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Blogs: Cheaper cars means more expensive petrol

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February 5th, 2008 by darren

It’s basic economics. If you make cars cheap (like Tata’s new $3,500 car for India), the plebeian masses can afford to drive whereas really they should be using public transport. This puts far more pressure on oil.

China is expected to nearly quadruple its fuel consumption for motor vehicles by 2030, according to the Energy information Agency, whereas in India it’ll likely rise nearly three-fold.

The USA, with its lardy population and enormous thirsty SUVs will increase 40%, but will still use twice the per car average of fuel.

It’s fortunately that these small cars tend to get good fuel economy – around 50mpg – or there would be huge pressure on oil supply (refining and distribution are the issues as much as extracting it from the ground).

Posted by on February 5th, 2008 in Blogs

Blogs: Car recalls – Volvo found guilty of manslaughter, now recalls 82,000 S40 and V50 models

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February 4th, 2008 by darren

Car recalls are difficult to handle. They’re a PR nightmare, but it’s even more of a nightmare when you don’t recall and someone dies. French drive Catherine Kohtz lost control of her Volvo 850 in an accident in 1999, killing two children. She claimed a loss of braking ability. The French courts handed Volvo a guilty verdict: manslaughter. 200,000 Euros isn’t that much for a company the size of Volvo, but more significantly Kohtz was fined 300 Euros and given a six-month suspended jail term due to her accident initially being attributed to reckless driving. But it turns out that Volvo did now about the issue and rather than recall 180,000 850s it quietly asked its dealers to repair a rubber pipe that was prone to rupturing, causing the loss of braking ability. Obviously stung by this, Volvo has announced a recall of 82,000 S40 and V50 cars, the majority of which are in the USA, Sweden and Germany. It only affects 2004-2006 5-cylinder petrol models. The problem is that in corrosion-prone countries (e.g. where the roads are gritted when snowy), exposed fuel pump electronics can degrade leading to engine stalling. Check with Volvo – some markets are only receiving extended guarantees as opposed to replacement parts. It outlines how expensive these failures can be – let’s say each repair costs $100. $100 x 82,000 is a lot of lost profit.

Posted by on February 4th, 2008 in Blogs

Renault: Renault Megane Renaultsport F1 Team R26 (2007) – Road Test

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February 2nd, 2008 by Car and SUV

Renault Megane Renaultsport F1 Team R26 2007 fq

It was a controversial season for Formula 1 last year. A rookie genius pipped at the post by a blond robot that never smiles; allegations of spying, with a huge penalty against one team that had another’s material, but not the other team that did. And it’s the other team (Renault) that supplied the car I’m thrashing about in today: the Megane Renaultsport F1 Team R26.

Apart from the badges and livery it’s about as far from Formula 1 as Pope Alexander is from Chuck Norris. Sure, you get a plaque near the handbrake that gives the build number and some truly hideous stickers on the outside to remind you that Alonso might have even heard of this model, but the only Fernando you’re likely to have in the car with you is when playing Abba. Renault is hoping for a revival of its fortunes with the arrival of its flagship sporty hot hatch to New Zealand. It won’t appeal to dancing queens, but it is perfect for the professional thirty-something who is after something different to a Japanese rice rocket; something that has a bit of style and panache, doesn’t compromise on the power front, but is almost sensible.

Almost is the key word here, because you could buy the amazing Subaru WRX and have enough spare change for a holiday to watch the Rally of Wales. But you want a Euro, not a Japper, so it’s a damn good job the R26 performs brilliantly. The handling is truly fantastic, even though it feels heavy. A red-stitched line marks centre on the leather wrapped steering wheel to add a sporty touch, but the wheel sits smack in front of a sea of boring grey plastic. The radio’s readout appears on an orange LCD at the top centre of the dash, and the radio itself is the faceplate from the Clio. Kind of boring, but functional enough. Just below that is a small LCD for the climate control. In between the rev counter and speedometer is yet another LCD that displays the cruise control speed (able to be set in increments of 2kph, fuel economy, distance to empty, trip distance and average speed).

For a car with these pretensions the dashboard lets it down. So, best you focus on the road because corners can be dispatched quickly and require concentration. The suspension copes with sharp steering inputs while you are held in place in the bucket seats. These seats aren’t as deep as your usual Jap turbo, but still provide enough lateral support.

