Peugeot 205 E-Book

Adam Sloman

• Herausgeber: Crowood
• Kategorie: Lebensstil
• Sprache: Englisch

Seitenzahl: 297

Veröffentlichungsjahr: 2015

Beschreibung

A definitive guide to the Peugeot 205, the unassuming car that saved Peugeot in the 1980s and went on to become a rally-winning legend. With technical specification details and a full production history from 1983-1999, Peugeot 205 - The Complete Story is an ideal resource for enthusiasts of the car that is now considered an automotive classic. With some previously unseen photographs, the book covers the M24 project - the genesis of the 205; the legendary 1.6 and 1.9 GTI models and the popular CTI convertibles and other special editions. Advice is given on buying, maintaining and modifying 205s today and finally, there is an exclusive interview with rallying legend Ari Vatanen.

Leseprobe

PEUGEOT 205

THE COMPLETE STORY

ADAM SLOMAN

FOREWORD BY ARI VATANEN

THE CROWOOD PRESS

First published in 2015 by

The Crowood Press Ltd

Ramsbury, Marlborough

Wiltshire SN8 2HR

www.crowood.com

This e-book first published in 2015

© Adam Sloman 2015

All rights reserved. No part of this publication may be reproduced or transmitted in any form or by any means, electronic or mechanical, including photocopy, recording, or any information storage and retrieval system, without permission in writing from the publishers.

British Library Cataloguing-in-Publication Data

A catalogue record for this book is available from the British Library.

ISBN 978 1 84797 868 4

Dedication

For Sarah, Lily and James. None of this would have happened without the wonderful and never-faltering support of my family.

Acknowledgements

The process of writing a book is a daunting one and I would like to thank the following for their support during the project: Andrew Didlick, Ari Vatanen, Max Vatanen, Barrie Farrington, Ben Foulds, Coventry Museum of Transport, Gerard Hughes, Ian Robertson, Jonny Smith, Vicki Butler-Henderson, James Baggot, Craig Alexander, Craig Cheetham, Richard Gunn, Ian Hartnell, The Society of Motor Manufacturers and Traders (SMMT), Sue Baker, Damien Kimberley, Louise Aitken-Walker, Kevin Jones, John Evans, Herve Charpentier, all at Peugeot UK, Rebecca Mansfield, Vauxhall Motors UK, Kate Thompson, Volkswagen Group UK, David Hill, Ford Motor Company, British Motor Heritage Trust, Alex Vieira, Renault UK, Rebecca Ruff, Artcurial Motorcars, Eugenio Franzetti, Peugeot Italia, Puneet Joshi, FIAT Group Automobiles UK, Simon Rose, Dimma UK, Terry Pankhurst.

Unless otherwise stated images are from the Peugeot Press Office.

CONTENTS

Foreword by Ari Vatanen

Introduction

Timeline

CHAPTER 1 PEUGEOT BEFORE THE 205

CHAPTER 2 THE ARRIVAL OF THE SUPERMINI AND THE REORGANIZATION OF PSA PEUGEOT

CHAPTER 3 M24: DESIGN AND DEVELOPMENT OF THE 205

CHAPTER 4 TURNING POINT: THE LAUNCH OF THE PEUGEOT 205

CHAPTER 5 ARRIVAL OF THE GTI: THE BIRTH OF A LEGEND

CHAPTER 6 GROUP B, RALLYING AND THE 205 T16

CHAPTER 7 SPECIALS AND VARIANTS: FROM COMMERCIALS TO THE CTI

CHAPTER 8 BUYING, MAINTAINING AND MODIFYING THE PEUGEOT 205

CHAPTER 9 PEUGEOT AFTER THE 205

Appendix: The 205 in Numbers

Index

FOREWORD

My earliest memories of Peugeot come from Eastern Finland, my home, from Tuupovaara – it’s the centre of this planet!

In a country village you have a few notable people, teachers, police chief, and the guy who runs the forests, and a doctor and a pharmacist. I remember we had the same family run the pharmacy for decades. He had a Peugeot and so did our long-standing priest. He had a Peugeot 403. Peugeot was considered to be a little bit old fashioned – for middle-aged, old-fashioned people.

That was the image of Peugeot for me. That was still in the back of my mind when the 205 and the rally project came along (in September 1983).

