Peu­geot’s first foray into the Sport Util­ity Ve­hi­cle seg­ment is us­ing some proven tech­nol­ogy, re­ports NICK DAL­TON.

The Weekend Post - Motoring - - Front Page -

THE 4007 is based on the Mit­subishi Out­lander but comes with two bonuses: a diesel en­gine and a dual-clutch gear­box op­tion.

Peu­geot says it has the cheapest Euro­pean SUV diesel with seven seats un­der $50,000 on the mar­ket.

The com­pany says the 4007 is the French brand’s re­sponse to strong growth in the mar­ket for all-ter­rain ve­hi­cles and SUVs, with SUVs oc­cu­py­ing about 20 per cent of the Aus­tralian mar­ket.


The all-diesel 4007 wagon range is priced from $45,490 in five-seat man­ual ST form. While that’s $12,250 more than the start­ing price of the Mit­subishi Out­lander upon which it is based (and $4500 more than the cheapest Out­lander V6), Peu­geot says the seven-seat au­to­matic ver­sion of the 4007 ST ($49,190) is Aus­tralia’s only Euro­pean SUV with seven seats and diesel power priced un­der $50,000.

An au­to­matic ver­sion of five-seat ST, equipped with Peu­geot’s first dual-clutch trans­mis­sion (a six-speed unit from Ge­trag), is priced $2500 higher than the (sixspeed Aisin) man­ual at $47,990, while the auto-only seven-seat SV flag­ship tops the range at $54,190.


There are two trim lev­els, two seat­ing con­fig­u­ra­tions and with two trans­mis­sion op­tions, but un­like the petrol-only Out­lander is avail­able here just with PSA Peu­geot Citroen’s new 2.2-litre HDi diesel en­gine.

Equipped with a vari­able-ge­om­e­try 52mm Honey­well tur­bocharger, the 2178cc oil-burn­ing four­cylin­der is exclusive to the 4007 in the Peu­geot range and pro­duces 115kW of power at 4000rpm, along with 380Nm of torque from 2000rpm.

Com­pared with PSA’s pre­vi­ous 2.2 HDi en­gine, it runs a lower com­pres­sion ra­tio (16.6 in­stead of 18.0:1), a 25 per cent larger com­bus­tion cham­ber di­am­e­ter, a vari­able-swirl in­let man­i­fold, piezo­elec­tric in­jec­tors and a third-gen­er­a­tion Bosch com­mon-rail in­jec­tion sys­tem with 1600 bar of fuel pres­sure, up from 1350 bar.

Fit­ted with Peu­geot’s diesel par­tic­u­late fil­ter ( FAP), the Euro 4 emis­sions-com­pli­ant en­gine is claimed to re­duce CO2 emis­sions by 30 per cent over its pre­de­ces­sor. And the patented dou­ble-wall cylin­der block is said to im­prove acous­tic per­for­mance by 3dBa. It also fea­tures two counter-ro­tat­ing bal­ance shafts and a two-part oil sump, ex­tend­ing oil change in­ter­vals to 20,000km.

Peu­geot says that with 250Nm avail­able from just 1250rpm, 300Nm (or al­most 80 per cent of peak torque) on tap from 1500rpm and 90 per cent of torque on hand un­til 3000rpm, the 4007 man­ual sprints to 100km/h in 9.9 sec­onds and of­fers fifthgear 80-120km/h ac­cel­er­a­tion in 9.3 sec­onds.

The auto’s claimed 0-100km/h ac­cel­er­a­tion time is 12.5 sec­onds.

The 4007 man­ual re­turns av­er­age com­bined fuel con­sump­tion of just seven litres per 100km ( 7.3L/100km for the auto) and emits 185g of CO2 per km (auto: 192g/km). Kerb weights range be­tween 1790kg for the ST man­ual to 1840kg for the fully- loaded SV auto, with all mod­els of­fer­ing a 2000kg tow­ing ca­pac­ity.


The 4007 has the same level of equip­ment as the 407 sedan and Tour­ing, with the base ST com­ing stan­dard with elec­tronic sta­bil­ity and trac­tion con­trol, an anti-lock brak­ing sys­tem (ABS), elec­tronic brake­force dis­tri­bu­tion ( EBD), emer­gency brake as­sist ( EBA), six airbags in­clud­ing two-row side cur­tains, 16in Man­yara al­loy wheels with 215/ 70 tyres, cruise con­trol, re­mote cen­tral lock­ing, rear park­ing sen­sors, cli­mate-con­trol air­con­di­tion­ing, power win­dows/mir­rors and sports cloth/leatherette trim.

