Red carpet, red car, red lighting. Peugeot’s stand at Retromobile in Paris was dominated by a single color, in which one might have missed the small figure that moved around the 205 GTI. Richard Hammond, one of the three former presenters of Top Gear and later The Grand Tour with the nickname Tha Hamster (hamster), filmed a video about the French sharp hatchback there. Are we surprised despite the billionaire veterans of his interest in a tiny Peugeot? Not in the least.
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The history of the 205 GTI began to be written in 1984, when the French decided to fully exploit the sporting potential of their approximately one-year-old hatchback. The first GTI had a 77 kW six-cylinder petrol engine under the hood, a differently tuned chassis, steering and other mechanical components. Visually, you would distinguish it from the standard 205 mainly by the wheels and the red line in the bumpers and side moldings.
An almost perfect sleeper that earned the praise of motoring journalists and drivers almost immediately. Its design was created in-house under the leadership of Gérard Welter, although Pininfarina was very interested in the design of the small Peugeot.
He didn’t wait until two years later, because he designed a convertible, which immediately received a CTI version. It was actually a GTI with an open body, including a petrol sixteen.
1986 also brought the 205 GTI with a more powerful 1.9 liter petrol engine. Power rose to 96 kW, the time needed to accelerate to 100 km/h fell by nine tenths to 7.8 seconds, and this created a never-ending dispute about whether the version with a weaker but lighter 1.6-liter engine – newly strengthened by 7 kW – was better, or just the more powerful nineteen-cylinder with higher torque, but also weight.
Both versions gained cult status, but the powerful nineteen-seater never made it into the convertible. Instead, he later got the same engine, but with power limited to 77 kW.
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The portfolio was thus clearly defined, and in addition to the modernization in 1990, various specific variants began to appear.
The most famous? Green Griffe, of which three thousand pieces were created based on Jean Todt’s car. Yes, that Jean Todt, who later returned Ferrari to the top of Formula 1. In the 1980s, he led the Peugeot Talbot Sport racing team, and Griffe was supposed to be something of a gift.
Todt played a crucial role in the history of Peugeot, as he led the French brand to the world championship title in 1985 and 1986 with Finn Timo Salonen and later Juha Kankunnen behind the wheel. However, for this to happen, Peugeot had to produce a 200-unit T16 homologation series.
In the mid-1980s, the road-going Peugeot 205 Turbo 16 was created with all-wheel drive and a turbocharged four-cylinder engine located in the middle of the rear. It wasn’t such a beast as the rally special because it only offered 147 kW, but the factory kit could raise this value up to 221 kW. It was still a small three-door car (sports versions were not made otherwise). Let’s add to his sporting achievements that in 1987 and 1988 he won the T16 and the Paris-Dakar Rally.
Anyone who was charmed by the Turbo 16, but didn’t have the finances for it, couldn’t afford it, or simply preferred the technology of a more civil GTI, could choose a conversion by the Belgian coachbuilder Dimma Design. The design kit made of polyester with wide edges and perimeter bumpers was the pure essence of the turn of the 80s and 90s and was homologated by Peugeot in 1989. It could be bought by GTI owners with both engines. Dimma later made bodykits for other models of the French brand.
Although the 205 GTI had become something of a cult during its active life, the inevitable end was approaching. In 1993, production of the GTI stopped for good, although standard versions continued to be produced for another five years.
Other GTI models were never able to match the 205 in terms of capabilities, and the French put the famous shortcut on hold some time ago. It will return only this year, when the new 208 GTI goes into production. It will be fully electric with 206 kW and acceleration from 0 to 100 km/h in 5.7 seconds. The internal battery offers 54 kWh.
Captured by concepts
Citroën also brought a similarly interesting exhibition, which bet on the new ELO concept and, above all, a selection of innovative historical concepts that inspired the new product. And there is probably no more progressive model in the brand’s history with a double arrow than the 2CV. The story of the first 250 produced in 1939 is actually notorious.
To prevent the cars from falling into the hands of the Nazis, all but four pieces were dismantled and destroyed. The remaining four cars have survived to this day, the first was found in 1968 and received a complete renovation. Similar to this year’s Retromobile, Citroën shows it from time to time at various exhibitions.
Other prototypes on display included the aerodynamic C10 model, the futuristic Karin pyramid concept from 1980 with unusual electronic equipment for its time, including a driver information display and vehicle status monitoring, or the Activa 1 with hydraulic suspension with integrated electronic control. It was also the first Citroën ever with a head-up display. In 1988.
The more modern Xanae and C-Cactus concepts later inspired the production models Xsara Picasso and C4 Cactus.
And what did ELO borrow from these cars? For example, the removable rear bench from the 2CV model, the central driving position from the Karin concept, the swiveling front seats from the Xanae or the recycled materials from the C-Cactus.
The concepts were complemented by the Traction Avant 15-6 convertible, which appeared at the first ever Retromobile show in Paris in 1976. It was the first time the public could see a single existing convertible.
