Peugeot, from the end of WW2 to the 1970s and beyond, had a reputation of being more than just a Renault, Fiat or BMC rival. The engineering of the cars, and often their styling, were enough to move larger Peugeots to the position of the French Mercedes. Contemporary, capable, thoroughly engineered and usually elegant in a more conservative way than a Citroen but not brash. They were not Jaguars, but they were not BMC products either. Perhaps a French Rover without the British (class signalling) trim and image. This air worked its way onto the smaller cars too, such as the 203 and 304, and later the 305, perhaps the best front wheel drive mid-size saloon Europe offered in the late 1970s.
This image had a tougher time coming through on the smallest car, the 1972 Peugeot 104. Maybe this was because of its shared roots with the Renault 14, perhaps the market was not interested enough or perhaps the car just didn’t click with the market. It was a slightly different to the mainstream, at least initially before it was offered as a hatchback, and the two door version even more so.
But Peugeot got a bull’s eye in 1983 with the 205. Here was a car that was sized a little larger than the regular supermini, on a wheelbase of 96” – larger than a VW Golf Mk1 or contemporary Ford Escort – and used it as a basis for a car that could handle and be comfortable, as well as enabling more elegant styling than the supermini standard. Styling that was so good that Peugeot could only manage the smallest of facelifts – clear front indicator lenses at the front and new pattern rear light clusters. A style that was shamelessly but less elegantly aped by Ford of the 1988 Fiesta.
A good looking, good to drive, good to ride in, spacious and economic supermini was just what the Doctor ordered for many people, including Peugeot’s accountants. It was my nominee for the most significant car of the 1980s, for its influence on others through its size, power trains and emphasis on comfort and handling.
But the pick of the 205 range was the GTi, such as this one shared on the Cohort by JC. This came in 1984 with a 1.6 litre, 105bhp engine, in the three door body. The three door featured a very different and distinctive window shape that has endured as a Peugeot feature even now, through the 105, 206, 207, 208 and even the new and larger 308. The GTi was a car that, although sold as a half a size smaller than a VW Golf GTi, Ford Escort XR3i or Opel Kadett/Vauxhall Astra GTE, was judged to be a close competitor to all, and arguably better than them on certain criteria. One of those was usually driving experience.
And this was just reinforced by the 1986 GTi 1.9, with 130 bhp. A revised half leather interior, four wheel disc brakes and some striking alloy wheels completed the transformation.
One of the best hot hatches of the 1980s, and one of the most memorable. Few can touch it in that respect even now, when you can get a hot hatch with 300bhp. Weighing under 950 kg (2000 lbs) was part of it, too.
Here’s Autocar’s view from 1987. £9285 is about £24,000 adjusted.
The only downsides were a slightly flimsy build, and the early plastic heavy dashboard was not really good enough, and addressed in 1988. 5 million were built, with production running to 1999 in South America.
Otherwise, truly one of the greats and deserved classic.
Curbside Classic: Peugeot 205 – The Most Significant Car of the 1980s?
I agree that the Peugeot was the class act from France for the regular American and 60s 70s and 80s until they left in the early 90s. Unfortunately their interior coach work was somewhat suspect and didn’t always weather well I had a 79 604 that was a marvelous car, and as you said well engineered. Unfortunate part of that car was, the 2.5 L six-cylinder that was a marriage of Renault Peugeot and Volvo engineering. It was an extremely high revving and solid engine, but fuzzy when it came to seals and carburetion. At that time Peugeot was using GM designed EGR systems and as most of the world was coming to grips with Reduced carbon footprint it wasn’t well thought out. The seats in that 604 were extremely thick and heavy leather hide, which would rival Bentleys and the best of regal cars. The chassis was extremely tough and have not since we experienced a car that could take speed bumps at 30 miles, an hour, hear them, and not feel them. I truly miss the handling and tight turns ratio of that 604 and it’s high speed safety. If it weren’t for the engine and inability of parts, I would still have it. I will say, though the turn signal and horn, depress the turn signal stalk, was a bit weird. As I’m understanding the 505 Peugeot was the most common car in Africa, because of its sturdy suspension and worst roads probably in the world.
