Peugeot 205
History
1990 Peugeot 205
The chic Pininfarina styled 205 is widely regarded as a modern classic. It’s often thought that the 205 is a Pininfarina design, however Gerard Welter claims it as an in-house design, Pininfarina only styled the CTi model. It is often credited as the car which turned Peugeot’s fortunes around. Before the 205, Peugeot was considered the most conservative of France’s “big three” car manufacturers, producing large saloons such as the 504 and 505. The genesis of the 205 lay within Peugeot’s takeover in 1978 of Simca, which had the necessary expertise in making small cars. Early 205s used the “Douvrin” engine from the older Peugeot 104, although these were later replaced with the newer XU and TU-series engines, which were of PSA design. Engines ranged from 954 cc to 1905 cc engine displacement, in carburetor or fuel injected petrol and diesel versions. Its use of the now standard PSA Peugeot Citron suspension layout of Macpherson struts at the front, with torsion bar suspension rear suspension, that debuted in the Peugeot 305 estate, was a key ingredient of the success of the 205. This is fully independent using torsion bars (Torsion spring) and trailing arms. It is very compact and was designed to minimise suspension intrusion into the boot, giving a wide flat loadspace, while providing excellent ride and handling.
The diesel models employed the XUD PSA Diesel engine, lifted from the Citron BX which was introduced in 1982. These XUD engines has a capacity of 1769 cc (XUD7) and 1905 cc (XUD9) and they’re closely related to the XU5 and XU9 petrol engines in the BX16 and BX19 of the time respectively, as well as the engines later used in the 205 GTI 1.6 and Automatic (also 1.6) and GTI 1.9 respectively (other Peugeot/Citron [PSA] products, such as the 305 and Talbot Horizon as well as the BX, used the XUD9 1905 cc Diesel engine of the same capacity as the 205 GTI 1.9 and Citron BX 19 petrol engined models). The XUD7 (and XUD9) Diesel Engines were world-beating and so petrol-like that many buyers were won over by petrol car performance combined with diesel economy. The 205 GRD (1.8 Diesel, 59 bhp (44 kW), 78 lbft (105.8 Nm)), for instance, was as fast yet smoother than the 205 GR (1.4 Petrol, 59 bhp (44 kW), 78 lbft (105.8 Nm)), due to the engine developing peak torque at much lower rpm, while using much less fuel.
The DTurbo and the end of an era
In late 1994, the 205 DTurbo was launched and with a powerful, turbocharged engine of 1905 cc capable of offering a great driving experience and amazing performance, surpassing the best diesel versions of the Peugeot 306, the Peugeot 106 and even its successor, the Peugeot 206, is considered by many the diesel version of the famous GTI. The 205 was an instant hit, and the styling parameters that it set were echoed in every Peugeot model that was to follow. Incredibly, the styling was so right from the start, that it was never face lifted or significantly altered in its 15-year production run. There was a dashboard redesign for the 1988 model year, and in late 1990 the 205 received new door design and cards, clear front indicators, new ‘smoked’ rear light clusters, single point petrol injection and catalytic converters introduced, to meet the new 1992 pollution limits.
Peugeot 205
The Peugeot 205 was discontinued in the UK in 1996, 205s have been known to be registered as late as August 1996 putting them on a “P” plate, late 205 models are easily found registered in 1995 which puts them on an “N” plate both models are generally found sporting the “Style” or “Forever” brandings with decals on the doors and wings with a “205” decal on both doors. It is believed that the 1996 model 205s are most commonly found in two colours consisting of either Red or a Metallic Blue/Grey, the metallic colour more seldomly seen than the Red – but both cars on a “P” plate are quite rare. The single biggest visual difference between very late 205s (1993 on) and earlier ones, is the deletion of the black louvred plastic panel between the rear lights on the tailgate. It is just painted body colour.
In Continental Europe, 205 production was gradually slowed down following the introduction of the joint replacement models, the 106, and 306, and eventually stopped in 1997, but amid pressure from the market, the company finally built a direct replacement in the 206, which was launched in 1998. 5,410,510 Peugeot 205s have been sold, and a large percentage of them are still in circulation as of 2009.[clarification needed]
The 205 was first available as a GTI in 1984 and was initially powered by a 1.6 petrol engine. The 1.9 GTI was launched in 1986 and the 1.9 engine was also used in the GTI version of the larger 309.