I always remember one English mechanic who had been something to do with Talbot saying to me, ‘Oh Ari, you mustn’t go to Peugeot! You know those French people!’ It was very typical of that Anglo-French rivalry! When I saw Jean Todt regarding the project, I asked ‘Is it true you will only use French components and French people at any cost?’ He replied, ‘No Ari, we use whatever it takes to win!’ This was his first answer to me and it reassured me.

Author Adam Sloman with Ari Vatanen, Paris, 2013.AUTHOR

Despite not having a common language with the team, we had such a strong bond. On the second stage of the Corsica Rally, I set the fastest time. There was something about this whole outfit that I liked. It was not just a technical approach, it was all about people.

From my subjective point of view, very few, if any drivers have enjoyed such a special period in their lives. Not just as a driver but also as a human being. I am very privileged. I’m privileged because I am here to tell the tale. It formed me as a human being, it opened my eyes. You don’t come out of an accident as the same person. Rita always says that before the accident I was like a racehorse with blinkers on. At least now they are a little bit more open.

I only had two cars that fitted me like a glove in my hand: Escort RS1800 and Peugeot 205 T16. With the Peugeot a little turn got it as sideways as it could be, but the front wheels were straight all the time. You can floor it all the time. Just a fantastic car.

I remain very fond of the 205. That was my car and my team. Anything else would have been unnatural. I was at home with that team in that car. Had I been with any other team or in any other car I would have been a mercenary. You see the difference? It’s a big difference.

My heart was there. It still is.

Ari Vatanen,Paris,12 April 2013

INTRODUCTION

The 1980s were a boom time for hatchbacks yet few cars have had the impact of the 205. It changed Peugeot’s fortunes, saved the company and became an automotive icon in the process.

While the regular 205 proved itself as an adept city car, the GTI became the must-have hot hatch of the 1980s, while the sharply styled CTI convertible added even more appeal.

From simple French hatchback to turbocharged World Rally winner, the Peugeot 205 found favour like no Peugeot before during its thirteen-year production run.

It was great looking, even better to drive and its story featured as many twists and turns as the B-roads it loved so much.

This is the story of the Peugeot 205.

The 205 GTI would become a 1980s icon, but it was only part of the 205’s incredible story. PEUGEOT

TIMELINE

1942

The 205’s designer, Gerald Welter, is born.

1960

Welter joins Peugeot’s styling team, working initially on the Peugeot 204.

1977

Development of the 205, codenamed M24, begins.

September

First exterior styling model completed by Peugeot’s design team. Design studies for the interior begin.

1978

February First full-size model presented to Peugeot’s management.

November

Styling model revised and presented once again to management.

1979

In December, management select the Peugeot design proposal ahead of the rival scheme from Pininfarina.

1980

Audi’s Quattro makes its rallying debut.

1981

Dashboard and other interior element designs are signed off for production.

Prototype 205 is produced and begins development testing.

October

Jean Todt is asked to head up a new motorsport department within Peugeot. He accepts and Peugeot Talbot Sport is born.

November

Future Peugeot driver Ari Vatanen is crowned World Rally Champion in a Ford Escort RS1800. The constructor’s title is taken by Peugeot subsidiary Talbot, whose Lotus Sunbeam was driven by Guy Frequelin and Jean Todt.

1982

The initial batch of 360 205s is built at Mulhouse.

1983

January–February

European launch of the 205 takes place in Morocco, North Africa.

February

205 Turbo 16 is tested for the first time.

October

205 UK launch takes place in the Republic of Ireland Five-door 205 diesel launches in France.

1984

April

205 Turbo 16 is shown to the motoring press for the first time, in Paris.

Pininfarina showcase their idea for a 205 estate, the 205 Verve at the Turin motor show. It does not go into production.

1.6 GTI goes on sale in Britain priced at £6,245.

May

205 T16 is driven on a rally stage for the first time on 3 May. Ari Vatanen is at the wheel.

August

The 205 diesel is launched in Great Britain. The launch programme sees the cars given limited fuel and challenged to drive from London to Scotland.

205 T16 records its first World Rally Championship win in Finland on the 1,000 Lakes

October

Peugeot and Vatanen win again, taking first place on the Italian San Remo Rally, completing it in eight hours, thirty-four minutes. Jean-Pierre Nicolas’ last WRC event. He retired at the end of the 1984 season.

