I am fortunate enough to drive pretty much every new car launched on the local market. There are, however, several old cars on my “must drive” list. The majority of them have a performance slant, from the Ferrari F40 and McLaren F1 to an original Merc 300 SL “Gullwing”. The underlying theme is that each of these was a ground-breaking benchmark of its day.
However, not all are rip-snorting supercars with ludicrous top speeds and outlandish styling. Some are far closer to being obtainable but, usually, by virtue of their age and/or rarity driving one is not a regular occurrence. But recently I was able to tick another car off my list.
Famous letters
While compiling a road test of the brand new 208 GTi (which you can read about in the October issue of CAR), we were offered the use of the model that really set Peugeot down the hot-hatch path, the venerable 205 GTi.
Not only did the 205 bearing those famous letters cement Peugeot’s sporting intentions, but later also provided the platform for the Group B rally cars that dominated the final years of that controversial and exciting series.
Incidentally, a Frenchman by the name of Jean Todt masterminded the brand’s involvement and eventual success on the world rally stage. We all know what he and a Mr M Schumacher went on to do in Formula One…
Small shadow
This pristine car is owned by Peugeot-phile Johan Loubscher, who is also an active member of the (classic) Peugeot club in the Western Cape. It is a 1987 example that was imported into South Africa a few years back, hence it is one of the rarer right-hand models.
As it was produced later in the GTi’s lifecycle (production ran from 1983 to 1999), it boasts the larger 1,9-litre motor. Earlier versions were fitted with a 1,6-litre unit. When new the larger engine was rated at roughly 90 kW but consider that it weighed less than 900 kg and you understand that the pace must have been pretty impressive back then.
From nose to tail, the car is original and immaculate, with one unfortunate scratch on the tailgate earned while doing duties at a show. Even the red paintwork is as it left the factory in France. A broken speedo cable is the only non-functioning aspect of the car – not bad for a 26 year old model.
Parked next to its modern-day equivalent, the 205 seemed positively minuscule, and the 208 is probably one of the smaller cars in its class. Not only is the overall size small but the overhangs are almost non-existent; the rear in particular seems truncated aft of the rear wheels.
On the road
While shooting the two cars for the upcoming print story, I casually mentioned to Johan that I had never been behind the wheel of this little legend. Much to my surprise, he offered me the chance to steer his pride and joy.
Sometimes driving an old car can be a real disappointment. Technology has really moved the game on and what once passed for quick, fast or nimble a few decades back can easily be surpassed by any number of hum-drum models on sale today.
Thankfully, the 205 GTi did not disappoint. We happened to be near a mountain pass that I know quite well, so it only seemed fitting. Firstly, the 205 doesn’t have power steering, so low-speed manoeuvrability was an arm-straining exercise. Also, the clutch on this car was very near the end of its life, so not only was there very little pedal travel but it needed careful modulation not to stall or ride the remaining few millimetres of “meat”.
A fizzy, alert organism
Once moving, any thoughts of that heavy steering and clutch quickly dissipate. The view out is fantastic thanks to a seemingly oversized greenhouse.
The 1,9-litre engine is no longer in its prime so I didn’t venture beyond 5 000 r/min under the advice of Mr Loubscher, who made the wise decision to ride shotgun. Prodding the throttle, the four-pot sounds rorty and feels zingy as the rev-counter eagerly shoots up and down the engine speed range. I was also very aware that there wasn’t some vague ECU tie-in between the loud pedal and a rise in revs, but rather a direct mechanical link, which adds to the analogue sensations.
More impressive than the power delivery is the turn-in, which is immediate without a hint of slack, which is probably why it made a good rally car. That eagerness to turn probably stems from the relatively short wheelbase. There is also a great deal of feedback through the tiller; placement and grip levels are constantly communicated through your palms, sending you constant messages about the state of play.
The whole package felt alert and alive, with a large degree of interactivity between driver and car far greater than almost any hot hatch on offer today. This isn’t the kind of car that your simply put your foot down and it shoots off, you have to work with the machine underneath you, understand what it’s doing and tailor your inputs accordingly.
Ticked off
After our drive together Johan mentioned that not many people were given the opportunity to drive his GTi. I can’t blame him, if I owned a classic that I had lusted after all my life I probably wouldn’t hand over the keys either.
Thanks to his kind outlook towards the CAR team I can tick the Peugeot off my list of “must drives”. Now if I can only find out where to source a Gullwing…