Range
Type
Body Style
Produced
Engine type
Fuel
Transmission
205 Junior
5-door Hatchback
19871993
4-cyl 954 cc
Petrol
Manual
205 XE
3-door Hatchback
19851992
4-cyl 954 cc
Petrol
Manual
205 Base
5-door Hatchback
19831984
4-cyl 954 cc
Petrol
Manual
205 GE
5-door Hatchback
19841988
4-cyl 954 cc
Petrol
Manual
205 Look
3-door Hatchback
19891994
4-cyl 1124 cc
Petrol
Manual
205 Style
3-door Hatchback
19901995
4-cyl 1124 cc
Petrol
Manual
205 Style
5-door Hatchback
19901996
4-cyl 1124 cc
Petrol
Manual
205 XL
3-door Hatchback
19851989
19841991
4-cyl 954 cc
4-cyl 1124 cc
Petrol
Manual
205 XL Automatic
3-door Hatchback
19901993
4-cyl 1580 cc
Petrol
Automatic
205 GL
5-door Hatchback
19831993
4-cyl 1124 cc
Petrol
Manual
205 Rallye
3-door Hatchback
19871992
4-cyl 1294 cc
Petrol
Manual
205 XR
3-door Hatchback
19841988
19901992
19881990
4-cyl 1124 cc
4-cyl 1360 cc
Petrol
Manual
205 GR
5-door Hatchback
19831992
19901991
4-cyl 1360 cc
4-cyl 1124 cc
Petrol
Manual
205 SR
5-door Hatchback
19831990
4-cyl 1360 cc
Petrol
Manual
205 Automatic
5-door Hatchback
19861994
4-cyl 1580 cc
Petrol
Automatic
205 Sunset
5-door Hatchback
19931997
4-cyl 1124 cc
Petrol
Manual
205 XT
3-door Hatchback
19901994
4-cyl 1360 cc
Petrol
Manual
205 XS
3-door Hatchback
19861992
4-cyl 1360 cc
Petrol
Manual
205 GT
5-door Hatchback
19831987
19891993
4-cyl 1360 cc
Petrol
Manual
205 GTX
3&5-door Hatchback
19911994
4-cyl 1360 cc
Petrol
Manual
205 Roland Garros
3-door Hatchback & 2-door Convertible
19891992
4-cyl 1360 cc
Petrol
Manual
205 CJ
2-door Convertible
19861994
4-cyl 1360 cc
Petrol
Manual
205 GTi
3-door Hatchback
19841994
19861993
4-cyl 1580 cc
4-cyl 1905 cc
Petrol
Manual
205 CTi
2-door Softtop
19851992
19861992
4-cyl 1580 cc
4-cyl 1905 cc
Petrol
Manual
205 Style Diesel
3-door Hatchback
19901995
4-cyl 1769 cc
Diesel
Manual
205 Style Diesel
5-door Hatchback
19901996
4-cyl 1769 cc
Diesel
Manual
205 XLD
3-door Hatchback
19841994
4-cyl 1769 cc
Diesel
Manual
205 GLD
5-door Hatchback
19831994
4-cyl 1769 cc
Diesel
Manual
205 GRD
5-door Hatchback
19831994
4-cyl 1769 cc
Diesel
Manual
205 DTurbo
3-door Hatchback
19941995
4-cyl 1905 cc
Diesel
Manual
Versions
The 205 had a rather unusual trim level scheme for its models; three-door models (apart from the GTI) were badged ‘X’ and five-door models were badged ‘G’.
