Peugeot unveils the new 308 CC. It's not a radical coupe cabriolet, but it's a gentle evolution of the 307 CC blueprint: a four-seater family hatch turned convertible.

The French company invented the first production opening metal roof back in the 1930s, after a few coachbuilders toyed with low-volume concepts, and then brought them to the mainstream with the 206 CC in 2001. The new 308 CC follows the same formula with a metal roof that somersaults into its loadbed in 20 seconds to leave a completely flat (if long) rear deck.

Naturally, the boot shrinks when the roof is lowered, dipping from 465 litres to 266 when it's stowed. But then every folding hard-top car suffers the same problem.

The styling of the 308 CC is hardly a surprise, but there are one or two interesting design details. The rear lights are made up of LEDs and inside Peugeot has poached Mercedes' Airscarf system, with a new option called Airwave to warm front occupants' necks.

There is also the option of a fully leather lined interior (a first in the class, says Peugeot) and there are some clever touches to protect an open-top car: the central locking now bolts all the cubby holes automatically protecting your belongings if you leave the car parked with the roof down; and there are new chest and head airbags built into the front seats.

It's making its show debut at the Paris motor show in October 2008, with UK sales slated for spring 2009. Expect prices from around £18,000 stretching up to £23,000. The usual array of 308 engines will be offered, including a new Euro 5 compliant 2.0-litre diesel mustering 140bhp.

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Peugeot is hammering the final nails into the coffin of the 307 with two new additions to the 308 range – a warmed-up 308 GT THP and a practical SW estate – both due to be unveiled at the Geneva Motor Show in March 2008.

Peugeot has given that ‘Lion’s nose’ bonnet a bit more, erm, growl by dropping the 175bhp engine from the 207 GTi into it. That means 0-62mph comes up in 8.3 seconds while the top speed is 140mph. Hardly headline-grabbing, but 180lb ft at only 1600rpm (or 195lb ft on overboost) means it should feel just as punchy as its younger brother.

As is customary these days, CO2 emissions have gone down compared to the 180bhp 307 the GT replaces. It’s a bit more economical too, returning 37.1mpg if you drive it nice and slowly.
This warm 308 looks quite aggressive though...
It does indeed. In addition to that in-your-face grille Peugeot has added bigger wheels, lowered suspension, a redesigned front bumper and a new rear spoiler. You can decide whether it’s delightfully aggressive or just OTT, but it’s certainly a big step forward over the 307.

Inside’s the same story too. The quality is considerably up over the 307, and in the GT you get a six-speed manual 'box topped with an aluminum knob. The pedals also have aluminum facials, while the new sports seats should offer decent support. Expect prices to start at £19,000 when the car goes on sale in the UK in April 2008.

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Citroen's Nemo was a bit of a joke name, but the Beep Beep takes the silly name game on to the next level. Unveiled at the Bologna Motor Show today, the Beep Beep is a thinly disguised concept of Peugeot's van-based people carrier that will arrive in Europe early next year. It's been given a motorsport makeover to link it with Peugeot's triumphant diesel-powered 908HDi FAP racecar that was the overall winner of this year's Le Mans Series.

Unlike Citroen with its Nemo, Peugeot UK has given the production version of the Beep Beep the red light, claiming that its 207 SW and Partner Combi plug the gap in the market for small people carriers. In Europe the production Beep Beep will come with the choice of 70bhp 1.4-litre petrol or diesel power, hooked up to a five-speed electronically controlled manual gearbox.

Sadly, motor sport mad buyers won't be able to opt for the concept car's red, white and blue paint job, massive 313mm brake discs, 18in alloys and gold-tinted windows. Pity - it's a dead ringer for the 700bhp V12 biturbo race car.

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Peugeot seems to have happily vacated its place at the top of the hot hatch pile in recent years. What’s the 207 GTi going to do to change our minds?
Make the competition look expensive, for a start. We thought Vauxhall had pulled a canny trick when we learned that the 189bhp Corsa VXR would cost £15,495, undercutting Renault’s Clio 197 and the Mini Cooper S by £500. But now Peugeot has pulled the rug from under Vauxhall by offering the 207 GTi for £14,995.