1.6 GTI price increases to £6,645 for the UK market.

November

Peugeot Talbot Sport complete a hat-trick of wins as Vatanen and co-driver Terry Harryman win the RAC Rally of Great Britain. The 1984 season ends, with Peugeot recording three wins from six rallies entered.

December

Three-door is launched in the United Kingdom.

Also in 1984

The 205 is crowned What Car? ‘Car of the Year’.

1985

January

First 205 limited edition is made available, the 205 Lacoste.

February

Ari Vatanen continues his fine form with the T16 as he and co-driver Terry Harryman win the Monte Carlo Rally. The Finn underlines his championship credentials by winning the Swedish Rally a few weeks later.

March

Vatanen wins again, this time in Portugal. Peugeot lead the World Rally Championship with 54 points, ahead of Audi on 44. Timo Salonen leads the Driver’s championship on 44 points, ahead of Vatanen on 40.

At the end of the month, Timo Salonen wins the Acropolis Rally. He leads the championship with 68 points, Peugeot lead the manufacturers table on 92 points, thirty ahead of Audi.

July

Salonen stretches his title lead to twenty-eight points with victory in the New Zealand Rally.

Ari Vatanen suffers a near-fatal accident during the Rally Argentina. It would rob him of the chance to win a second world title.

August

Timo Salonen and Seppo Harjanne win the 1,000 Lakes in Finland. It would be Peugeot’s final win of the 1985 season. Salonen leads the championship with 124 points, Stig Blomqvist is a distant second, on 75.

October

The first British-built Peugeot, a 309, leaves the firm’s Coventry factory at Ryton-on-Dunsmore.

November

Peugeot Talbot Sport win the World Rally Championship, while Finnish driver Timo Salonen takes the driver’s title. Louise Aitken-Walker and Ellen Morgan finish 16th overall on the Lombard RAC Rally in a 205 GTI.

December

1,000,000th Peugeot 205 is built.

Also in 1985

The first CTIs are completed by Pininfarina

Peugeot UK form the ‘Peugeot 205 GTI Club’

German magazine

Auto Motor Und Sport

vote the 205 ‘Best Small Car in the World’

1986

January

Defending Champion Timo Salonen finishes second on the Monte Carlo Rally.

February

Juha Kankkunen wins the 36th Swedish Rally.

April

Peugeot UK get their own 205 T16 for use in British rallies.

May

CTI launches in France.

Henri Toivonen and co-driver Sergio Cresto are killed on the Corsica Rally, an event from which Group B will never truly recover. Many teams pull out following Toivonen’s death. The rally is won Bruno Saby in a Peugeot 205 T16 E2.

205 Automatic launches in France.

Lacoste ‘All White’ limited edition launches.

1.6 GTI is revised with power increased to 115bhp.

June

Juha Kankkunen wins the Acropolis Rally in Greece.

CTI 1.6 launches in the United Kingdom priced at £10,680. 205 Junior arrives in three-door form.

July

Another Kankkunen victory, this time in New Zealand. He beats Markku Alen and Miki Biasion to win the rally.

September

Peugeot complete a 1-2 finish on the Finnish 1,000 Lakes Rally. Salonen wins, followed by Kankkunen. The difference is a little over one second. Ari Vatanen makes a public appearance at the rally as a spectator and is warmly greeted by fans.

October

Peugeot unveil the 1.9-litre version of the GTI in France.

November

Timo Salonen wins the British round of the World Rally Championship, with Markku Alen’s Delta second and teammate Kankkunen in third.

December

The final Group B World Rally event is held in the United States. Juha Kankkunen finishes second on the Olympus Rally. Peugeot Talbot Sport wins the double again. This time Juha Kankkunen is crowned World Champion, with Timo Salonen finishing third. FISA rule that the Group B cars be banned and the 205 would not contest a World Rally Championship again.

Peugeot completes all of its 205-related launch activities in Great Britain. The 205 is a top-ten best-seller in the UK.