Trim levels were:
XE, available with:
1.0 petrol, 4-cylinder – 44 bhp (33 kW; 45 PS) , 954 cc
1.1 petrol, 4-cylinder – 50 bhp (37 kW; 51 PS)
Five-door versions were badged GE
XL, available with:
1.0 petrol, 4-cylinder – 44 bhp (33 kW; 45 PS) , 954 cc
1.1 petrol, 4-cylinder – 50 bhp (37 kW; 51 PS)
1.1 petrol, 4-cylinder – 55 bhp (41 kW; 56 PS) , 1124 cc (in Spain, 1118cc Simca/Talbot engine)
1.8 diesel 4-cylinder – 60 bhp (45 kW; 61 PS)
1.6 petrol, 4-cylinder – 90 bhp (67 kW; 91 PS) Automatic
Five-door versions were badged GL (Note: The 1.0 GL was not offered in the UK). The 1.8 GLD diesel model was popular, and What Car? magazine recommended it as a Used Car Buy in August 1992. It was also a Which? magazine best buy for five years running in the late 1980s and early 1990s. It was, (and is as a used buy), a better car than the 106 diesel that replaced it.
XR, available with:
1.1 petrol, 4-cylinder – 50 bhp (37 kW; 51 PS)
1.4 petrol, 4-cylinder – 59 bhp (44 kW; 60 PS) , 1360 cc
1.3 petrol, 4-cylinder – 65 bhp (48 kW; 66 PS) , 1294 cc (In Spain, Simca/Talbot engine)
1.6 petrol
1.8 diesel – 60 bhp (45 kW; 61 PS)
Five-door versions were badged GR. The 1.4 GR was a five-door version only, launched in 1986. A 1.4 XR three-door was also available, 1991-92.
1.2 petrol, 4-cylinder – 63 bhp (47 kW; 64 PS) , 1204 cc (In Spain, Simca/Talbot engine)
XT, available with:
1.4 petrol I4 – 80 bhp (60 kW; 81 PS)
1.4 petrol, 4-cylinder – 85 bhp (63 kW), 1360 cc (In Spain, Simca/Talbot engine)
1.4 petrol, 4-cylinder – 83 bhp (62 kW; 84 PS) , 1442 cc (In Spain, Simca/Talbot engine)
1.4 petrol, 4-cylinder – 85 bhp (63 kW; 86 PS) , 1360 cc (In Spain)
XS, available with:
1.3 petrol, 4-cylinder – 65 bhp (48 kW; 66 PS) , 1294 cc (In Spain, Simca/Talbot engine)
1.4 L petrol I4 – 85 bhp 1360 cc TU3S engine.
1.6 L (1580 cc) petrol
The 5 door model was called the GT, and used the same 1360cc TU3s engine as the XS (UK)
GTX, only available in Spain with:
1.6 petrol, 4-cylinder – 94 bhp (70 kW; 95 PS) , 1592 cc (Simca/Talbot engine)
GTX (UK Version), 1993-94.
1360 cc TU3M/Z PSA engine with Bosch Mono-jetronic injection system with Catalytic converter.
Power output (75bhp) 0-62 mph in 10.6 sec.
Fuel consumption (MPG) constant speed driving: 56 mph (90 km/h) = 50.4 mpg-imp (5.60 L/100 km; 42.0 mpg-US) & 75 mph (121 km/h) = 38.2 mpg-imp (7.39 L/100 km; 31.8 mpg-US).
3 and 5-door versions were available with sliding sunroof, remote central locking, 5 speed MA gearbox.
From 1994, the X/G trim scheme was replaced by Mardi Gras, Colorline, Forever and Accent. ‘GT’ versions were now offered only in Continental Europe with a 1.6-litre engine; the UK models were badged Mardi Gras. However, GTI versions continued unchanged.
High performance variants
205 GTI
1993 Peugeot 205 GTI
The GTI version came in 1.6-litre and 1.9-litre, in-line four cylinder configurations, and is considered one of the very best hot hatches of all time. 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 (360 mm) 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.
Peugeot 205 GTI
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 US 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 US became moot when it was forced to pull out in 1991. However , at least 1 or 2 of these models found their way into the U.S. as “Gray Market” vehicles ; one of which is a 1986 model .
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, which dropped power to 122bhp.
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 the Peugeot 309 GTI16, 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.
One of the 200 produced 205 T16 road version.
