One to Buy: ex-works 2002 Peugeot 206 WRC

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<<<HISTORIC CLASSICS PORTAL

Following its return to the World Rally Championship for the 1999 season, Peugeot quickly went on to break the stranglehold that Japanese manufacturers had imposed on the competition which had seen the likes of Subaru, Toyota and Mitsubishi claim every title that had been up for grabs since 1993.

Using the diminutive 206 WRC, Peugeot eclipsed its rivals during one of the most competitive eras for the sport. It claimed a hat-trick of back-to-back Manufacturer titles between 2000 and 2002 while Marcus Gronholm emerged as Drivers’ champion in 2000 and 2002.

Having narrowly missed out on Manufacturer honours in 2003, Peugeot upgraded to the 307 WRC for the 2004 and ‘05 seasons, however, the bigger machine was not quite at the same level as its predecessor and the French firm elected not to contest the 2006 World Championship in an official capacity.

By this time, the 206 WRC had done enough to go down in history as a worthy successor to its spectacular forebear: the sensational Group B 205 T16.

Currently on offer at the Historic Classics showroom in East Sussex is a veteran of Peugeot’s 2002-2003 season: 206 WRC chassis 17.

Campaigned by Peugeot Sport in eleven World Rally Championship events during ‘02 and ‘03, chassis 17 also contested rounds of the European, French and Czech series.

The car’s best result in the WRC was seventh overall on the 2002 Rally Catalunya for Harri Rovanpera and Risto Pietilainen, one of three top ten placings achieved at World Championship level.

Notable performances for 017 in domestic competition saw Roman Kresta and Milos Hulka win the 2003 European Rally Championship Mogul Sumava Rally while, ten months prior, Cedric Robert and Gerald Bedon had claimed second on the Rally of Sainte-Baume (a round of the French Tarmac Championship).

Between 2004 and ‘11, chassis 17 was privately campaigned in French events, during which it achieved 14 podium placings of which six were victories.

More recently, the car has been returned to its 2002 Peugeot Total livery. It comes with a wealth of history to include the original event-stamped FIA Passport.

For more information visit the Historic Classics website at: https://www.historicclassics.com/

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VIN: the works Peugeot 205 T16 Evolution 2 chassis C207

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HISTORY OF CHASSIS C207

Unlike the majority of T16 Evolution 2s that generally only saw action in a couple of events, chassis C207 was campaigned in half a dozen rallies during the 1986 season.

It debuted as part of a three-car team on the 1986 Monte Carlo Rally (January 18th to 24th). The works trio ran in 450bhp tarmac trim with new underbody aerodynamics to increase downforce. C207 was allocated to Juha Kankkunen and Juha Piironen but in unpredictable conditions the Michelin-shod Peugeots were unable to keep up with the Lancias on Pirelli’s latest tyre compounds. Kankkunen ultimately placed fifth after suffering a variety of engine and fuel feed problems.

C207 next appeared at Peugeot’s home event: the Tour de Corse (May 1st to 3rd). On this occasion, Michelle Mouton took the wheel alongside Fabrizia Pons and C207 ran a trick head gasket that enabled turbo boost of up to 3 bar plus special ceramic manifold materials to allow greater engine temperatures. All three of the Peugeots had a new six-speed gearbox, new side skirts and hydraulic shock absorber attachments to reduce understeer around slow corners. Unfortunately, Mouton retired on stage nine after her car got stuck in gear and the starter motor broke.

More serious though was a crash that cost the lives of Henri Toivonen and Sergio Cresto whose Lancia Delta S4 flew off the road and into a ravine where it was consumed by an intense fire.

C207 returned for the gruelling Acropolis Rally (June 2nd to 4th) where things got off to a bad start when Kankkunen and Piironen rolled the car while testing locally 48 hours prior to start. However, the Peugeot crew carried out a complete rebuild of C207 before the start and Kankunnen (the points leader going into the event) led from one third distance to win despite having to drive the last few stages without power steering.

Kankkunen and Piironen were back in C207 for Rally Argentina (August 6th to 9th) with the car running in the same gravel trim as it appeared in Greece. Kankkunen was the only threat to the Lancias but he retired on stage 15 after his rear wheel came loose and the Finn arrived back at parc ferme an hour after the permitted time.

C207’s next outing was the Sanremo Rally where the four Peugeots in attendance initially dished out quite a hiding to Lancia on their home soil. However, the 205s were controversially excluded after 32 of the 41 stages when the Italian scrutineers deemed intakes on the undersills to be generating ground effect which had been outlawed since the Tour de Corse. Peugeot immediately took legal action and after the season concluded the FIA decided to wipe the Sanremo results from the championship and Lancia were stripped of their victory.

