Aug 29

Aug 29 Guide: Peugeot Oxia

Ben Tyer

Peugeot Index

Peugeot - 1980s French Cars - 1980s Supercars - 1980s Concept Cars - Prototypes

Background

After the 205 GTi and T16 exploded on the scene in 1984, Peugeot continued to work on overhauling their stuffy image.

Even though the company had been around since 1896, it was difficult to think of any particularly exciting models created since World War 2. However, that all changed during a ten year period from the early 1980s to the early 1990s.

The 205 GTi was widely regarded as the spiritual successor to Volkswagen’s Mk1 Golf GTi. It quickly became an icon of its era while the 205 T16 scored back-to-back Driver and Manufacturer titles in the 1985 and 1986 World Rally Championships.

As the WRC banned Group B cars like the 205 T16 from 1987, Peugeot turned their attention to arenas where unrestricted cars were still welcome. Further evolutions of the T16 contested Grand Raids like the Paris-Dakar Rally and Peugeot also went on to set new records at Pikes Peak.

During 1988, some of this competition know-how was used to create a stunning fully operational supercar.

Shown to members of the press at Peugeot’s Belchamp test track in eastern France on 21st September 1988, the advanced new Oxia was then given a public debut eight days later at the Paris Motor Show where it caused a sensation.

Created at Peugeot’s La Garenne R&D centre on the outskirts of Paris, the Oxia was named after the Oxia Palus region of Mars situated at longitude and latitude zero: the starting point for geographic measurements.

Chassis

The Oxia was built around an aluminium honeycomb monocoque that weighed 81.8kg.

In true Group C style, the wheels were pushed out to the extremities of the body to reduce overhangs. The wheelbase was 2800mm and two huge underbody venturis were integrated at the rear.

Suspension was via double wishbones with a single gas-filled damper and dual coil springs at each corner.

Ventilated disc brakes were fitted all round.

For optimum roadholding, four-wheel drive was employed along with a variable four-wheel steering system derived from the T16.

17-inch centre-lock magnesium wheels were shod with Michelin tyres. An electronic tyre monitoring system measured temperatures and pressures.

Engine & Gearbox

The Oxia’s all-alloy twin turbocharged engine was based on the jointly developed Peugeot-Renault-Volvo (PRV) 90° V6.

Mounted transversely, it incorporated lessons learned from the T16 and Peugeot’s less celebrated Le Mans engine programme.

As far back as 1976, Peugeot employees, Gerard Welter and Michel Meunier, had campaigned a series of low budget WM prototypes at Le Mans. As the 1980s wore on, they decided that, in the absence of a proper manufacturer budget, they would focus on building a car with the fastest possible top speed. Their goal was to break the 400kph barrier down the Mulsanne Straight.

With limited backing from Peugeot, the 1988 WM Peugeot P88 streamliner achieved 407kph (252mph).

Both Group B and Group C know-how was incorporated into the Oxia powerplant.

Thanks to a bore and stroke of 91mm and 73mm, it displaced 2849cc which was the same as Renault’s Alpine GTA Turbo. However, that was pretty much where the similarities ended.

Each Oxia cylinder bank was controlled by separate Bosch Motronic engine management. DOHC four valve heads were employed along with two Garrett T3 turbochargers.

Peak output was 680bhp at 8200rpm and an equally impressive 535lb-ft at 4500rpm.

Power was fed through a six-speed manual gearbox and hydraulic twin plate clutch.

The complex four-wheel drive transmission featured an epicyclic centre differential that gave a 25% front and 75% rear torque split. A Ferguson viscous coupling was also installed along with electronically controlled limited-slip differentials for each axle.

Bodywork

Bodywork was a mix of composites with the outer skin of carbonfibre and Kevlar epoxy-resin bonded to the aluminium honeycomb structure.

Sleek and futuristic, the Oxia had a drag coefficient of 0.32 and a host of advanced features.

Between the short plunging nose and expansive windscreen were 18 solar panels that kept the cabin cool even when stationary.

Butterfly doors electromagnetically unlocked and opened to the ajar position.

At 155mph, an electronic rear spoiler adjusted to give an extra 3° of rake. It remained in this more aggressive position for 60 seconds after speed dropped below 155mph.

Certain aspects of the design such as the lights, front grille and tail fascia bore a strong resemblance to the recently introduced Peugeot 405 and soon-to-be-released 605.

Overall, the design was handsome, well proportioned and nicely detailed. Had the Oxia emerged with a Ferrari badge, buyers would have scrambled to place their orders at almost any price.

Interior

Peugeot loaded the cockpit with advanced technology that was well ahead of its time.

Housed in the centre console was a colour LCD screen complete with disc drive. Both driver and passenger were supplied with a keyboard located on the door panel. The computer included a satellite navigation system that displayed the route map on screen along with weather and traffic updates.

The dash was angled inwards towards the driver at either end. It housed analogue instrumentation for road speed, engine speed and turbo boost plus digital readouts for fuel, temperatures and mileage.

Automatic air-conditioning was controlled digitally via the central computer system. There was also a Pioneer Hi-Fi with CD player and a telephone.