Interior trim in the 504 was good, the French Mercedes. Unfortunately the replacement 505 started the slid down in interior quality. 405 s was cheap n nasty. The French bean counters were 10 years ahead of German Mercedes ones…
I’m in. Although you’ll have a tough time convincing me that the Audi Quattro isn’t the most significant 1980s car seeing as how it (albeit it at a price) introduced awd to the public as a perfectly sensible road-going accoutrement both in terms of traction and performance. Three of our five cars currently have full time AWD and the other two have transfer cases.
I’ve not driven a 205 and the only ones I’ve been in were in the back seats of taxis in Morocco some 20+ years ago. Since discovering to my chagrin that I don’t fit well in the front seat of a Lancia Delta Integrale I’ve worried that I may not fit in the driver’s seat of a 205 either, although a MkII VW GTI fits like a glove. It’s a worry that’s unlikely to be a major hindrance to continued living although it makes the bucket list of cars to drive have an additional concern. If and when the opportunity presents itself, I shall make do!
Nice find on the Autocar article, Roger, I think I might actually have that issue myself, I certainly recall reading it!
you’ll have a tough time convincing me that the Audi Quattro isn’t the most significant 1980s car seeing as how it (albeit it at a price) introduced awd to the public as a perfectly sensible road-going accoutrement
I’d only be inclined to agree if Subaru didn’t exist. Seeing that the Quattro (the car) barely broke into 5-digit sales figures over a 12 year run, and Quattro’d (the drive system) 80’s weren’t a thing until 1983, that’s a really tough sell for me. Audi’s were already aspirational vehicles outside of Germany prior to Quattro as well, so I’m not necessarily chalking that up to the distinction of AWD either. Subtract the initial dominance in the WRC and the exposure it brought, Quattro’s (the drive system) visibility to the public would have been in the same vein as Subaru’s; a curiosity, and would not have become Audi’s eventual USP and gateway into becoming a justifiable contender amongst the perceived top-tier manufacturers of automobiles.
“Subtract the initial dominance in the WRC and the exposure it brought…”
Yeah but that’s just it, you *can’t* subtract that dominance and the exposure it brought. It was there and happened.
And I’m not necessarily talking exposure to the market and purchasers, the exposure and effect it had on the rest of the rallying community and by extension the manufacturers had a far bigger effect than Subaru’s early efforts which until later in the 1980s still required pulling a lever to engage the system and warnings to not do so on dry roads. BMW, Mercedes, Peugeot, Lancia, and others were not influenced by Subaru but by Audi; Subaru was still a very, very small player in very small markets. I believe Subaru was probably themselves influenced by Audi to further develop their system into a full time system rather than the prior part time one and eventually built performance cars utilizing the same tech.
The Quattro is the one that spearheaded all of that even though it wasn’t the absolute first awd road car, and others may have later captured larger markets by producing more affordable offerings. However, given the Peugeot 205 and the Audi Quattro as two contenders for “most significant car of the 1980s”, which Subaru would you be nominating as a third contender to take that title?
which Subaru would you be nominating as a third contender to take that title?
I wouldn’t; they didn’t have that kind of impact. That’s partially why I don’t think the Quattro in and of itself was revolutionary. The road cars weren’t remotely as vicious as their Group B counterparts, and as such, their performance wasn’t a wild stand-out on the streets unless it was a slushy December day in the Alps. I’d argue the 1982 100 left a bigger mark in that it showed you didn’t need to resort to looking like a doorstop or an egg to prioritize aerodynamic efficiency. I’m not saying the Quattro didn’t have an impact, it did, but it did not radically shift consumer’s wants and desires overnight, or have the unescaping societal reach the way a Beetle, Mustang, Golf, Chrysler Minivan, whatever, did. Not to pick on the Quattro exclusively, I don’t think the 205 makes a particularly strong case either being its impact in the supermini sector was primarily Europe-only felt. The same could be said of my primary candidate, the Caravan (North American revolution). I Think the 1980’s is a particularly hard decade to pin down for a question like this, and I also feel like the Lexus LS makes an excellent choice as it really changed the way the luxury players approached the game, but it’s debut appearance at the absolute end of the decade makes that nomination kind of disingenuous.