Also in 1986

The 205 enters the UK’s Top 10 best-seller list, with 39,188 sold. 7,000 GTIs are sold and Britain accounts for 20 per cent of the 205’s global sales

205 XA van launches in France

The Peugeot GTI Club holds its first national gathering

GTI-like ‘XS’ added to the 205 range, replacing the XT

1987

January

Ari Vatanen makes his return to competition in the Paris Dakar Rally. He wins the event.

The GTI 1.9 arrives in Great Britain to a warm response from the motoring press.

July

Five-door 205 Junior launched.

September

Peugeot build the two millionth 205.

Also in 1987

Seppo Niittymaki wins the Division 2 European Rallycross Championship in 205 T16 Evo 2.

1988

January

Juha Kankkunen wins the 1988 Paris Dakar Rally in the 205 T16.

205 range is revised. Dashboard is updated. 205 ‘Rallye’ is launched in Europe.

March

Peugeot launch the GTI Rally Club, one of the first to compete in a Group A GTI was Colin McRae.

June

CJ 1.4 Cabriolet launched.

July

‘Junior Special’ launched in three and five-door forms.

‘Open’ limited edition launches, a three-door hatchback with 1.4 petrol engine.

Also in 1988

The Peugeot 205 Nepala Estate conversion is shown in Brussels. It works by adding a new fibreglass rear section to the 205 hatchback. It does not see production

Former Talbot rally driver Guy Frequelin wins the French Rallycross Championship in a T16 Evo2

Matti Alamaki wins Division 2 European Rallycross Championship in 205 T16 Evo 2

1989

GTI Rally Challenge launched.

May

Roland Garros convertible launched.

June

Roland Garros three-door limited edition launched.

Look special edition launched in the UK. 1.1-litre three-door only.

Three millionth 205 built.

October

Limited edition Miami Blue and Sorrento green 205s launch. 1,200 examples are built: 300 blue 1.6s, 300 green; 300 blue 1.9, 300 green.

December

Matti Alamaki wins Division 2 European Rallycross Championship in 205 T16 Evo 2

Phillipe Wambergue wins the French Rallycross Championship in a 205 T16 Evo 2

1990

June

Cabriolet version of the Roland Garros limited edition launches.

August

CTI 1.6 gains an electrically powered hood.

September

D turbo model launched with 78bhp 1.8-litre turbo diesel unit and five-door bodystyle.

Anti-lock braking available as an option on GTI. Light units revised with clear indicators at the front and redesigned rear light cluster. Reversing lights are relocated to the rear bumper. CTI gains electric hood.

October

‘Trio’ and ‘Trio Plus’ three-door limited edition launches in the UK, with 1.0-litre engine.

‘Griffe’ GTI limited edition launched in Europe.

Also in 1990

Richard Burns wins the GTI Rally Challenge in his first season

Fourgonette or 205F van launches in France

Car

magazine votes the Peugeot 205 its ‘Car of the Decade’

Matti Alamaki wins Division 2 European Rallycross Championship in 205 T16 Evo 2

Jean-Manuel Beuzelin wins the French Rallycross Championship in a 205 T16 Evo 2

1991

February

Style 1.1 and 1.8 Diesel models launched in the UK.

Gentry shown at Geneva Motorshow with 105bhp, 1.9 litre engine.

May

Catalytic converter becomes standard on the majority of the 205 range in Europe.

June

‘Trio’ 1.0-litre and 1.1-litre ‘Trio S’ and ‘Trio SX’ three-door models go on sale.

July

The 4,000,000th 205 is built.

October

1.6 CTI discontinued.

D Turbo launched with three-door bodystyle.

Style models gain a glass sunroof and new interior trim.

Catalytic converters now available on 1.1 and 1.4-litre models and becomes standard on the CTI.

Air conditioning option added to GTI and CTI.

Central locking and headlight warning buzzer becomes standard equipment on the GTI.

Also in 1991

XA Van is face lifted, becoming the XA Multi.

Laser Green metallic paint offered on GTI.

1992

January

Diesel version of the ‘Trio’ L.E. launches

March

‘Gentry’ 1.9 four-speed automatic goes on sale. Features include power steering and a catalytic convertor. Its 1.9-litre engine develops 105bhp. Offered in Aztec Gold and Sorrento Green it costs £12,836.

June

Special Edition Junior model launched in the UK. Joined by three and five-door ‘Zest’ models (offered with petrol and diesel) and UK ‘Rallye’ model launched with 1.4-litre petrol engine. Turbo diesel editions of the XR and GR launched.