Avail­able only with seven seats and the Dual Clutch Sys­tem (DCS) auto, the top-shelf 4007 SV adds 18in Tan­ganyika al­loys with 225/55-sec­tion tyres, rear pri­vacy glass, chrome door sill plates and win­dow sur­rounds, Xenon head­lights with wash­ers, leather trim, front seat heat­ing and a pow­ered driver’s seat.


The 4007 presents dif­fer­ent front and rear styling to the Out­lander (and the Citroen C-Crosser). It has a new front bumper with fog lights, chrome-sur­rounded air in­takes and fe­line eye-shaped clear-lens head­lights, which are draped over flat front wings ei­ther side of a con­toured bon­net and a large Peu­geot Lion badge.

It shares the in­te­rior with the Out­lander but with Peu­geot badges re­plac­ing those of the Mit­subishi’s.

Also like the Out­lander it uses an elec­tronic on­de­mand all-wheel drive sys­tem that di­rects 85 per cent of torque to the front wheels in nor­mal con­di­tions, but can be switched on the fly be­tween 2WD, au­to­matic 4WD and 4WD Lock modes, in which up to 50 per cent of torque is di­rected rear­wards.

The 4007 in­her­its the Out­lander’s all-in­de­pen­dent sus­pen­sion sys­tem, which is tuned specif­i­cally for the 2.2 HDi ver­sion and fea­tures MacPher­son springstruts with a 22mm anti-roll bar up front and a multi- arm sys­tem with 20mm sta­biliser at rear.

As with the Out­lander, the 4007 comes with disc brakes all round, with ven­ti­lated 294x24mm ro­tors gripped by twin-pis­ton cal­lipers up front and 302mm solid rear discs with sin­gle-pis­ton cal­lipers at the rear.

A speed-sen­si­tive power steer­ing sys­tem re­turns a 10.6m turn­ing cir­cle.

Al­most iden­ti­cal to the Out­lander in all key di­men­sions, the 4007 is 4635mm long, 1805mm wide, 1715mm high and rides on a 2672mm wheel­base. With all seven seats in place its boot vol­ume is 589 litres, ex­tend­ing to 1691 litres with the third row stowed.


I haven’t driven the Out­lander so can’t com­pare the two but the 4007 ST seven seater is a strik­ing and bold looking SUV.

While the diesel rat­tle is no­tice­able at idle, it is quiet on the move. The 4007 rides and han­dles nicely too, more dy­namic in its re­sponses than some of its op­po­si­tion.

The op­tion to run in more eco­nom­i­cal front-drive mode is more likely to be cho­sen by most driv­ers, which means a lit­tle scrab­bling for trac­tion even in rel­a­tively easy driv­ing sit­u­a­tions.

Give the 4007 some stick, though, and there is no­tice­able torque steer or the steer­ing wheel twist­ing slightly in your hands as the front wheels gets the power down,

The auto 4WD mode, which al­lows the rear wheels to come into play when needed, demon­strates how­ever that on-de­mand sys­tems are gen­er­ally a lot bet­ter to­day than in ear­lier in­car­na­tions. The trans­mis­sion of torque to the back wheels via spin­ning metal plates elec­tron­i­cally con­trolled to sense when rear-wheel trac­tion is needed, is usu­ally in­vis­i­ble to the driver.

In 4WD lock mode, even more torque is sent to the rear axles.

With MacPher­son strut front sus­pen­sion and a coil-sprung multi-link lay­out at the rear, the Out­lander rides com­fort­ably yet steers quite ac­cu­rately without too much body roll. It’s all quiet too, be­fit­ting its po­si­tion­ing as a slightly up­mar­ket com­pact SUV.

En­gine, trans­mis­sion and wind noise are hushed, al­though road noise is no­tice­able, which is sur­pris­ing with a ve­hi­cle on higher pro­file tyres.

It only car­ries a com­pact space-saver spare, which proves that like most mod­ern SUVs, the 4007 will be spending more time on the road than off it. The seven seat op­tion is strictly for chil­dren though. The 4007 is a pleas­ingly dy­namic com­pact SUV that of­fers a lot with plenty of in­te­rior space, a rel­a­tively smooth turbo-diesel, elec­tronic sta­bil­ity con­trol, six airbags, cruise con­trol, elec­tronic rear park as­sist, cli­mate con­trol air­con­di­tion­ing and com­bined sports cloth/leather trim make it com­mend­ably lux­u­ri­ous as well as safe and en­joy­able to drive.

It cer­tainly sits dif­fer­ently on the list of de­sir­able com­pact SUVs.


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