Such an engine in a small car is always appealing. It’s what the 205 GTI had, after all. It’s a pity about the shift quality of the five-speed gearbox, though, which is rubbery and not at all mechanical-feeling in its lateral movements. At least the gear ratios are quite close, so the engine speed doesn’t drop too far when you change up. It helps cement the sporty ambience. But not as much as the revised suspension does. Compared with the GT HDI 110, it has stiffer rubber in the lower front suspension arms’ rear mountings (vital for steering precision), a stiffer crossbeam between the rear suspension arms (it helps load up the outside rear wheel when cornering), and dampers recalibrated to suit the lighter engine. Don’t be put off by these technicalities, because they account for what happens next. 

For me, it was a life-affirming moment. In it was contained the feeling that it’s all going to be all right, that Peugeot has found the plot again. I turned into a fast flick on an open country road outside Paris, felt the nose tuck in with exact precision, felt the steering wheel pulling at my hands with a strength convincingly matched to the cornering force, and felt the 207’s rear move smoothly out to an attitude designed to help point the front. This is it: a hot hatchback with a tail mobile enough to help to point the nose, the amount by which it does so dependent on how hard I’m accelerating or whether I’m suddenly slowing down. 

Peugeot’s past car-handling guru, Jean Baudin, always said that the way the rear suspension behaves has a vital effect on how a car steers. Channel the forces the right way and you can have a car eager to respond to a driver’s inputs, a car whose trajectory is finely controllable on the accelerator as much as with the steering wheel.  The 207 GT Turbo does this and it’s a joy. It even rides over bumps better than the HDI 110 version. Peugeot has got back on the Damascene road, and the revelation has been properly imparted. 

Nor need you fear that the tail’s eagerness to help out might turn into a spin if you’re not paying attention. The old 205 could do that but the 207 does not, thanks to innately benign characteristics and a subtly helpful, never intrusive ESP system. Even better, the GT Turbo actually costs less than the HDI 110. So, unless you absolutely must have the hyper-economical version, the GT Turbo is clearly the one to have. Now Peugeot just has to make sure the 207 GTI fulfils the expectations the GT Turbo has just created. The car world is watching. Don’t mess it up, mes braves. 

The rivals Ford Fiesta ST £13,595  

The most obvious rival has great handling but its 2.0-litre engine is rougher and less punchy than the 207. Outright pace is similar, standard equipment significantly less. Looks good with optional stripes. Seat Ibiza 20vt FR 150 £11,975 

Seat uses fat wheels and hard suspension to impart “sportiness”, but it’s a shallow transformation. Turbo engine has 20 valves and 1.8 litres, with a similar pace to the Peugeot’s. Good value. Mini Cooper with Chili pack £13,695 

About to be replaced by a similar-looking new model, the Mini remains an extraordinary car-culture phenomenon. Great fun to drive, however, it’s slower and less well-equipped than the 207. Source:-[Motoring Independent]