Peugeot 205

Peugeot 205
Peugeot
aka	Type aka here, not up there
Production	produced from when to when+total units made (optional)
Class	denote market class
Body Style	how many doors+how many seats+what type of body
Length	length - type here
Width	Width - type here
Height	Height - type here
Wheelbase	wheelbase - type here
Weight	Weight - you get the point
Transmission	transmission + drive
Engine	engine
Power	N/A hp @ N/A rpm N/A lb-ft of torque @ N/A rpm
Similar	similar (competition)
Designer	Designer (lead designer if it was a team effort)

The Peugeot 205 is a supermini produced by the French car manufacturer Peugeot between 1983 and 1997. It is probably one of the most representative hatchback vehicles of the 1980s. It was declared 'Car of the Decade' by CAR magazine in 1990.

See Wikicars' comprehensive Peugeot 205 Review.

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Engine and Transmission

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Performance

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Interior

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Variants

205 GTI

The GTI version came in 1.6-litre and 1.9-litre, in-line four cylinder configurations, and is considered to be among the most popular hot hatches of the era. Compared to modern cars they can be tricky to handle, due to their tendency towards rather sudden lift-off oversteer during hard cornering, and a complete absence of electronic driver aids. However once mastered, or in the hands of a skilled driver, these cars are still known to offer a very rewarding driving experience. The 205 GTI was certainly one of the first front wheel drive cars said by many motoring experts to be as rewarding to drive hard as an equivalent rear-wheel drive car.

The 1.6 GTI came with a XU5J engine, producing 105 bhp DIN (77 kW), for the 1987 model year the XU5J received the cylinder head with larger valves from the 1.9 GTI's XU9JA engine thus becoming XU5JA. The new engine was quoted for 115 bhp (86 kW/117 PS) . The 1.9 GTI came with an XU9JA engine producing 128 PS (94 kW/126 hp) , although later models with a catalytic converter produced 122 PS (90 kW/120 hp) . Internally these engines are very similar, the main differences on 1.9-litre versions being the longer stroke, oil cooler, and some parts of the fuel injection system. The shorter stroke 1.6-litre engine is famed for being revvy and eager, while the 1.9-litre feels lazier and torquier. Outside the engine bay the main differences between the 1.6 GTI and the 1.9 GTI are half-leather seats (1.9 GTI) vs. cloth seats (1.6 GTI); and disc brakes all-round (1.9 GTI) vs. discs at the front and drum brakes at the back (1.6 GTI); as well as the 14 inch alloy wheels (1.6 GTI) vs. 15 inch alloys (1.9 GTI).

The 205 is still mentioned to this day in group car tests of the newest GTI models or equivalent. Peugeot itself has never truly recreated this success in future GTI models, although came very close with the highly regarded GTI-6 variant of the Peugeot 306. A cabriolet version of the 205, known as the CJ (or CT in France), was designed and partially assembled by Pininfarina of Italy. A CTi version, with the same plastic arches and wheels as the 1.6 GTI was also available. Some later models incorporated the catalysed 1.9 engine.

The main aesthetic difference between the GTI/CTi versions and other 205 models were the plastic wheel arches and trim, beefier front and rear bumper valances. The shell also underwent some minor changes, including larger wheel arches (to suit the larger wheels on the GTI and CTi), and the suspension was redesigned and sat lower on the GTI with stiffer springs, different wishbones and a drop-linked arb.

With the early success of the 205 GTI in Europe, Motor Trend reported in 1984 that Peugeot was seriously considering adding it to its. U.S lineup, even though Peugeot had a more upmarket image in the United States. Nothing ever came of such rumours, however, and any talk of Peugeot expanding its presence in U.S. became moot when it was forced to pull out in 1991.

Sales of the GTI in the early 1990s were badly hit by soaring insurance premiums, brought about by high theft and 'joyriding' of cars of this sort. Increasingly stringent emissions regulations meant the 1.6GTI went out of production in 1992, while the 1.9 was sold for a couple more years thanks to re-engineering of the engine to enable it to work properly with a catalytic converter.

A common modification for fast road/track use is to transplant a '16V' Peugeot/Citroen engine and ECU (XU9J4 Type D6C / XU9J4Z Type DFW), as used in Citroen BX 19 GTI 16V and the Peugeot 405 Mi16. This is a development of the 205 T16 engine, the XU8T, the essential difference compared to the car's original XU 8-valve engine is the 16-valve double overhead camshaft cylinder head. The engine will fit into the small Peugeot's engine bay with modifications (the provision of necessary clearance between the exhaust manifold / firewall and intake manifold / radiator), the method of installation varies depending on how professionally it is installed. Weight gains are negligible, and the rise of between 30 to 60 horsepower (depending on the original engine being replaced vs. the engine being transplanted) is startling in so light a car. Less common and also less reliable is the practice of turbocharging or even supercharging the standard XU 8-valve unit. Over 200 bhp (149 kW/203 PS) has been achieved from a standard engine with the correct fuelling using this method. More may be available, although the usual turbo problems of high exhaust temperatures, detonation and turbine lag will inevitably creep in.

Special GTI Models

Peugeot produced some limited edition 205 GTI models over the car's life.