July

1.1 ‘Style’ launched in three and five-door bodystyle.

September

GTI 1.6 is discontinued, the final list price is £11,375.

October

Catalytic converter becomes standard on the GTI 1.9, which now develops 122bhp.

1FM Special Edition launched – just twenty-five examples to be made. It makes its debut at the British International Motor Show.

December

1.8 Diesel three and five-door ‘Junior’ launched alongside 1.1 petrols and 1.6 automatic versions.

1993

February

1.4 ‘GTX’ three and five-door special editions launch.

March

‘Style’ three and five-door diesel limited editions go on sale.

September

‘Sceptre’ three and five-door specials launch in the UK with 1.4-litre or 1.8-litre turbo diesel engines.

1.6-litre Junior automatic launched in the UK in three-door guise.

October

Diesel STDT launched. Stylistically similar to the GTI, but with wheels from the 405 GTX.

1994

February

1.8 diesel ‘Trio’ launches, in three-door form.

April

Keypad immobilisers are fitted to the GTI and CTI. GTI and CTI are discontinued. They are priced at £12,265 for the GTI and £14,195 for the convertible.

July

‘Mardi Gras’ arrives in three and five-door models. It’s offered with 1.1 and 1.6 petrol automatic as well as 1.8 diesel and turbo diesel models.

September

Range reduced to Mardi Gras and D turbo.

1995

February

Mardi Gras limited edition discontinued. Five millionth 205 is produced.

June

1.8 ‘Aztec’ three and five-door diesel launches. It’s joined by the ‘Inca’, a three-door diesel.

1997

January

205 Fourgonette is discontinued and replaced by the Peugeot Partner van.

1999

The final nine 205s leave the production line in Spain.

CHAPTER ONE

PEUGEOT BEFORE THE 205

The lion was a key factor in Peugeot’s branding from early in its history.

The Peugeot family can trace its businesses back as far as the nineteenth century, but it was the arrival of the industrial revolution in France that set the family on its path to automotive manufacture. Two brothers, Jean-Pierre and Jean-Frédérick, set up a steel mill near Montbéliard in eastern France. At just nineteen, Jean-Frédérick developed a technique that saw the company mass-produce tools such as saws that were both high in quality and low in price. By the 1850s the company was producing everything from animal hair clippers to women’s underwear. It was the production of lingerie that ultimately led to the company’s move into vehicle production.

Traditionally whalebone had been used in the production of corsets, making them the preserve of only the wealthiest people in the country. Peugeot changed all that by using steel instead of bone, allowing corsets to be made much cheaper. As bicycles became more popular, Peugeot repurposed their machinery to produce spokes for bicycle wheels. Within five years the company was selling its own bicycles and became one of the country’s top manufacturers.

Tool manufacturing formed the basis of Peugeot’s early business. The tools were highly regarded for their quality and affordability.

FROM TWO WHEELS TO FOUR

With bicycle production now in full swing, the great-grandson of Peugeot’s founder, Armand Peugeot, felt the company’s future lay in more than just bicycles. He had spent some time in Britain studying production methods. At his behest, the company built its first vehicle, the Type 1, a steam-driven, three-wheeled car.

Armand drove the car from Paris to Lyon, and though it was plagued with reliability issues, it was well received by the visitors to the 1889 Paris Exposition, where Emile Levassor was impressed with the car – though not the engine that powered it. Levassor had just acquired production rights for Daimler’s petrol engine. Soon enough Levassor and Peugeot joined forces. In 1890 the company produced its first four-wheeled petrol-driven vehicle and by 1896 Peugeot was producing its own petrol engines. After four years the company had produced seventy-five cars and Peugeot had begun to export the car.

Armand Peugeot – the father of Peugeot’s motor cars.

Peugeot’s move into transportation began with bicycles.

The other members of the Peugeot family did not share Armand’s confidence in the motor car and insisted he set up his own plant. He did, and saw the new company’s fortunes grow and grow. By the dawn of the twentieth century the company offered fifteen different models.

