Fifth Gear - Peugeot 207 GTi vs Peugeot 205 GTi

Peugeot 207 GTi
Peugeot is calling the new joint-venture 1.6-litre performance engine the THP, or Turbo High Pressure. It produces a maximum power of 128kW (175hp) and a torque of 240Nm from only 1600rpm, thanks to the boosting capabilities of the turbocharger.

The torque output of the engine remains unchanged from 1600rpm all the way up to 4500rpm, but can be increased to 260Nm temporarily thanks to the "over-boost" function. It is fitted with a 5-speed manual gearbox with specific gear ratios.

With the driver only in the car, performance figures are as follows:

0 – 100km/h: 7.1 seconds

Maximum speed: 220km/h

1000m standing start: 27.8 seconds

In gear acceleration (5th): 7.0 seconds for 80 – 120km/h

Combined fuel consumption is 7.2 litres/100 km (171g of CO2/km)

Peugeot says that to achieve both excellent performance and low fuel consumption the engine includes a number of innovative features including high-pressure direct petrol injection, which comprises a high-pressure injection pump supplying individual fuel injectors that inject fuel directly into the combustion chamber at a maximum pressure of 120 bar.

Peugeot 207 GTi
There's also the "over-boost" system, believed to be first seen on Porsche's 911 Turbo (997), which enables the torque output to be increased temporarily from 240Nm to 260Nm in the top three gears by allowing turbo boost to surpass its limit momentarily.

The twin-scroll turbocharger is at the heart of the 207 GTi's performance, which combines the exhaust gases flowing from two individual cylinders in the exhaust manifold before they enter the turbocharger compressor. The combined flow of the exhaust gasses is directed through "scrolls" in the turbocharger turbine housing increasing the force applied to rotate the turbine. Peugeot explains the direct result is a reduction in the turbocharger response time, otherwise known as turbo lag.

Other features include continuously variable timing of the inlet camshaft (Variable Valve Timing (VVT)) and the use of roller cam followers, help to reduce internal friction and increase power and torque while also reducing fuel consumption and emissions. The controlled output oil pump supplies only the exact volume of oil required by the engine and eliminates unnecessary engine power consumption and the detrimental effect on fuel consumption.

In essence, this very small engine has been tooled with technology usually only found in much larger performance motors, and the result is high levels of performance and economy for a 1.6-litre 4-cylinder petrol engine.
Peugeot 207 GTi




Peugeot 205 GTi
The GTI versions came in either 1.6 or 1.9-litre configuration, and are considered to be among the most popular hot hatches of the era. Compared to modern cars they are difficult to handle but offer a very rewarding driving experience when mastered.

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 (85 kW). The 1.9 GTI came with a XU9JA engine producing 128 bhp DIN (96 kW), although later models with a catalytic converter produced 122 bhp DIN (89 kW). 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 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. A cabriolet version, known as the CJ (or CT in France), was designed and partily 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.

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 seriosuly considering adding it to its. U.S 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 U.S. became moot when it was forced to pull out in 1991.

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.
Peugeot 205 GTi


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