On my test route of tricky corners and traffic islands it was very, very fast and nimble with just a hint of understeer when pushed. 235/35R18 tyres help immensely. They wrap the 12-spoke mags that conceal the red Brembo callipers and sit perfectly in the wheel arches which makes the black car look fabulous, but the yellow car look a bit nose heavy.

An engineer from Jaguar once said that 220hp is the maximum that should go through the front wheels alone. This is because they have to cope with changing direction as well as pulling the car forwards, and it’s always a compromise. The R26’s 225hp (160kW) is right on the limit and you can feel it with the torque steer generated when you push hard on the drilled aluminium accelerator pedal. It’s no worse than any other front-wheel drive car, though, and I didn’t let it stop me exploring the limits. Renault has managed to create a non-offensive, woolly, boring engine tone that is no match for the XR5’s Alfa Romeo-style growl. But at least there’s no turbo whine like the XR5 has. I would suggest a new exhaust if you are serious, and that may even liberate some more horsepower.

Deceleration is as impressive as acceleration. The brakes are extremely keen and I had to adjust my heel-toe technique to avoid breaking my nose on the windscreen. The handbrake is also extreme. Its handle is like the throttle on a jet aircraft and seemed to allow more power to be applied to it.

Buy the F1 and you get 3 doors, which says that you’re young and virile with no kids. Buy the 5-door RS 225 for an extra two grand and you get leather seats and a more family friendly package.

Would I have the Renaultsport F1 Team R26 over its non-Japanese competitors — the Ford Focus XR5 and VW Golf GTI? I immediately liked the XR5 — the power, the styling, and especially the engine note. The seats are better than the Megane, and so are the dashboard, mags and general interior fitout. But despite the truly splendid engine tone the annoying turbo whistle bugged me far too much — there was no escape from it. So, the Megane R26 F1 wins out over the Ford, and it even wins out over Volkswagen’s very competent GTI despite the Golf having the DSG gearbox because there are just too many Golfs around — the Megane is more individual. The only things I really couldn’t live with on the R26 are the boring woolly engine tone and the ghastly optional stickers. Nothing an exhaust and some foresight when ordering one wouldn’t fix. My final verdict is Gimme, Gimme, Gimme!

Price: from $49,990 ($51,990 for the 5-door with leather seats)

What we like

  • Power
  • Comfort
  • Styling (in black; yellow doesn’t look so good)
  • Grip
  • Brakes
  • Handbrake — all cars should have one like this

What we don’t like

  • Lose the stickers
  • Change the exhaust
  • Low rent dashboard
  • Front-wheel drive traction issues cause torque steer

Words Darren Cottingham, photos Brad Lord

Safety and Security

Five Star Euro NCAP Safety Rating

Survival safety passenger cell with front and rear crumple zones

Electronic Stability Program (ESP) with understeer control Sports-tuned

ABS brakes with Electronic Brake Distribution (EBD) and Emergency Brake Assist (EBA) S

Driver and front passenger adaptive SRS airbags

Driver and passenger lateral SRS airbags

Side SRS curtain airbags (cabin length)

Anti-submarining airbags for front seats

Programmed Restraint System (PRS)

Front/outer rear seatbelt pretensioners

Load force limiters in front seatbelts

3 rear 3-point lap-sash seatbelts

ISOFIX child seat mounting points

Side impact bars and honey combed padding in doors

Fuel cut-off in event of impact

Remote central locking

Door open and fasten seatbelt indicators

Electric front windows (One touch and anti-pinch)

Electric variable power assisted steering

Light sensitive automatic headlights

‘See me home’ function headlights

Rain sensitive automatic wipers

‘Smart’ rear wiper

Cruise control with speed limiter

Comfort and Versatility

Upholstery Cloth – Dark charcoal with silver stitching

Leather wrap steering wheel and gear lever cover

Automatic climate control air-conditioning

Air recycling and particle filter

Air-chilled glove box

AM/FM stereo with CD and finger tip control Single CD (MP3 compatible)

‘Clean Hands’ integrated fuel filler cap

60/40 split fold rear seats

Height adjustment on driver’s seat

Lumbar adjustment on driver’s seat

Adjustable front and rear head restraints ‘Anti-whiplash’

