First drive: Peugeot 307 bigger not better

THE 307 is Peugeot's new entrant in the compact hatch class, a class dominated by the Volkswagen Golf. It is no surprise then that with 307 the French company wanted to build a better Golf, luring buyers with a quality car promising better safety and high levels of standard equipment.

Sizing up the 307 for the Australian market is difficult as Peugeot will not at this stage nominate which models will sell here, as new Peugeot importer Sime Darby has yet to discuss this with Peugeot .

At the international launch of 307 in Morocco last week, Automobiles Peugeot's president of Asia Pacific, Mr Frederic Banzet, said the 307 would be offered in Australia with three engines and two transmissions: a 1.6-litre 16-valve developing 80kW and 147Nm, a 2.0-litre 16-valve developing 100kW and 190Nm and a turbo-diesel HDi 2.0-litre, developing 66kW and 205Nm.

Transmission choice will be either a five-speed manual or a four-speed Tiptronic auto. Mr Banzet said 307 pricing would come in about 5 per cent under equivalent Golf models.

In France the 307 range opens with the XR Presence 1.6 three-door and goes up through sports XS and XSi models to the luxury XT, with option packages along the way.

The most likely model line-up in Australia will include XT 1.6 five-door (and possibly three-door), XT 2.0 five-door, XT HDi five-door and a sporty XSi 2.0 three-door.

Alloy wheels (of either 15-inch or 16-inch diameter) will be standard on all XT models while 17-inch alloys will be fitted to XSi. Features such as one-touch power windows, power mirrors, single-CD player, auto-locking rear hatch, remote locking and air-conditioning will be standard.

Traction control and stability control are to be phased into production in coming months and are likely to be fitted to the upper-spec 2.0-litre petrol models only. The 307's satellite navigation system may prove too expensive to offer in Australia.

The 307 is the first model to use Peugeot's platform-sharing concept. Known as the "Two" platform, the 307s will also serve as the basis for the new Citroen Xsara and other 307 derivatives including a small MPV and a Coupe Cabriolet.

Peugeot says this all-new platform performs better in a crash with the benefit of features such as anti-collapse headrests and lap/sash belts all round.

The 307 also has six airbag protection (front, side and curtain) - a first for this category and one that suggests 307 crash performance will be good - although the half-dozen airbag package may go to the top-shelf Australian model only other models will probably only have front airbags.

Other 307 standard safety features include hazard lights which activate after an impact, four-wheel anti-lock disc brakes, electronic brake force distribution and brake assist.

Peugeot has used weight-saving measures including an aluminium bonnet and composite plastic front guards in the 307. Even though larger and fitted with more equipment, the 307 is only about 50kg heavier than the 306.

Peugeot says low-speed impact damage is minimised by headlight clusters that swivel away from expensive parts within on impact, and front guards that regain their original shape after a minor impact.

The 307 has electric power-assisted steering and suspension is a conventional coil strut with lower arms and sway bar at the front while the rear uses a coil spring beam axle with trailing arms.

The 307 brings a new level of safety, technical innovation and quality for a Peugeot, but it seems more of a catch-up than pushing forward the innovation boundaries of the class.

DRIVE IMPRESSIONS:

FIRST impressions of the Peugeot 307 is that it is a larger, more luxurious car than the 306. The 307's cabin seems much bigger with its people-mover inspired design.

This is mostly due to the effect of the long windscreen and dashboard. There is enough head room for six-footers to sit comfortably front and rear, and the seats themselves are supportive and comfortable.

The instruments are big and clear and only the multiple small radio controls (both on-dash and steering column) spoil the effect.

The 307 uses tactile interior plastics like the Golf and Astra, only it is used in combination with the old style brittle plastics. Some trim of the launch cars was not aligned properly and one car had a door rattle.

A few cars suffered engine power loss, too, though the symptoms did suggest dirty fuel.

The 307 was very quiet inside with engine noise not intruding until revving hard and wind noise in the calm conditions was low. Only on coarse, chip surfaces did road noise filter through. Despite the huge glass area, the climate control air-conditioning cooled the interior well in the 35-degree heat.

Engines were smooth and offered reasonable torque, though appeared to struggle with the weight of the 307.

On hills the 1.6-litre petrol and the 2.0-litre diesel models needed copious amounts of throttle. Not surprisingly, the pick is the 2.0-litre petrol, which delivered strong if not outstanding performance. The gearshift was notchy and the clutch, now a hydraulic type, is so light that smooth take-up requires some effort.

Like most Peugeots, the 307 has good chassis dynamics with precise turn-in, little body roll and progressive rather than painful understeer.

Steering feel and roadholding is much improved with the XSi's 17-inch wheel and tyre package but the trade-off is a noisy and jolting ride over sharp bumps that are mostly smoothly dispatched with the lower spec 15-inch wheels.

Brakes were strong but lack a progressive feel.

The 307 is more fun and involving to drive than a Golf but it is not as good as the 306 was.