Prior to that decision, the teams headed to the RAC Rally (November 16th to 19th) not knowing what the outcome of Peugeot’s court case would be.

The three 205s appeared in Sanremo gravel trim, albeit with revised exhaust systems to cope with strict British noise legislation. C207 was allocated to ‘85 champions Timo Salonen and Seppo Harjanne who had an epic battle with Markku Alen’s Lancia that saw the great rivals head into the final stage just a few seconds apart.

Ultimately it was Salonen that emerged victorious to take his second win of the year and C207 was retired from works duty.

Notable History

Peugeot Talbot Sport

Registered 25 FGV 75

18/01/1986 WRC Monte Carlo Rally (J. Kankkunen / J. Piironen) 5th oa, 5th Gr.B class (#4)

Registered 244 FWH 75

01/05/1986 WRC Tour de Corse (M. Mouton / F. Pons) DNF (#10)

Registered 319 FPF 75

02/06/1986 WRC Acropolis Rally (J. Kankkunen / J. Piironen) 1st oa, 1st B12 class (#5)
06/08/1986 WRC Rally of Argentina (J. Kankkunen / J. Piironen) DNF (#1)
13/10/1986 WRC Rallye Sanremo (J. Kankkunen / J. Piironen) DSQ (#4)
16/11/1986 WRC RAC Rally (T. Salonen / S. Harjanne) 1st oa, 1st B12 class (#1)

Text copyright: Supercar Nostalgia
Photo copyright: Peugeot - http://www.peugeot.com

VIN: the works Peugeot 205 T16 Evolution 2 chassis C205

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<<<205 T16 EVOLUTION 2 PORTAL

HISTORY OF CHASSIS C205

Chassis C205 was one of the 20 T16s built to Evolution 2 trim for use by the works Peugeot Talbot Sport operation. It debuted as part of an all-new two-car entry for Evolution 2’s third competitive outing and round ten of the 1985 World Rally Championship: Rallye Sanremo. The Italian event took place over 650km of mixed gravel / tarmac special stages between September 29th an October 4th.

C205 was allocated to Bruno Saby and Jean-Francois Fauchille while C204 went to championship leaders Timo Salonen and Seppo Harjanne. The cars arrived with new separate suspension set-ups that could be switched between stages. They weighed 960kg and produced between 460bhp and 480bhp depending on boost. This rally also marked the arrival of power steering for the T16.

Having briefly led, a series of niggling engine problems for C205 saw Saby drop down the order before he eventually succumbed to a cylinder head problem on the penultimate day. Team-mate Salonen also experienced a troubled run but managed to bag second for Peugeot albeit six-and-a-half minutes behind Walter Rohrl’s new Audi Quattro Sport E2.

Peugeot skipped round eleven of the WRC (the Ivory Coast Rally) but returned for the ‘85 season finale: the RAC Rally held from November 24th to 28th over 880km of gravel and tarmac special stages. Following the debut of Audi’s E2 Quattro a few weeks prior, the RAC marked the arrival of an even more extreme Group B challenger: Lancia’s turbocharged and supercharged Delta S4.

Kalle Grundel and Peter Diekmann were allocated C205 while Salonen and Harjanne were out in their Sanremo entry (C204). Unfortunately, neither of the works Peugeots made it to the finish. Grundel crashed out on stage 20 and Salonen retired on stage 21 with no oil pressure.

Meanwhile, the new Lancias finished first and second with Henri Toivonen / Neil Wilson leading home Markku Alen / Ilkka Kivimaki in an ominous statement of intent for 1986.

Notable History

Peugeot Talbot Sport

Registered 709 EXC 75

29/09/1985 WRC Rallye Sanremo (B. Saby / J.F. Fauchille) DNF (#7)
24/11/1985 WRC RAC Rally (K. Grundel / T. Harryman) DNF (#12)

Text copyright: Supercar Nostalgia
Photo copyright: Peugeot - http://www.peugeot.com

VIN: the works Peugeot 205 T16 Evolution 2 chassis C213

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<<<205 T16 EVOLUTION 2 PORTAL

HISTORY OF CHASSIS C213

Like every example of the 20 Evolution 2 T16s built, chassis C213 was reserved strictly for use by the works Peugeot Talbot Sport operation headed by Jean Todt.