Special 205 GTI editions
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. Only 300 models were made with all-leather and wood interior 105 bhp (78 kW; 106 PS) 1.9 engine with auto gearbox, power assist, ABS and heated mirrors. The carpets in the car had a different colour then the standard GTI, in the GTI the carpets were red, in the Gentry they were gray. The Gentry usually came with the same side panels as the GTI had, which lead to the Gentry was very often mistaken for a GTI, the only way to tell these two models apart was that the GTI had red lists inside the panels and the Gentry had chrome lists and the GTI and the Gentry had different rims coming with them. 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 for 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 grey alloy wheels with a silver rim (similar to those fitted to the 309GTI ‘Goodwood’). The car had every extra fitted as standard including ABS, air conditioning, catalytic converter, full black leather interior, sunroof, power steering and remote central locking. A special stereo system including a CD changer and an acoustic rear shelf was specified by Clarion especially for this car. The car had unique ‘Radio 1FM 25th’ bodywork decals, and Radio 1 ran a competition on air to win one.
205 Rallye
1989 Peugeot 205 Rallye 1.3
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 (1,750 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. Peugeot also released a Rallye version of the 205 in Great Britain, and used a TU3.2 engine. It had a 1.4-litre engine, which produced 75 bhp (56 kW; 76 PS) and achieved 107mph with a 0-60 of 11.7 seconds.
After the 205 Rallye, Peugeot again used the ‘Rallye’ designation for some of its 106 and 306 models.
205 Turbo 16 (T16)
Peugeot 205 Turbo 16 at the Race Retro 2008.
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 406 PS (299 kW; 400 hp) . The T was for Turbo; the 16 stands for 16 valves, an uncommon feature at that time for turbocharged engines. 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 205 Turbo 16 Dakar.
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.
UK statistics
Peak year for GTI derivatives was 1988, taking over 20% of 205 UK sales. During 1991, the 205 range accounted for 3.08% of all UK registrations, and was the nation’s eighth best selling new car.
In 1994 the last 205 GTI rolled off production lines and only 8 were made.
Totals are the following for the limited editions that were available in the UK:
1990 – 300 Miami Blue ‘Limited Edition’ (150 1.6; 150 1.9)
1990 – 300 Green ‘Limited Edition’ (150 1.6; 150 1.9)
1992/3 – 408 ‘205 Gentry models’
1992/3 – 25 ‘Radio 1FM’ models
1990/1 – 150 Roland Garros cabriolets and 350 Roland Garros hard tops, with a 1.4 “xs” engine with 85 bhp (63 kW; 86 PS) , alloy wheels, half-white leather seats, electric windows, central locking, cabriolet hard electric roofs.
1994/5 – 100 ‘205 D-Turbo’ models
earlier models with the old shape dashboard have a much more interesting layout similar to the 305 with vertically controled heaters and large well lit buttons the older dashboard was much sofer to the touch and more interesting than the second. nonetheless many people forget this and regard the 205s with the second dash to be the originals.
References
^ Scott Mills Show, BBC Radio 1, broadcasted 25 September 2007
^ Jean Todt, Peugeot 205: The Story of a Challenge(Flammarion, 1985), p. 27, ISBN 2-08-201823-7
External links
Wikimedia Commons has media related to: Peugeot 205
205gtidrivers.com – Very informative website and forum dedicated to 205’s.
The 205 Challenge – Rally championship that uses only Peugeot 205s
Peugeot 205 STDT – Website and forum dedicated to the Peugeot 205 STDT
Brick and Steel 205 Ecosse Challenge – Scottish one-make low-cost rally championship that uses the Peugeot 205 GTI
ARG Peugeot 205 Official Owners Club
The Peugeot 205 XS Home Page – A site XS as well as the Rallye, XT & GT models
peugeot205klub.hu – Home of the Hungarian 205 fans
v d e
previous Peugeot, a brand owned by PSA Peugeot Citron, road vehicle timeline, 1980sresent
Type
1980s
1990s
2000s
2010s
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Executive car
604
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1007
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806
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Categories: Peugeot vehicles | Pininfarina | Subcompact cars | Hatchbacks | Convertibles | Rally cars | Group B cars | Vehicles introduced in 1983 | 1980s automobiles | 1990s automobiles | Front wheel drive vehiclesHidden categories: Articles with limited geographic scope | Articles needing additional references from December 2007 | All articles needing additional references | All pages needing cleanup | Wikipedia articles needing clarification from August 2009
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