Drilled aluminium pedals

Front and rear armrests

Under floor storage

Tinted Glass

Height and reach adjustable steering column

Steering column mounted audio controls

Renault F1 Team Plaque

Trip computer and outside temperature gauge

Anti-Theft

Electronic engine immobiliser

Keyless car with Renault card

Renault Anti-Intruder Device (RAID) automatic locking system

Exterior

Body coloured bumpers, inserts and bodyside protection mouldings

Electric, foldable, heated door mirrors

Chrome door handles

Chrome double outlet exhaust

Fog lamps

Metallic paint

Renault F1 Team decals on the front, roof, sides, and rear bumpers

Wheels Renault Sport 18″ grey BeBop alloy wheels

Xenon headlights with washers

Seating Capacity

No. of seats 5

Engine

Capacity (cc): 1998

Bore x stroke (mm): 82.7 x 93

Number of cylinders/valves: 4/16

Compression ratio: 9:1

Max. power kW EEC (hp) at a speed of (rpm) 168 (230) @ 5500

Max. torque Nm at a speed of (rpm) 310 @ 3000

Acceleration 0-100km/h (secs) 6.5

Type of injection: Multipoint

Fuel: Unleaded (Premium rec.)

Induction: Intercooled Turbo

Exhaust catalyst: Euro IV

Transmission

Type 6-speed Manual

Speeds (km/h) at 1000 rpm:

1st gear 9.7

2nd gear 14.71

3rd gear 20.54

4th gear 27.1

5th gear 35.33

6th gear 42.45

Steering

Type Variable Electric Power Assisted

Turning circle (m) (kerbs) 10.35

Suspension

Front

MacPherson type with L-shaped lower arm, independent steering axis and anti-sway bar

Rear

H-style rear axle and anti-sway bar

Other

Uprated front and rear spring rates

Retuned front and rear damper settings

New Limited Slip Differential

Wheels – Tyres

Wheels 8.0 J 18

Reference tyres Michelin Pilot Sport 2 – 235/40 R18

Emergency spare wheel Steel Wheel 185/60/R17

Braking

ABS with Electronic Brake Distribution (EBD) and Emergency Brake Assist (EBA) S

Front – ventilated discs (mm) Brembo® – Drilled and ventilated discs (312mm)

Rear – solid discs (mm)

Brembo® – Drilled solid discs (300mm) with red callipers

Fuel Consumption

Litres/100km combined cycle 8.5

Capacity

Standard fuel tank (litres) 60

Weight (kg)

Unladen kerb weight 1355

Max. weight, unbraked trailer 650

Max. weight, braked trailer 1000

Dimensions (mm)

Overall length 4228

Overall width (including door mirrors) 1777

Overall height 1437

Front head room, seat angle 14 degrees 885

Rear head room, seat angle 14 degrees 899

Luggage Compartment Volume (litres) (with all seats up) 330

Warranty

3 years/unlimited km S

3 year 24 Hour AA Roadside Assistance S

Renault 6 year anti-corrosion S

Posted by on February 2nd, 2008 in Renault, Road Tests / Car Reviews | Tags: , , , ,

Blogs: Price gouging on Nissan’s GT-R

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February 1st, 2008 by darren

I’m sure this won’t just be happening in the USA, but with only 1,500 GT-Rs available this year there’s bound to be a bit of markup at the dealers because of demand. Anecdotal evidence of dealers in the USA quoting between US$20,000-50,000 over the sticker price is leaving potential buyers frustrated. In New Zealand we will be expected to pay around NZ$140,000, so the same kind of gouging would take the price up to over $200,000.

This hasn’t happened with the new Subaru Impreza WRX STI. It has an extremely limited demand (in fact, I asked Chris Rickards, GM of Subaru in NZ) whether I could buy one and he said that the allocation is pretty much sold through to August. No price gouging (though resale values are likely to be strong until secondhand imports from Japan begin arriving.)

Posted by on February 1st, 2008 in Blogs

Blogs: Environmental Protection Agency wants a truce on horsepower wars

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January 30th, 2008 by darren

Environmental Protection Agency wants a truce on horsepower wars Author: darren [30-01-2008 07:56] The director of the office of transportation at the EPA, Margo Oge has made a plea to the automotive industry to stop having as much fun developing cars with sensational levels of horsepower, like Chevy’s new Corvette ZR1 (currently producing a paltry 620 ponies). Instead, she wants to start a green war with ‘the most affordable and desirable, low carbon vehicles each year.’ Sounds terribly dull, but she claim such a challenge could assist with economic growth in the US, helping it reclaim market share. Hello, the US auto industry is almost dead. It’s so far behind the Japanese the only thing it has is large horsepower, big presence gas guzzlers. Anyway, many of the automakers are already on the front lines of the green battle – they know what their customers want – but they need to offer a range that suits all their customers because they don’t have the luxury of producing just one line like, for example, Tesla, with its electric roadster. Strict CAFE standards coming in by 2020 are also dictating average fuel economy and emissions. Ford and GM have already shelved plans for future V8s, preferring smaller turbocharged engines. Oge’s comments really are attention-grabbing headlines. They’ll make not one ounce of difference to the automakers’ strategies; they’re just designed to draw awareness to the EPA.