In 1990, 1200 GTIs were made in the then new colours of Miami blue (see photo above) and Sorrento Green (a very dark metallic green). The cars were made in an equal mix of 300 blue 1.6, 300 green 1.6, 300 blue 1.9 and 300 green 1.9. The cars had power steering and full grey leather interior as standard, together with grey carpets. These paint colours were then added to the list of available colours for ordinary models.

The Gentry was a limited edition with all-leather interior, 105 bhp (78 kW/106 PS) 1.9 engine, automatic transmission and some other extras. Gentries came in the color Sorrento Green and Aztec Gold (sometimes called Beige Mayfair).

The Griffe was a special GTI edition for mainland Europe, and was sold in France, Germany and the Netherlands. It was bright green ('Laser' Green or 'Vert Fluorite'), and came equipped with all available vendor options at that time except air-conditioning, but including full black leather interior, ABS, powersteering and sunroof. Approximately 3,000 Griffes were made, all in laser green and with dark grey anodised alloy wheels with a silver rim.

The 1FM was produced only in the UK in 1992 to coincide with the 25th birthday of BBC Radio 1. Only 25 were made and each car was individually numbered with a small brass plate. Every one was black and had dark grey anodised alloy wheels with a silver rim. The car had every extra as standard including ABS, air conditioning, catalytic converter, full black leather interior, power steering and remote central locking. A special stereo system including a CD changer and an acoustic rear shelf was designed by Clarion especially for this car. The car had unique 'Radio 1' badging, and Radio 1 ran a competition on air to win one.

205 Rallye

From 1988 to 1992 Peugeot produced another variant of the 205, the 205 Rallye, which was engineered and produced by Peugeot-Talbot sport. This edition of the 205 was positioned as a cost effective alternative to the 205 GTI, retaining its sporty character, but being less expensive to buy or maintain.

To achieve this, Peugeot used a derivative of the TU-series engine used in the post-1987 205s, which was designated TU24. The engine is essentially the same engine as was in the 1.1-litre 205 with the cylinders bored out to a total engine displacement of 1294 cc, a sports camshaft and twin Weber carburetors. While only a 1.3-litre engine, it still produced 103 PS (76 kW/102 hp) at no less than 6800 rpm. The car got the 1.9 GTI front suspension with ventilated brake discs, and the 1.6 GTI rear axle with drum brakes.

The 205 Rallye was completely stripped of almost all soundproofing, electrical systems or other luxury items, bringing down the weight to no more than 794 kg (1750 lb). Its minimalistic equipment, together with the high revs needed to unleash all of the engine's horsepower gives the 205 Rallye a very spartan character and makes it a difficult but rewarding car to drive hard, which is one of the reasons it is now very popular among 205 GTI enthusiasts. Around 30,000 Rallyes were produced, and they were only sold in some countries on the European mainland (at least in France, Belgium, Spain and The Netherlands). This, together with the fact that a lot of these cars have been wrecked because it is a difficult (and for some drivers even dangerous) car to drive makes the 205 Rallye a very rare car nowadays. It is almost impossible to buy one in good shape anymore because Rallye owners now tend to hold on to their cars, knowing it will be a classic in the not-too-distant future.

The distinctive aesthetic features of the 205 Rallye include the squarer wheel arches (which are different from GTI arches), the steel body-coloured wheelrims and the rainbow-coloured Peugeot-Talbot sport decals on the front grille and the tailgate. They were only available in white and yellow. The Rallye was sold with a reduced-weight interior with the Peugeot-Talbot sport logo embroidered in the front chairs.

From 1990 to 1992 Peugeot also built a 1.9-litre version of the 205 Rallye. Only about 1000 of them were produced and they were only sold in Germany, because the 1.3 version did not meet German road regulations. The 1.9 Rallye is just a 105 bhp (78 kW) 1.9 GTI with the Rallye bodyshell and the new-style clear indicators and rear light units. Although they are even rarer than the 1.3 Rallye, they are less popular among Peugeot enthusiasts, because they lack the raw and spartan character of the 1.3 Rallye and are 150 kg (331 lb) heavier.

After the 205 Rallye, Peugeot again used the 'Rallye' designation for some of its 106 and 306 models. Peugeot also released a Rallye version of the 205 in Britain, and used a 75 bhp (56 kW/76 PS) TU3.2 engine.

205 T16

To homologate the 205 T16 ("Turbo 16" in France) Group B rally car, Peugeot had to produce 200 road-going examples. A photograph showing the 200 cars was famously rumoured to be a fake. The road variants shared the transverse mid-engine, four-wheel drive layout of the rally car, but had much less power, at around 200 PS (147 kW/197 hp) . The T was for Turbo; the 16 stands for 16 valves, an uncommon feature at that time for turbocharged engines.[2] Outwardly similar to a normal 205, the T16 had wider wheel arches, and the whole rear section lifted up to give access to the engine. Underneath, the complex drivetrain from the rally car was kept to abide by the Group B rules. All 200 built were left-hand drive, so few reached the United Kingdom.

Peugeot Talbot Sport's factory 205 T16s under Jean Todt were the most successful cars to compete in the last two years of the World Rally Championship's Group B era, winning the 1985 and 1986 Constructors' and Drivers' titles with Timo Salonen and Juha Kankkunen respectively against such notable competition from Audi, Lancia and Ford, with an Evolution 2 model being introduced for the latter of those two seasons.

Worldwide

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Design quirks and oddities

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Awards

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