Where those in need of a compact hatch just above
entry-level once had to be content with a car built by one of the established
local manufacturers, the gradual decrease in duties has resulted in a varied selection
of fully built-up imported models joining the sales battle. And, spec for spec,
it’s becoming increasingly difficult for the locals to match the “invaders”
on price.
First to make significant inroads into this price-sensitive segment was Renault
with the capable, well-equipped Clio. In fact, the little import has crept into
the top ten of Naamsa’s individual model sales several times in recent months.
Rival Peugeot, which has obviously been watching Renault’s performance with interest,
has now responded by adding two smaller-engined five-door variants to its 206
range.
A 1,6-litre 16-valve version, the 206 160 XT, contests the top end of the category
(R102 700), while our test car, the eight-valve 1,4-litre 206 140 XR, is pitched
into the middle of the battle with a sticker price of R87 500. With its high spec
(two airbags, pyrotechnic seatbelt tensioners, air-conditioner, radio-tape, power
steering and electric front windows are standard), the entry Pug offers extremely
good value for money. But the downside is that, unlike the Clio, there’s currently
no “semi-stripped down” version at a lower price (Renault currently offers a Clio
1,4 RT without air-con and with a single airbag for R76 773).
The 206’s styling, already impressive in three-door GTi form (see test in August
2000 CAR), is arguably even better balanced with five doors. It’s a cocky, eyecatching
shape that was deservedly voted France’s “Most beautiful car of the year” after
its mid-1998 launch.
With its high roofline and deep, sharply-raked windscreen, the 206 is the car
that began Peugeot’s move towards semi-MPV styling for its compact hatches, a
trend that has reached its most extreme form in the new 307 (previewed in July
2001 CAR). The large expanse of glass is swept by two wipers of different lengths,
ensuring that the widest possible area is cleaned.
Headlights are long, narrow, leaf-shaped units that follow the current Peugeot
corporate style, echoed by similar-shaped, shorter clusters for the tail and brake
lights. A high-level brake light in the middle of the rear roof-spoiler, complemented
by a tongue-like fog light at the centre of the bumper, completes the rear-end
detailing.
The colour-coded bumpers feature black protective inserts that can be removed
and changed if damaged. Black protective strips also run along both sides of the
body. A vestigial grille above the bumper-line accommodates the Peugeot lion emblem,
but most of the cooling air is admitted to the radiator through a large, crescent-shaped
inlet in the lower front valence. The XR rides on 65-series rubber fitted to 14-inch
steel wheels, which are shrouded in rather fussy plastic covers.
Inside, this budget Peugeot features attractive flat-weave cloth upholstery, good-quality
carpeting and seemingly acres of dark grey “elephant-hide” plastic on the deep
MPV-like facia and door-cappings. The facia mouldings incorporate a handy dash-top
oddments tray, a protruding central section housing radio/tape and ventilation
controls, and an oval binnacle for the instruments, which include a tachometer.
In line with usual Peugeot practice, lights, wipers and indicators are operated
by column stalks. An extra stalk on the right-hand side provides remote control
for the radio. Exterior mirrors are electrically adjusted from inside.
In addition to the usual fore-aft adjustment, the driver’s chair is also
adjustable for height. The steering wheel is also height-adjustable.
As well as providing good headroom, the raised roofline allows slight elevation
of the rear seat cushions, resulting in better-than-average legroom for back seat
passengers. The rear seats feature split folding squabs as well as backs, allowing
even more load-passenger combinations than we’ve already become accustomed to
in baseline hatches. Measured by the ISO block method, the rear luggage area provides
216 dm3 of usable volume, which extends to 888 dm3 with the squabs and backs tumbled
forward, station wagon style.
The range of seat and column adjustment allows even the tallest of individuals
to achieve a comfy position at the wheel, although one tester claimed that he
always felt “too upright”, no matter what he tried. The gearlever falls nicely to hand, but the shift action is sloppy. The test car’s accelerator pedal also
felt a little stiff.
Out on the road, the 1,4-litre motor is responsive, and pleasantly raucous when
revved. Featuring a single overhead camshaft and multipoint electronic fuel injection,
the little eight-valver develops 55 kW at 5 500 r/min, an identical output to
its Cio rival. Maximum torque is 111 N.m at 3 400, just 3 N.m shy of the Clio’s
114, but produced 850 r/min lower down the rev-range.
The little Peugeot is a relaxed, if slightly buzzy, cruiser, with a sporting feel.
The suspension, by MacPherson struts in front, with an independent, trailing arm
set-up at the rear, provides a good balance between the compliance needed to cope
with undulating surfaces and the stiffness required for sure-footed cornering.
The steering is light, but has good feel, and turn-in is precise. Roll in corners
is well-controlled, and the car understeers at the limit, a lift of the throttle
generally being enough to bring the front back into line.
Despite the less-than-slick gearshift, the test 140 XR sprinted from zero to 100
km/h in 13,13 seconds, passed the kilometre mark after 34,92 seconds, and accelerated
on to a top speed of 170 km/h. Overtaking acceleration in the intermediate ratios
also proved brisk, the Pug accelerating from 40 km/h to 120 in under 20 seconds
in third, and covering the same speed range in just over 25 seconds in fourth.
Despite a soft-feeling brake pedal, stopping ability is fine in normal use. Our
strenuous 10-stop 100-to-zero emergency braking programme resulted in some fade,
however, the initial stopping time of 3,6 seconds extending to 3,9 seconds as
the pad material heated up.
In line with rival eight-valve 1400s we’ve tested, constant-speed fuel economy
was good, the 206 needing just 5,83 litres/ 100 km of unleaded at a steady 100
km/h. That translates to a fuel index (our estimate of overall consumption in
fairly hard driving) of 8,16 litres/100 km. The latter figure suggests an easily
achievable range of over 610 km on a 50-litre tank of fuel.