Back in April 1982, us 16 years old kids (plus teachers) took a Peugeot factory tour in Sochaux, France. I clearly remember it was a rather sad sight, overall. The condition of the whole complex of industrial buildings, the expressions on the faces of the employees (and our guide), the car models they were working on, even the weather was gloomy. Peugeot was basically on the edge of bankruptcy.
And then along came the 205 and changed everything for years to come. Just look at it, introduced 40 years ago, and still looking mighty clean and fresh.
Iconic styling of the three-door hatch, turns to near anonymous in the five-door version.
Very hard to find a 205 here these days though the odd GTI does pop up for sale occasionally, I know where 3 are in a specialist Peugeot junkyard among hundreds of other Pugs, Interesting that they rate that Corolla quite well there was a NZ oddball model assembled here with the same uprated suspension in 5 door guise, I bought one cheap to flick and was impressed with how it drove, I found out why after it was gone, no twin cam engine just factory wider rims and stiffer suspension, oh well you live and learn.
It is a firm “yes” to the question posed in the title!
Even the lesser 205s were great little cars and the 205 range marked a turnaround for Peugeot’s fortunes and image, from conservative to youthful and sporty. Of course the 205T16 built on that (see pic). I ran a Kadett GSi 16v at the time which was much faster and more stable, but swapping to the Pug reminded me of the old Mini Cooper I had – a hyperactive little “go-kart”. You had to be aware of the lift off oversteer, though. Although useful to get the tail moving around, if you overstepped the mark, it could bite, as quite a few GTi owners found out. The beautiful wheels on the 1.9 are still favorites of mine, complimenting the best styling of any hot hatch, IMHO.
Last year I rented various EV cars in Germany, some very expensive. The Peugeot 208e was the cheapest of the lot, but my favorite – its style modern, but with obvious references to the 205. Unlike the slightly “tinny” feeling 205 it felt really solid and well built. A charming product that showed Peugeot has once again really got its corporate act together.
I remember a contemporary road test or guide in either Car or What Car that considered the 1.9 over powered for the chassis and considered 205 GTi 1.6 the better balanced car. Either is still great but my personal favorite hot Peugeot remains the 106 Rallye.
Not a GTi 1.9 I will admit, but…
Nice work, as always, Peter!
The US version of the Corolla FX16 went 109 miles per hour in testing with 250 pounds of additional safety, impact bumper and emissions equipment being pushed by 11 less horsepower. That 102 mph top speed listing in the ‘Opposition’ table wasn’t a typo, it was part of a campaign to keep Japanese cars from taking over Autocar’s market.
The Peugeot 205 looked great in 1984, almost as advanced as the third generation Honda Civic that arrived around the same time. It managed to age as well as the Hondas of the ’80s too, still giving up nothing to its competitors four years into its run. The big difference was that Peugeot had no idea how to replace the 205 with a superior car, while Honda introduced improved new products every four years throughout the era. The 205 ended up sticking around until it was practically a neoclassic, which is odd considering the importance of small cars in Europe when there was a vigorous middle class that was permitted car ownership.
The Starlet -replaced by the Yaris in 1999- was the contemporary 205 competitor, not the Corolla.
According to French Wikipedia, around 5.3 million 205’s were produced. Its successor, the 1998 206 did approx. 12 million units. In a very fragmented market, because (talking anno 2000): Renault Clio, Citroën Saxo, VW Polo, Opel Corsa, Ford Fiesta, Fiat Punto, Seat Ibiza, Skoda Fabia, Toyota Yaris, Suzuki Swift. Plus some others, I guess.
That whole segment of subcompact hatchbacks has always been insignificant in the US.