The rest of the Peugeot family saw the error of their ways and produced their first car in 1905, in direct competition with Armand. In 1911 the two companies joined forces and built a new factory in Sochaux, close to the border with Switzerland, where its operational headquarters remain to this day. Before the outbreak of the First World War Peugeot was producing almost 10,000 cars annually across four factories with a range of eighteen models. During the war the company became involved in the war effort, producing trucks, armaments and aeroplane engines.

While still in its formative years the company enjoyed motor-sport success, winning the French Grand Prix in 1912 and 1913 as well as the Indianapolis 500 in 1913, 1916 and 1919.

The Type 5 (1893–96) was one of Peugeot’s early ‘horseless carriages’ – it was also the first Peugeot to enter competition.

The Quadrilette arrived after the First World War and proved popular thanks to its low cost and impressive reliability.

After the war Peugeot began production of a small car, the Quadrilette. The little 667cc car gained a strong reputation for its impressive fuel economy, and before long it was offered with a larger 720cc engine. Almost 100,000 Quadrilettes were sold between 1920 and 1929.

As the company grew in size, so did the number of employees. The Peugeot family was keen to provide its staff with an activity for their leisure time. Football was becoming increasingly popular across Europe and Jean-Pierre Peugeot, head of the company, set about creating a team for his staff to support. Thanks to the company’s success, he had the funding to do it and in 1928 FC Sochaux-Montbéliard was formed.

The club began playing in the lowest tier of the league but quickly gained notoriety when Jean-Pierre admitted to paying his players, something that was strictly forbidden at the time. FC Sochaux became strong advocates for professionalism within the game and were the first club to become professional in 1929, in the process becoming founder members of the French football league. The club went further, too, organizing a competition, La Coupe Peugeot, featuring the best clubs in France. Close links have been maintained with the football club to this day, with Peugeot being principal shirt sponsors of the team and retaining ownership of the club itself.

TWO IS THE MAGIC NUMBER

In 1929 Peugeot introduced the 201, the cheapest four-seater in France, which in 1931 became the world’s first mass-produced car with independent front suspension. The car’s name came from the fact that it was Peugeot’s 201st design. (Thereafter all Peugeot models would feature a zero in the middle of the name – see box.) Unlike any other car in Peugeot’s history, the 2-series range is the only one to have a continuous sequence of models, right up to today’s 208.

The 201 was launched in 1929 and began the legendary 2 series.

WHAT’S IN A NAME?

Until the late 1920s each distinct model was given a ‘Type’ designation by Peugeot, even if it was known to the public by another name. This changed in 1929 when the 201 replaced the Type 190 and a new three-digit naming convention was established. It is simple to decipher: the first digit represents the model size, the middle is always a zero and the final figure(s) represents that particular generation of model. So although the 201 was the 201st Peugeot design, it was also the first generation of the 2 series, hence 201. During the 1930s, some Peugeots were named according to the amount of power they produced, hence the 5CV and 10CV. Peugeot acted to secure every variant of their new naming system, to prevent other manufacturers from interrupting the sequence. This most noticeably forced Porsche to rename its 901 concept the 911, though Peugeot chose not to take action against Ferrari when the Ferrari 308 was unveiled. The naming system was modified in 2012, with the brand-identifying ‘0’ (or ‘00’) remaining in the middle and the end digit becoming ‘1’ or ‘8’ to determine whether the car was intended for established markets, ‘8’ for markets such as Western Europe and ‘1’ for emerging markets.

Peugeot’s numbering system survived until the launch of the 208 in 2012.

Improvements in production techniques lifted Peugeot’s annual production capacity to 43,000 units and over 140,000 vehicles were built during the 201’s lifetime. The more aerodynamic 301 appeared in 1933, followed in 1934 by a convertible model sporting a revolutionary folding roof operated by compressed air, which also opened the boot in order to stow the hood away.

Production of the 202 was interrupted by the outbreak of the Second World War.

The 202 succeeded the 201 in 1938. Featuring an 1133cc, water-cooled engine it demonstrated once again Peugeot’s ability to develop a wide range of vehicles from a single model. It was offered as a four-door saloon, a two-door convertible, a pick-up truck and an estate.

The Sochaux plant fell into Axis hands during the Second World War, though the company managed to continue car production for civilian use, albeit in limited numbers. This came to an abrupt end in July 1943 when an Allied bombing raid destroyed much of the factory.