Posted by on January 30th, 2008 in Blogs

Ford: Ford Fairmont MkII (2007) – Road Test

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January 30th, 2008 by Car and SUV

Ford Fairmont 2007 fqh

The Ford Fairmont MkII is the best car to use on critical missions involving stealth and cunning in cities. Resplendent in ‘overcast grey’ (that’s not Ford’s name for it), it sticks out like leopard in long grass. It’s unnoticeable as far as cars go; an inoffensive automobile for legions of company executives who want big inline-6 power but without the risk of making an unnecessarily ostentatious statement with gaudy paint and challenging body kits. Perhaps they are used as undercover cars, but we just don’t notice.

The greyness of the Fairmont’s exterior spills into the interior, so much so that I didn’t bother taking a photo of it. It was far too boring, so I sat beside the lake for 20 minutes instead, watching the occasional fish jump, and pondering what I could write about.

There have been some styling revisions since the MkI. There’s a new bonnet with interesting tapered channels, a chrome grille, and revised colour-coded front and rear bumpers.

The rear bumper incorporates parking sensors, while the boot features a subtle lip rather than the spoiler you might find on a Force 6.

The 190kW 4-litre inline six cylinder mill has enough stealthy grunt to whisk you away to any lakeside retreat without being held up by slower traffic. Should this heady power get the better of you, the car will be there first with traction control, and on the other end of the equation ABS and EBD to bring it to a halt. The driver can even adjust the pedals to get the most comfortable position.

In-car entertainment is courtesy of a standard Ford unit — LCD display, six-disc in-dash CD and acceptable speakers.

Despite my assertions that this is a sleeper and incredibly dreary to look at, Ford says that it has a ‘new stylish tapered hood, new prestigious chrome grille and chrome front headlamps, and new sporty front bumper and revised rear bumper design’ (the rear bumper even has reversing sensors as standard.) Use of the words ‘sporty’ and ‘Fairmont’ in the same sentence is a tad extreme.

Once again, Ford has created a car that quietly goes about achieving all that’s required of it, feeling like it’s been put together by the Germans but for twenty grand less. It actually does have a German-engineered 6-speed automatic transmission with sports sequential mode.

It’s a pity then that the Fairmont is actually a pretty good car. It rides with poise on the blacktop, it’s comfortable, and as far as handling goes it’s good for a large car. In my lakeside ruminations I really wanted to slate this car for all its dullness. In hindsight, if Ford had supplied one in a different colour I would have ended up writing a review about its practicality for the family, and its executive presence for a reasonable price.

Click to the next page for specifications

Price: From $47,990

What we like:

  • Inconspicuous for those who want it
  • Quiet achiever

What we don’t like:

  • Characterless except for the engine

Words and photos Darren Cottingham

Performance

Feature Fairmont Sedan
E-Gas (Dedicated LPG) 4.0L DOHC VCT I6 with 4-speed Sequential Sports Shift automatic transmission (including Adaptive Shift)1 O
Barra 190 4.0L DOHC DIVCT I6 with ZF 6-speed Sequential Sports Shift automatic transmission (including Adaptive Shift) S

Interior Features

Feature Fairmont Sedan
Child Activity Organiser A
Disabled driver’s kit (auto only) NCA
Fridge ‘Day Tripper’ 15L/Fridge power adaptor A
Scuff plate inserts ‘Ford’ or ‘XR’ logo A
Momo Leather Steering Wheel O/A
Smokers Pack A
Pollen filter A
Power Adjustable Pedals S
Trip computer S
Automatic headlamps on/off feature S
Boot Scuff Guard A
Rear occupant heating/cooling S
Front power windows S
Rear power windows S
Momo leather sequential sports shifter A
Window shades (set of 2) A
Leather wrap steering wheel S
Automatic climate control with dual zone temperature control S
Premium interior command centre with Premium audio system, dual climate control, large colour TFT screen and trip computer O
Prestige interior command centre with Prestige audio system, dual climate control, large colour TFT screen and trip computer S
Analogue Clock S
CFC free air-conditioning S
Outside Temperature Display S
Alloy Pedal Pads – Falcon A
Central Locking All Doors (incl. Wagon Tailgate) S
Remote Keyless Entry with Panic Alarm S
Cruise control with steering wheel mounted switches S
Steering wheel audio controls S
Courtesy Lights S
Mobile Phone Presenter A

