The 207 is available in four trim levels and with six engine options. The three diesels look good on paper, but are quite expensive. There are roughly 90 horsepower powertrain options of both fuel types, for example, but if you want the 1.6 diesel instead of the 1.4 VTi petrol, it’ll cost you an extra £1300.
The basic 1.4-litre eight-valve petrol powerplant is gutless, making the natural choice (and inevitable best-seller) the 1.4-litre, 94bhp, 102lb ft 16-valve motor. Above that, Peugeot’s 118bhp 1.6-litre petrol, co-developed with BMW, looks appealing until you realize that it inflates the 207’s price to almost warm hatchback levels.
While there are also estate and coupe-cabriolet versions of the 207, spring 2007 brought an interesting addition to the range in the shape of a ‘GTi’ model. The 207 GTi largely shared its styling with the regular three-door ‘Sport’ 207 hatchback. Under the skin, changes were pretty minimal too. The body was no different from that of other 207s, while the front and rear tracks were slightly narrower by dint of wider wheels. But the springs and damper rates were different, as were other suspension components. And the car’s engine, developed jointly with BMW, was a 1.6-litre turbo with a relatively high specific output, that would spread far and wide across PSA’s new cars. In the GTi, it developed 173bhp and 180lb ft of torque.
But, like every 207, the GTI’s weight penalized it – and may partially explain why it failed to sell, and why Peugeot withdrew it from UK sale in 2010.
The 207 is not only slightly bigger than the 206, but 150kg heavier – two hefty blokes’ worth of bulk. It would be startling indeed if the car could even match the performance of a 206 fitted with the same engine. Which is why Peugeot’s own figures show that the basic 1.4-litre 207 has poorer acceleration than its antecedent, and uses more fuel in all three official measures while pumping more CO2 into the atmosphere. Not a good start.