POST-WAR RESURGENCE

In 1946, with the war over, the 202 was back in production. In response to the shortage of steel, a timber-framed estate was produced. The extra work involved, combined with the cost of the timber, made it an expensive proposition and fewer than 3,000 were made. In 1947 the 202 was joined by the new 203. Like the 202 it was also offered as a convertible, boasted overdrive on its top gear and almost 700,000 units were sold during its twelve-year production run.

The post-war years saw the French manufacturing industry rebuild, with Peugeot playing a key role. The 203 was the firm’s first new car following the conflict.

Peugeot’s first diesel-powered car – the 403 estate – was launched in 1958. The company had been producing diesels since the late 1920s but this was the first unit refined enough for automotive use.

The 403 was built at the Lille factory in France, and also in Australia, and for a brief time was exported to the United States. The company was quick to offer a full range of 403 models that incorporated saloon, estate, coupé, pick-up and convertible, the latter finding fame on US television in the detective series Columbo, in which the car took on the role of the dishevelled detective’s somewhat dilapidated car. Actor Peter Falk, who portrayed the detective, chose the car after he found it sitting in the back lot of Universal Studios.

The 404, another example of a Peugeot with a long lifespan, was launched in 1960. It was offered with a range of engines, including a 2-litre diesel, and boasted modern features such as fuel injection and fully automatic transmission. In excess of two million 404s were built between 1960 and 1972, with the car finding a strong market in Africa, where it won the Safari Rally in 1963, then in three consecutive years from 1966 to 1968. The 404 was still being built under licence in Kenya in 1991.

The 204 followed in 1965 and, much like the Mini, featured a transverse engine with its gearbox in its sump. It was the first Peugeot with all-independent suspension and three years after its debut it became the best-selling car in France.

Arguably the best-known classic Peugeot, the 504, arrived in 1968 and became popular worldwide, with production right across the globe, as it was manufactured in China and Argentina, among other countries. A true testament to its success though was its ability, like the 404 before it, to remain in production. Production continued in South America until 1999, and it was on sale in Kenya and Nigeria until as recently as 2005.

One of the keys to its longevity was Peugeot’s development of the 504 platform, with it being offered in a full range of variants: a saloon, estate, coupé and pick-up truck. Its worldwide success was in no small part down to its tough, rugged nature, which made it particularly suited to heavy use and high mileage. Its ruggedness was complemented by a frugal diesel engine,making the saloon version popular with Parisian taxi drivers and the pick-up an obvious choice across Africa, where roads were harsh and fuel quality variable.

PEUGEOT 204

Production: 1965–76

Body style: Saloon, estate, coupé, convertible and van 1.6 million built

The 204 arrived in the mid-1960s and become Peugeot’s best-selling car of the day.

GROWTH, COLLABORATIONS AND EXPANSION

By the dawn of the 1970s, the 204 was revised and improved, becoming the 304. At the same time, a new factory opened in Mulhouse, near Sochaux, initially producing components for the group.

The 504 enjoyed a long production life and become one of the best-loved classic Peugeots.

The 504 also enjoyed considerable success as a rally car, here seen in competition spec.

The company began looking to its French counterparts for research and development of new powertrains, and it was Peugeot’s initial collaboration with Renault – to be joined by Volvo in 1971 – that led to the development of the ‘Douvrin’ family of engines. Spanning sizes from 1-litre through to 3-litre V6 units used in motor sport, these all-aluminium engines saw use in a huge range of cars, and even the infamous gull-winged DeLorean.

An engine from this partnership powered the next car in the Peugeot story, the 104. Launched in 1972 as a four-door saloon, the 104 was Peugeot’s first foray into the expanding supermini sector and at the time it was the smallest four-door offered in Europe. It was designed by Paolo Martin, who had worked for Italian styling giants Pininfarina and Bertone, penning such cars as the Fiat 130 Coupé and Lancia Montecarlo prior to creating the 104 for Peugeot. A hatchback followed in 1976, the year in which Ford’s Fiesta made its debut. The 104 was later offered as a three-door, in three variants, the ZA, ZL and ZS. The car was popular throughout Europe and remained on sale in its native France until as late as 1988. It also proved to be a widespread choice in Clubman-level rallying throughout Europe.