Interior Dimensions

Feature Fairmont Sedan
Front head room (mm) 1010
Front leg room (mm) 1086
Front shoulder room (mm) 1513
Front hiproom (mm) 1461
Rear headroom (mm) 976
Rear leg room (mm) 980
Rear shoulder room (mm) 1494

Engine

Feature Fairmont Sedan
Engine size (optional E-gas engine) (cc) 3984
Engine size (standard engine) (cc) 3984
Compression ratio (standard engine) 10.3:1
Compression ratio (optional E-gas engine) 10.3:1
Max. Power (DIN) (standard engine) 190kW @ 5250rpm
Max. Power (DIN) (optional e-gas engine) 156kW @ 5000rpm
Max. Torque (DIN) (standard engine) 383Nm @ 2500rpm
Max. Torque (DIN) (optional e-gas engine) 370Nm @ 2750rpm
No. of valves (standard engine) 24
No. of valves (optional e-gas engine) 24
Bore x stroke (standard engine) 92.26 x 99.31mm
Bore x stroke (optional e-gas engine) 92.26 x 99.31mm
Injection Sequential multipoint electronic fuel injection
Engine management Powertrain control module incorporating electronic throttle control
Battery 54Ah

Audio

Feature Fairmont Sedan
DVD entertainment system A
DVD entertainment system – games adaptor & games bag A
Bluetooth® mobile phone kit A
Premium audio system with colour TFT display screen and 6-disc in-dash CD, Audio Pep-pack – 150Watt amplifier and 150watt sub-woofer O
Prestige Audio System with monochrome LCD display screen & 6-disc in-dash CD S
On Glass Radio Antenna S

Fuel

Feature Fairmont Sedan
Fuel tank capacity (L) 68L
Fuel consumption – ADR 81/01 (L/100km – rounded) 10.2
Recommended fuel Reg/Prem unleaded

Luggage Capacity (L)

Feature Fairmont Sedan
Petrol 504
LPG 379

Brakes

Feature Fairmont Sedan
Front Brakes Standard vented disc brakes with twin piston caliper
Rear Brakes Standard solid disc brake with single piston caliper
ABS Brakes 4-channel ABS with Electronic Brakefoce Distribution (EBD)

Seating

Feature Fairmont Sedan
6-way driver power seat S
Knitted Velour Trim Seats S
Driver lumbar support seats S
Passenger Lumbar Support Seats S
60/40 split fold-down rear seat back S
Centre Rear Arm Rest with Cup Holders S

Kerb Weight (kg)

Feature Fairmont Sedan
6-cylinder 1694

Suspension

Feature Fairmont Sedan
Front Fully independent double wishbone
Rear – sedan Control Blade independent rear suspension

Minimum Turning Circle (m)

Feature Fairmont Sedan
Diameter kerb to kerb 11

Exterior Dimensions

Feature Fairmont Sedan
Overall height (mm) 1444
Overall length (mm) 4930
Front overhang (mm) 926
Overall width (excludes exterior side mirrors) 1864
Wheelbase (mm) 2829
Front track (mm) 1553
Rear track (mm) 1571
Rear overhang (mm) 1174

Safety & Security

Feature Fairmont Sedan
Intelligent Safety System S
Driver and front passenger airbags with dual stage inflators S
Pyrotechnic seatbelt buckle pretensioners S
Beltminder System S
Three point seat belts S
Advanced restraints module S
Crash severity sensor S
Driver’s seat sensor S
Side airbags (head and thorax) S
Anti-lock braking system S
Traction Control S
Dynamic Stability Control (DSC) O
Reverse sensing system S
Smartshield security system S
Fully integrated alarm with battery back-up A
Child proof locks S

Exterior Styling

Feature Fairmont Sedan
High arched spoiler O/A
Carry bars/roof racks and accessories A
Roof luggage box 375L A
Roof luggage box 405L A
Sunroof O
17″ x 7.5″ alloy 7-spoke (255/50 ZR17) O