C213 made its competitive debut as part of a three-car car team at round eleven of the 1986 World Rally Championship, Rallye Sanremo, which comprised 488km of mixed gravel and tarmac special stages between October 13th and 17th.

Peugeot arrived with a raft of updates for the Evo 2 which included a six-speed gearbox, new side skirts and hydraulic shock absorber attachments to reduce understeer around slow corners. Carbonfibre brakes had been trialled in the weeks before but were not used.

C213 was allocated to Timo Salonen / Seppo Harjanne but retired on stage eight when Salonen crashed trying to overtake Markku Alen’s Lancia Delta S4. More seriously, the rally was marred by the death of event leader Henri Toivonen and his navigator, Sergio Cresto, when their S4 went off the side of a hill and was consumed by an intense fire.

Peugeot’s Bruno Saby went on to secure a hollow first WRC victory and, in the most sombre of circumstances, Peugeot took the lead from Lancia in the Manufacturers’ championship.

Chassis C213’s second and final outing came at the RAC Rally which took place on 517km of gravel special stages between November 16th and 19th. Peugeot entered a trio of 450bhp cars in Sanremo gravel trim, albeit with revised exhaust systems to cope with strict British noise legislation.

C213 was entered for Mikael Sundstrom and Voitto Silander who had been driving for Peugeot Talbot Sport UK in a domestic campaign with an Evolution 1. They had a steady run to fourth overall while Salonen won the event for Peugeot, Alen bagged second for Lancia and fellow T16 pilot Juha Kankkunen placed third despite having put his car’s nose into a ditch and rolled.

Peugeot Talbot Sport did not compete with chassis C213 again.

Notable History

Peugeot Talbot Sport

Registered 237 FWH 75

01/05/1986 WRC Tour de Corse (T. Salonen / S. Harjanne) DNF (#2)

Registered 287 FPF 75

16/11/1986 WRC RAC Rally (M. Sundstrom / V. Silander) 4th oa, 4th B12 class (#11)

Text copyright: Supercar Nostalgia
Photo copyright: Peugeot - http://www.peugeot.com

VIN: the works Peugeot 205 T16 Evolution 2 chassis C203

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<<<205 T16 EVOLUTION 2 PORTAL

HISTORY OF CHASSIS C203

Like every T16 Evolution 2, chassis C203 was reserved for use by the works Peugeot Talbot Sport squad based on the outskirts of Paris. It appeared on the registration 709 EXC 75 which had previously been utilised by chassis C17 and was subsequently used for chassis C205 and C209.

The new car made its competition debut at the 1000 Lakes Rally in Finland which took place between August 23rd and 25th. The high speed contest took place over a 1344km route which comprised 390km of gravel special stages. It marked the second outing for the Evo 2 after Peugeot had run a solitary car for Bruno Saby at the Tour de Corse back in early May.

Peugeot had two cars on hand in Finland: chassis C202 for Timo Salonen / Seppo Harjanne and C203 for newcomers Kalle Grundel / Peter Diekmann. Both cars were producing 440bhp and weighed around 950kg. Attention to the Evo 2 since the Tour de Corse had seen a significant improvement in its torque curve.

Grundel / Diekmann had been promoted from the Peugeot Talbot Spot Deutschland outfit to replace the injured Ari Vatanen / Terry Harryman following a massive crash driving an Evo 1 on Rally Argentine three weeks prior.

The 1000 Lakes was the Evolution 2’s first gravel event. It would be up against Audi’s latest Quattro Sport which had been introduced in Argentina.

Continuing their excellent 1985 form, Salonen / Harjanne had a relatively trouble free run in C202. They drove conservatively in the second half of the rally to maintain a healthy lead established early on. Salonen finished 48 seconds ahead of Blomqvist / Cederberg in the latest Quattro. Works Lancia 037s were third and fourth.

In C203, Grundel / Diekmann finished fifth having incurred serious damage to the front of their Evolution 2 after hitting a telegraph pole early on. They nevertheless continued despite a compromised chassis and admirably even managed to win a stage. However, C203 never appeared in competition again.

Notable History

Peugeot Talbot Sport

Registered 709 EXC 75

23/08/1985 WRC 1000 Lakes Rally (K. Grundel / P. Diekmann) 5th oa, 5th Gr.B class (#1)

Text copyright: Supercar Nostalgia
Photo copyright: unattributed

Guide: Group B Optimised - a Historical & Technical Appraisal of the Peugeot 205 T16 Evolution 1

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<<<205 T16 EVOLUTION 1 FOR SALE

BACKGROUND

Peugeot produced the 205 T16 with the sole intention of delivering Driver and Manufacturer titles in the World Rally Championship. At the time, rallying was even more popular than Formula 1 with huge crowds drawn to watch spectacular machinery piloted by some of the world’s best drivers.

