city: | 37,9 years ( 135 km / h) |
| Flexibility 50-90km / h: | 15,9s |
| Flexibility 80-120km / h: | 21,4s |
| Maximum speed: | 166km / h (V.) |
| Minimum consumption: | 6,3l / 100km |
| Maximum consumption: | 8,8l / 100km |
| test consumption: | 8,3 l / 100km |
| Braking distance at 130 km / h: | 71,4m |
| Braking distance at 100 km / h: | 42,6m |
| AM table: | 43m |
| Noise at 50 km / h in 3rd gear | 58dB |
| Noise at 50 km / h in 4rd gear | 57dB |
| Noise at 50 km / h in 5rd gear | 56dB |
| Noise at 90 km / h in 3rd gear | 64dB |
| Noise at 90 km / h in 4rd gear | 62dB |
| Noise at 90 km / h in 5rd gear | 61dB |
| Noise at 130 km / h in 4rd gear | 70dB |
| Noise at 130 km / h in 5rd gear | 68dB |
| Test errors: | unmistakable |
Overall rating (301/420)
The competition is very strong overall, and this 207 has a very weak engine, which is enough not to make a particularly impressive impression. Otherwise, the progress in the driving position is significant, the steering wheel is very good and the chassis is very good. A good starting point to think about a more powerful engine for this body.
Exterior (12/15)
A few sharper body movements are a good rest. Trehdverka and this color is generally neat.
Interior (112/140)
Very, but really very corrected driving position. Very high level of comfort and good air conditioning. Some superficial craftsmanship.
Engine, transmission (26
/ 40)The engine and transmission are far below expectations - they will satisfy only the less demanding. This is especially true for the engine.
Driving performance (68
/ 95)The steering wheel is pleasantly communicative and the chassis is very good despite the semi-rigid rear axle. Very restless when braking.
Performance (12/35)
Only the engine will be as lively as possible in the city. Overtaking outside the city is almost impossible.
Security (37/45)
The passive safety package is excellent, ASR and ESP systems may not be available. Braking distance within expectations.
Economy
During normal driving, the engine consumes very little fuel and very little loss in value is predicted.
We praise and reproach
driving position
sound comfort
passed
flywheel
chassis
open space
consumption
engine performance
Transmission
wearing a seat belt
turnkey fuel tank cap only
anxiety when braking hard
one-way trip computer
some equipment flaws