Ride & Handling

Feature Fairmont Sedan
Control Blade Independent Rear Suspension (IRS) S
Fully Independent Double Wishbone Front Suspension S
Matching Alloy Spare Wheel O
Sports Control Blade Independent Rear Suspension (IRS) O
Steel spare wheel – 16″ x 6.5″ S
Dynamic Stability Control (DSC) O
16″ x 7″ alloy wheels (10 spoke) – 215/60 R16 tyres S

Transmissions/Ratios

1st – 4-speed Auto 2.39
2nd – 4-speed Auto 1.45
3rd – 4-speed Auto 1.00
4th – 4-speed Auto 0.68
Reverse – 4-speed Auto 2.09
Final drive ratio – sedan – 4-speed Auto 3.23
1st – 6-speed Auto 4.17
2nd – 6-speed Auto 2.34
3rd – 6-speed Auto 1.52
4th – 6-speed Auto 1.14
5th – 6-speed Auto 0.87
6th – 6-speed Auto 0.69
Reverse – 6-speed Auto 3.40
Final Drive Ratio – 6-speed Auto 2.73

Maximum Towing Capacity (Subject to New Zealand regulations)

Feature Fairmont Sedan
Manual (kg) 1200kg
Automatic (kg) 1600kg
Posted by on January 30th, 2008 in Ford, Road Tests / Car Reviews | Tags: ,

Blogs: Is the market for premium license plates about to boom again?

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January 29th, 2008 by darren

There was a time when premium registration plates, such as single letter or single number variants, fetched in excess of NZ$600,000. But they’ve fallen out of favour recently. Any market goes through its phases, whether its property, artwork or vintage guitars, and the personalised plates market hasn’t exactly been super buoyant over the last few years.

This might be about to change with the news that the director of Project Kahn in the UK, Afzal Kahn, has just paid UKP440,000 for the plate F1 in the UK. That’s NZD1.123 million, the most we’ve heard of. Though, A1 will be up for sale sometime this year and perhaps will fetch more, being the first plate issued.

The rules are different for license plates in the UK – you can’t just make up your own like you can in New Zealand, and you can’t use a plate that’s newer than the car. Plates in the UK signify year and area of registration, so are not very flexible. This adds to the rarity value, and that’s perhaps why the price was so high.

Posted by on January 29th, 2008 in Blogs

Peugeot: Peugeot 207CC Sport Manual (2008) – Road Test

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January 29th, 2008 by Car and SUV

Peugeot 207CC 2008 fq

The English buy more convertible cars per capita than the Spanish, which is surprising because the Spanish don’t experience drizzle on the epic, demoralising scale that the British do. The Eskimos have lots of words for snow; the Spanish probably have lots of words for sun. Probably.

So, like an unattractive, lank-haired woman might wear far too much perfume by Chanel when out on the town trying to attract a guy to capture the essence of the sultry European vixen, the British buy convertibles to capture the essence of Spain, where people don’t really buy convertibles.

And that neatly brings me to the Peugeot 207CC hard-top convertible with a peppy 1.6-litre twin-scroll turbo pushing out 150hp and 110Nm of torque. It’s a car that should definitely be driven by sultry European vixens because it is European, cute, and not really a man’s car. I spent the week with the top up trying to look like it was my girlfriend’s car. The thought crossed my mind I should have kept the beard I grew over Christmas and perhaps got some tats to reinforce my maleness, but my beard is ginger and that’s not good for asserting manliness.

Of course I told people I left the top up because I would be subjected to the rigours of the New Zealand sun and with my Anglo-Saxon complexion (don’t call it ginger) that would mean sunburn after just 10 minutes. That is partly true, because I totally understand where the Spanish come from. When it’s 27 degrees and your forehead is hot enough to cook paella on all you want is air conditioning and lots of it.

The 207CC does air conditioning, though not as well as many other cars, which is perhaps because Peugeot expects you to have the steel folding roof down — a procedure that takes around 25 seconds of holding a button down. This digital climate control air conditioning extends to the glovebox and contains a combined active carbon/pollen filter, which obviously doesn’t work if you have the top down.

Safety is good for a small convertible. The 207CC achieves a 4-star Euro NCAP rating from its four airbags (driver, passenger and front side airbags), ABS braking with EBFD (Electronic Brake Force Distribution) and EBA (Emergency Brake Assist).

