Peugeot Problems

Peugeots have a special place in the heart of Australians, older ones at least ; those who can recall the French make's efforts in early around-Australia trials.  The 405 marked a move away from tradition for Peugeot. Most of its cars before the 405 were rear-wheel drive, but the 405 joined the trend towards front-wheel drive when it was launched in 1988.Model watchBuild quality was a major issue for the 405 from the start. Rattles and squeaks were commonplace. Early 405s struggled when run on our low-octane regular unleaded when they were designed to be run on the higher octane fuel in the home land.The 405 is a pretty four-door sedan and wagon. It has smooth, clean, contemporary lines that even today look smart and modern.  Inside, it was typically Peugeot – roomy, with ample accommodation for four, the dash was nicely laid out, there was a good-sized steering wheel, and comfortable seats.Power initially came from a 1.9-litre single overhead camshaft fuel-injected four cylinder engine. When run on 91 octane unleaded it lost some 10kW from its European spec, which meant it put out a paltry 80kW at 5500 revs and 163Nm at 4250 revs. At best that meant the 405 was a willing performer. In reality it couldn't match cars coming from Japan at the time, it was a car that couldn't be justified on the basis of performance. It was, however, quite economical. Even driven hard it would return around 9.0L/100km around town.More performance was available in the form of the Mi16 sports sedan with its twin cam four-cylinder engine but it too lost out when run on our fuel. As a consequence it had 108kW at 6500 revs, along with 174Nm.Transmission choices were a four-speed auto and a five-speed manual. While the auto worked quite well, most buyers preferred the manual to better keep the sluggish four on the boil. Under the 405's stylish skin was MacPherson Strut front suspension and an anti-roll bar, while at the rear it had an independent system of trailing arms, torsion bars, and an anti-roll bar.Power steering was standard, and it had disc brakes at both ends, and alloy wheels filled the wheel arches. Inside, the 405 was nicely equipped, with standard air-conditioning, power front windows, power mirrors, remote central locking, and six-speaker radio/cassette sound. The S model added leather trim, leather-wrapped steering wheel, and power rear windows. The Mi16 was distinguished on the outside by a rear spoiler and front fog lamps. Inside it had air-con, remote central locking, leather-wrapped steering wheel, power mirrors, power front windows and six-speaker sound.The 1.9-litre engine gave way to a much better 2.0-litre four in 1993. It was one of the changes that transformed the car.Buyers could then choose from the SRi and the luxury STi, the Mi16. Peugeot also unveiled a diesel version the same year, the SRDT. The 1.9-litre turbocharged, intercooled four-cylinder diesel delivered 68kW at 4000 revs along with 196Nm at 2250 revs. Fuel efficiency was great.In the shopPeugeot service specialist Ted Geermans has seen plenty through his workshop and advises against buying early 405s. Better to buy a post-1993 model, STi or diesel, which now give little trouble. Driver airbags were standard on the Mi16 and STi from October 1994, optional on the SRi and SRDT.Owner's viewDarren Dumble owns a 1994 SRDT with 200,000km on the clock. The car is fantastic, he says, getting better than 7.0 litres/100 km around town, and up to 1150 km between refills. There is no sign of rust in the body, and no oil leaks.Look forComfortable rideGood diesel engine optionGreat handlingBetter performance from post-1993 2.0-litre enginePoor build quality, squeaks and rattles in early carsRating8/20 (pre-93)12/20 (post-93)Nicely styled European that rides and handles like a dream.

The 205, a small front-wheel-drive hatch, caused a sensation when it was launched in Europe in the early '80s. Like the Golf it had uprated sporty suspension, a hot engine and a sporty body kit, but unlike the Golf, it was also cute.The 205 GTi finally came to Australia in 1987. However, it was detuned slightly to meet our exhaust emission laws, and down-specced to be price competitive.  The local GTi looked like its European cousin, with the same three-slatted grille, beefy rub strips down the sides and the fog lamps. When first launched the GTi had a 1.9-litre single overhead camshaft engine with eight valves and fuel injection which put out just 75kW and 142Nm.A five-speed manual transmission was standard and drive was through the front wheels.  Airconditioning was standard, as were 14x6in alloy wheels, central locking, fog lamps, leather steering wheel, power windows and a four-speaker radio-cassette sound system.Power steering wasn't standard. It seems the Peugeot engineers couldn't work out how to include both airconditioning and power steering in the 205 when they did the conversion to right-hand-drive. They opted for the airconditioning and the result was heavy steering.  An update in 1991 brought power steering and airconditioning, and a welcome injection of power (90kW and 152Nm).The 205 GTi finally disappeared from local showrooms in 1994, the cars sold from 1991 regarded as the ones to buy now.By now the 205 GTi is getting old so it would be wise to have it checked by an expert. Many have been owned by enthusiast owners who have driven them hard.Look for low-mileage cars that have been serviced by Peugeot specialists. A key part of the 205 GTi's performance equation was its light weight, but with that came body flexing. When new that caused squeaking and squawking around the doors and rear hatch as the panels moved on the seals.  Now it's seen in the form of body cracking, mostly as cracking in the caulking used to seal panel joins.Early cars were fitted with incorrect pistons at the factory, which caused piston slap rattle and excessive oil consumption. Most were fixed when new because of customer complaint. High-mileage engines need regular checks for oil consumption because they tend to burn oil. Wear in valve stems and seals is the most common cause of oil consumption today.The gearbox is fairly robust, but is prone to failure of second gear synchro with high mileage. Replacement parts are available for $700 to $800.  A hard life on the road contributes to front suspension bush wear and high rates of brake wear. Brake life of 30,000km is quite normal. Rear subframe and trailing arm bushes are now being replaced quite often.Ellen Dewar bought her 205 GTi three years ago and while she admits it's getting near the end of the road with 220,000-plus kilometres on the odo, she doesn't want to get rid of it. She loves its roominess, its great go and street cred. On the downside she's had to replace a drive shaft, repair the airconditioning and the engine is burning oil.Nick Barker bought his 1987 205 GTi a couple of years ago for $4200. It was his first car and he now admits he was a little gullible.  The 17-year-old apprentice motor mechanic soon realised it hadn't been well looked after and he's had to do a lot of work on it, including replacing both drive shafts, rebuilding the front brakes and replacing the water pump to restore it to roadworthy condition.Wear in front and rear suspensionLots of body squeaks, and even crackingExcessive oil consumption if engine is wornSizzling performance, particularly from later engine Reliable mechanicalsAgile handlingCute styling