• What’s the difference between the GT and GTi?

About 25bhp and £600. Both use the same 1.6-litre engine co-developed with BMW for the new, new Mini; both use twin-scroll turbochargers and develop the same 177lb ft of torque. But the GT makes do with 150bhp while the GTi enjoys 175bhp.

That still doesn’t sound like much to propel a tubby 1250kg hatch, not when the Clio has nearly 200bhp and the Corsa 189bhp. But Peugeot still claims 6.9sec to 62mph, so it’s just as swift on paper as its rivals.

• So what’s it like?

Comfortable, quiet and easy to drive in traffic. The steering is light (too light) for all those nasty parking manoeuvres and the sporty-looking seats don’t prevent adults fitting comfortably in the back. The standard-fit air conditioning (it’s a £600 option on the Cooper S) hums away quietly keeping you cool and the clever turbocharged 1.6-litre four delivers an astonishing 39.2mpg on the combined cycle (although the Cooper S parries with 40.9mpg).
It looks the part too, what with those chunky tailpipes and alloy wheels. But the enormous chrome wing mirrors are truly horrific.

• Err, I meant what’s it like to drive? Hot hatches are still for driving, aren’t they?

So there are a few of you left who actually like driving? Goes against everything manufacturers have been telling us. Well, it’s not entirely without merit just in case you thought I was about to give it both barrels. The engine is brilliant, feeling far more like a big naturally aspirated four than a small blown one and it makes mincemeat of the Clio in the low- to mid-range. Boost comes in at very low speeds, there’s no lag to speak of and it keeps on pulling right up until the 6500rpm limiter.

Offering just five gears when all rivals, including the Mini which uses the same engine, offer six seems an odd choice and we were skeptical, but it works well because the engine’s torque is spread so evenly throughout the rev-range. Shame the gearchange is that typically sloppy Peugeot affair. You can change gear incredibly quickly, but only if you’re accurate.

The steering is similarly irritating. Unlike the gearshift, it is accurate, but that’s its only trick. Peugeot has embraced electric steering for its fuel-saving benefits and other manufacturers are following suit. But while it weights up subtly, it just isn’t as satisfying or as convincing as an old-fashioned gas-guzzling hydraulic set-up.

And that’s a shame because the chassis itself is pretty good. The low speed ride is brittle, certainly more so than the Corsa VXR’s, but as speeds rise the Peugeot-designed dampers make a great fist of reigning in unwanted body movements and isolating the cabin from angry tarmac. There’s not much in the way of lift-off action and certainly nothing nasty to catch you out, but you can at least tuck the nose in with your right foot.

• But is it as good as the 205 GTi?

One day I’ll drive a new fast Peugeot and someone won’t ask me that question. But I can’t see it happening soon. Anyway, depends what your criteria is. The 207 is quicker, more refined, quieter, roomier, friendlier at the limit, better built, packed with kit, doesn’t kangaroo in traffic and is far safer. I dread to think how many NCAP stars a 205 GTi would get - but it certainly wouldn’t match the 207’s four.

Stuff like that matters to the modern hot hatch buyer. But if you’re talking steering feel, throttle response and proper throttle-steering, the 205 walks it. Driving the original, you’re reminded how fun it is but also how unacceptable it would be to someone stepping out of a hot 207.

So when the more powerful one coming? Sounds like there’s room for a quicker version 207
Peugeot has already developed a kit boosting the 1.6 turbo to 200bhp, but hasn’t given it the green light for sale because it’s not sure it can bring it to market at a reasonable price.
No such concerns over at BMW. Essentially the same dealer-fit kit will be available this year, but then Mini owners seem happy to spend absurd amounts of money on their cars. And we can’t imagine many people wanting to splash out £20k on a Peugeot 207.

• Verdict

Forget about the 205GTi and 306 Rally; sadly for lovers of hardcore hot-hatchery, those days are gone. So rather than judge the 207 GTi against its predecessors, the more relevant question is whether it’s a good example of a modern hot hatch and better than its current rivals.

And it is fast, it is capable and it is refined, requiring no compromises to use day to day. But surely there’s more to a hot hatch than that. Good car, but not the car we’d hoped for.

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