Handling consists of very predictable understeer when pushed hard; when driven normally the light clutch and steering make around-town manoeuvring simple. The 207CC is short, too, so it fits in small gaps for parking (though it’s best to get the optional reversing sensors.) Further adding to the 207CC’s city-friendliness, the mirrors fold in automatically when the engine is turned off.

Technically the 207CC is a four seater, but I could not sit in the back seat even with the front one all the way forward. It would be for short parents with very young children only. It may have been a better option for Peugeot to forego the back seats completely and make an enormous boot, but you can use the back seat area for storage.

Storage generally in the front is minimal — the glove box is small and there’s no other lockable storage.

The driving position is better than some small Peugeots. It’s still not quite set up for a person who is tall, but not as bad as the 206GTI180 I owned. You’re presented with white-faced dials and a satisfying leather steering wheel. Cruise control and stereo controls are situated on the steering wheel and progress can be made along the roads of the nation in relative comfort.

A naturally aspirated 1.6-litre version is available with Porsche’s Tiptronic gearbox and saves you two grand. The turbo comes with a 5-speed manual.

Overall, this is a car with a distinctly feminine image. Its benign handling makes it easy to drive. For the fashion conscious woman the 207CC imparts an air of European sophistication and a serious sunburn if you’re not careful.

Price: from $43,990 (Sport Manual turbo), or $41,990 (naturally aspirated automatic)

What we like

  • Good power for around town, and overtaking
  • Easy to drive (clutch and steering are light)
  • Boot is large when the top isn’t down
  • $5k cheaper than an MX-5

What we don’t like

  • Boot lid seems flimsy
  • Dead pedal spacing designed for small shoes
  • It’s a 3-seater at best unless all passengers are under 5’2″
  • When the rear windows are open the seat belts vibrate

Words and photos Darren Cottingham

207CC  Sport Manual

Engine

1.6 litre, 16 valve, turbo, 4 cylinder petrol engine

Cubic capacity (cc) 1598

Max power kW (HP) @ rpm 110 (150) @ 5800

Max torque (Nm @ rpm) 240 @ 1400

Emission control Catalytic converter

Emission standard E URO 4

Emission of CO2 by weight 171

Wheels and Tyres

Size 205/45 R17, Alloy

Brakes

Front ventilated with sliding callipers

Rear solid discs with sliding callipers

Suspension

Front Independent McPherson type, helical springs and hydraulic dampers, set to operating pressure of 5 bars

Rear Rear Torsion beam, helical springs and hydraulic dampers set to an operating pressure of 5 bars

Dimensions

Length (mm) 4037

Width (mm) with mirrors 1818

Height (mm) 1397

Weights an d Capacities

Kerb weight (kg) 1493

Braked trailer towing weight (kg) 1070

Unbraked trailer towing weight (kg) 600

Fuel Consumption

City Cycle l/100km 9.6

Highway cycle l/100km 5.8

Combined l/100km 7.2

Safety Features

4 star Euro ENCAP rating

4 airbags – driver, passenger and front side airbags

ABS (with EBFD & EBA)

Electronic Stability Program (ESP) (with ASR & CDS)

2 x Rear 3-point seatbelts with pretensioning and load limiting front seatbelts

Load limiting rear seatbelts

Height adjustable front seatbelts and front seatbelt unfastened warning

Isofix on front passenger seat (child safety seat fixing points)

Fuel cut off inertia switch

Active rear rollover bars

Security

Remote central locking

Alarm and deadlocking (optional)

Rolling code transponder immobiliser

Visible VIN number

Security coded in-car entertainment

Lockable glove box

Auto-lock doors/boot over 10 km (selectable)

Comfort and Convenience

Cruise control with speed limiter

Rear park aid (optional)

Internal operated central door locking

One-touch electric windows with anti-pinch front and rear windows

Electrically operated door mirrors & electric folding mirrors

Atmosphere perfumer (optional)

Style sport pack

Radio/CD Player, MP3 compatible

Steering wheel-mounted remote controls

5-Disc CD Changer in centre console (optional) with 6 speakers

Bluetooth (optional)

Digital climate control air conditioning with air conditioned glovebox

Combined active carbon/pollen filter

Leather steering wheel

Front storage bins

Boot net

12V Row 1

Athermic & acoustic windscreen

Auto and directional headlights

Front and rear fog lights & reverse lights

Steel folding roof

Electrochrome rear view mirror

Posted by on January 29th, 2008 in Peugeot, Road Tests / Car Reviews | Tags: ,
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