It was a bit like a first-time author who brought out a sensational book that had us all talking. We looked forward to the next effort but when it arrived, we were underwhelming.
That, in essence, is our thinking on the Peugeot 307CC, which takes its cue from the 206CC, an alluring topless model offering a proper steel roof when cover is needed. Peugeot is replicating the 206CC experience on its bigger sibling, believing apparently there's a wild insatiable desire by many more of us to enjoy topless freedom.
The 206 very much fits the CC part - it stands for Coupé Cabriolet, by the way. It's gorgeous to look at, whereas the mainstream model is merely attractive and chic.
Somehow the 307, with its bigger bulk, doesn't make the CC transition so easily: maybe size has something to do with it. We have to commend though, the simple press button arrangement which folds away the hard top and exposes us to the elements, mostly wicked, in under 25 seconds. It makes soft-top arrangements seem like a relic of the past.
We've been driving the 307CC in its 2-litre 138 bhp form. Giving the 307 the CC treatment has meant some compromises. For example, to create a shorter roof which will fit into the boot when going topless, the windscreen is more sharply raked than the 307 hatchback. It means that its top rail often seems uncomfortably close to the driver's head.
On the road, the 307CC doesn't exude exceptional vigour or vitality. Nor is it total slouch. Peugeot makes much of the car's sporting credentials but frankly we think the case is overstated. The claimed top speed of 129 mph sounds impressive but getting from 0 to 62 mph (100 kph) takes more than 10 seconds. This probably has a lot to do with weight: its kerb-weight is 1,457 kg, an extra 210 kg over the conventional versions. Accounting for the extra kilos are eight reinforcement bars, reinforced doors and a sturdy vertical box section acting as a rear bulkhead.
Much of the extra weight has to do with safety which, very properly, is taken seriously. The 307CC boasts of a four-star Euro NCAP rating. Safety features include front and specially adapted side airbags, active front head restraints, ABS anti-lock brakes with brake assist and ESP with ASR (traction control).
We always imagined that some potential buyers are put off convertibles by the thought of an accident. Peugeot tells us that in the event of a a roll-over, twin roll hoops are fired upwards in 150 milliseconds from a cassette behind the rear headrests - and within the A-pillars are embedded bars to increase strength and rigidity.
Buyers of most coupés, convertibles and sport cars lose out on practicality, a sacrifice they don't seem to mind. On the 307CC, the two big losses are in the boot and rear passenger areas.
There's a 350-litre boot space with the roof in place, and surprisingly that's bigger than in the hatchback. When the roof folds down, space comes down to 204 litres, still a reasonable boot.
One road test report we read suggested that four could be seated in comfort "so long as the front seat occupants aren't too tall." Balderdash! Even with a driver and front passenger of modest height, the rear passenger area is severely restricted and best suited to children.
For two, however, the space upfront is generous, with a wide range of adjustment on the steering wheel and driver's seat.
To enhance the sporty feel, dials are white and chrome-ringed and pedals and gear lever are trimmed in aluminium.
All in all, there's a pleasant, even opulent ambience about the interior which might just go a little way to justifying the hefty price. At €36,095 ex-works, the 2-litre 307CC is certainly no snip. A better proposition has to be the 1.6-litre at €31,895 ex-works: it escapes the more punitive VRT. However, we must say that the 206CC is far more appealing and certainly more affordable - at €23,995 ex-works for the 1.6- litre.
It may be a niche market, but the 307CC has several competitors. They include the VW Beetle 115 bhp 2-litre cabriolet at €36,685, the 1.8 Opel Astra XE Bertone Cabrio with 123 bhp at €32,315 and, in the premium area, the line-up includes BMW 318Ci convertible at €52,300, the Audi A4 1.8T cabriolet at €48,490 and the Saab 1.8T 9-3 convertible at €48,500.
The 307CC may not be a sporting drive, but it does more than a few things right. Ride and handling are both better than we expected, in spite of stiff and solid impression and there's little penalty for abolishing the roof. It's not the time of the year to go topless, but we braved freezing temperatures briefly and found the 307CC was on the refined side. At motorway speeds with windows up, there was no need to raise voices much: thanks to that long windscreen, the cabin is well insulated and acoustically efficient.
For a 2-litre heavyweight, we weren't punished too much at the pumps. A long run including all of the 50-plus miles of the current M1 gave us 33 mpg, a little short of the Euro average of 34.5 mpg.
The litmus test for any car reviewer is if he or she would buy the car. Our answer has to be distinctly in the negative. It's far too expensive, but even at a special offer price, we would probably still shake the head.
Somehow or other, the 307CC doesn't fit into the winning formula of the 206CC's runaway success. The 307 is a success story too and it was, of course, a worthy winner of the European Car of the Year award 2002.
Peugeot's marketing people, no doubt, can make a sustainable case for the 307CC's development and it probably has much to do with boosting the mainstream 307's image as well as the exceptional demand engendered by the 206 in the same format, a demand that led to long waiting lists.
The 307CC has only just gone on sale here and in most other European markets, so it's too early to assess its appeal. The 206CC was a remarkable first effort, like the first book, but under a new cover and second time around, it isn't bad but we aren't excited.