Peugeot’s collaboration with fellow manufacturers led to one of the key moments in the company’s history, one that would change it forever. The 1970s were a challenging period for many car manufacturers, with the oil crisis of 1973 hitting makers of larger, thirstier vehicles particularly hard. Citroën was one such manufacturer. Having invested heavily in its new CX saloon, the company found the market for big saloons had all but evaporated as smaller, more frugal cars began to dominate the marketplace. In December 1974, facing severe financial hardship, Citroën agreed to sell 38 per cent of the company to Peugeot.

The 104 took Peugeot into the supermini sector for the first time.

A little under two years later, Peugeot increased that stake to almost 90 per cent, saving Citroën from bankruptcy and creating the PSA Peugeot Citroën group. The Citroën takeover brought the Italian car manufacturer Maserati with it, though the supercar maker was sold on to DeTomaso in 1975.

Peugeot quickly began to address the issues that had led to Citroën’s struggles, and new models swiftly followed, based on existing Peugeot platforms. The first of these was the LN, based on the 104, but with a small 600cc 2-stroke engine. These small, frugal cars, combined with an economy still recovering from the oil crisis, meant that Peugeot’s takeover of Citroën was a financial success for the company.

PEUGEOT 104

Production: 1972–88

Body style: Three- and five-door hatchback, four-door saloon

Available in three- and five-door versions, the 104 survived until the late 1980s.

SYMBOL OF PRIDE – THE EVOLUTION OF THE LION LOGO

The lion first appeared on Peugeot products in the nineteenth century, specifically on the company’s tools. The first lion logo was created by Justin Blazer in 1847 and featured a lion walking on an arrow. When the two Peugeot companies merged, the lion remained, with a full lion used on bicycles and motor cycles, and a lion’s head used on motor cars. The lion made its first appearance on a motor car in 1933. In 1948 the company began using the familiar lion in profile, standing on its hind legs, as seen on the Franche-Comté coat of arms. The logo was reworked in 1976 and again in 1998 before a more simple, fluid lion design was unveiled in 2010.

The evolution of the Lion.

GLOBAL PLAYER

Peugeot Citroën grew further still in August 1978 when the company announced it had completed the purchase of the struggling Chrysler Europe. The American manufacturer had itself purchased the Rootes Group (comprising such British marques as Hillman and Humber) and French manufacturer Simca in the late 1960s, seeking to replicate the success of General Motors with its Vauxhall and Opel subsidiaries, but failed to understand the European market. In the face of mounting losses and poor sales, Chrysler Europe opted to sell out to Peugeot Citroën, ultimately selling its European operations for just $1.

Peugeot’s purchase gave it control of Chrysler’s operations in the UK, most notably at Ryton-on-Dunsmore in Coventry, the Simca factories in France, and a smattering of production facilities in Spain. The newly christened Peugeot S.A. group (PSA) became the fifth largest manufacturer in the world, and the largest in Europe.

Coventry was very much at the heart of UK motor manufacturing and Peugeot quickly found the location and its facilities ideally suited to its needs. The first car to emerge from Ryton under PSA ownership was the Talbot Horizon in 1980. Peugeot officially moved into Coventry and the Ryton plant in 1979 and by October 1985 the first Peugeot, the 309, was rolling off the Ryton line.

The company also sought to integrate itself with the local community. In a situation remarkably similar to that of FC Sochaux in France, the company developed a relationship with local team Coventry City FC, using its Talbot brand to sponsor the club for the 1981–82 season. The club’s shirt was redesigned to look like the Talbot logo, with prominent branding across the strip. Plans went further, with the football club applying to the Football Association to be renamed ‘Coventry Talbot’, on the promise of increased investment into the club by the car maker. The FA was outraged, the players were banned from wearing the Talbot kit during televised matches, and the request to rename the club was turned down. Peugeot later became principal sponsor of the club with its name appearing on the team’s shirts between 1989 and 1997.

By the mid-1980s the 205 was ready for launch and the 104 was withdrawn from many markets, including the UK, to make way for the new model. Peugeot had now established itself as a truly global brand, with exports to almost 200 countries and factories in Britain and Ireland, Canada, Australia and Argentina.

The Rootes Group plant at Ryton-on-Dunsmore, near Coventry, would become the centre of Peugeot’s UK manufacturing.COVENTRY MUSEUM OF TRANSPORT