The arrival of Group B regulations in 1982 had spawned a new generation of cars designed exclusively for competition. Previously, entry to Group 4 (the prior top flight rally class) had required a production run of 400 identical road cars within a 24 month period. In an attempt to stimulate participation, Group B halved those figures to 200 units in twelve months which inadvertently led to a raft of extreme purpose-built vehicles arriving on the special stages.

Given its prosaic back catalogue and rather dull image, Peugeot’s board was convinced that success in the World Rally Championship’s Group B era with a car that resembled the forthcoming 205 GTi could help reinvigorate the brand.

To achieve this, a whole new department was bankrolled at vast expense. What emerged was Peugeot Talbot Sport, a crack works team led by Jean Todt from state-of-the-art headquarters in Bois de Boulogne near Paris.

Peugeot Talbot Sport (PTS) was where the works T16s were built, developed and maintained. Meanwhile, production of the 200 base cars required for homologation took place at the Poissy factory 30km away.

In addition to very low production requirements, Group B permitted manufacturers to develop more extreme Evolution variants for competition use so long as at least 20 were built.

The first Evolution could be taken into competition as soon as the base car had been homologated.

Thereafter, one additional batch of 20 further uprated Evolutions was permitted every twelve months.

The base T16 was homologated into Group B on April 1st 1984, by which time PTS already had 20 Evolution 1s assembled and ready to go.

The model made its WRC debut at round five of the 1984 season: the all-tarmac Tour de Corse which took place between May 3rd and 5th.

For this event and the rest of the ‘84 campaign, the T16 most notably went head-to-head with Lancia’s 037 Evolution, the Audi Quattro A2 and later the Quattro Sport.

CHASSIS

The T16 Evolution 1 was built around an uprated version of the base car’s central steel monocoque. It was reinforced, seam-welded, drilled for lightness and equipped with a hefty fully integrated aluminium roll cage. As normal, a steel subframe was installed at the front and a tubular steel spaceframe at the back. Extensive underbody protection was available for gravel events.

Heavy-duty suspension had multiple pick up points to accommodate gravel and tarmac configurations. Beefier double wishbones were used all round with uprated coil sprung Bilstein damper assemblies at each corner. Thicker anti-roll bars were fitted at either end. Spring, damper and anti-roll bar rates were fully adjustable.

The original 273mm brake discs and single-piston calipers were switched to 300mm discs with new AP Racing four-piston items.

The ‘Pepperpot’-style Speedline wheels were given a subtle redesign and always shod with Michelin tyres.

Various types of long and short-range competition-grade fuel tanks were available depending on the nature of any given event. As per the T16 base car, fuel tanks were installed under the seats.

ENGINE / TRANSMISSION

Peugeot’s Evolution motor was based on the same all alloy water-cooled inline four cylinder engine used in the base T16. Displacement was an unchanged 1775cc thanks to a bore and stroke of 83mm and 82mm respectively. However, the Evolution motor had a host of competition upgrades.

It was now fully dry-sumped and ran a higher 7.0:1 compression (up from 6.5).

The pistons, sleeves, crankshaft, intake and exhaust valves, spark plugs, flywheel, intake system, exhaust, fuel-injection and cooling systems were all uprated.

A KKK K26 twin scroll turbocharger was retained, along with air-to-air intercooler, but boost pressure was hiked from 0.7 bar to between 1.4 and 1.5 bar. There was also a new ‘Dispositif Pre-rotation Variable’ anti-lag system (DPV) similar to the type used on Renault’s Formula 1 engines.

When running the turbo at 1.5 bar, peak output was 350bhp at 8000rpm.

For comparison, the 200 cars built for homologation produced 197bhp at 6750rpm.

There was more torque on offer as well: 332lb-ft at 5000rpm for the Evolution 1 compared to 188lb-ft at 4000rpm for the base T16.

Transmission was via a five-speed ‘box with shortened gearing, a ventilated twin-plate clutch and FF four-wheel drive system with ZF limited-slip differentials for both axles.

BODYWORK

Externally the Evolution was not radically different to the standard T16 base car.

Quickly detachable, simplified and lightened body panels were fabricated from a mix of Kevlar and carbonfibre.

The single-piece front clam shell incorporated a reworked apron with larger intakes and a chin spoiler. The front fenders (like those at the rear) were subtly flared for a 26mm wider stance.

The single-piece rear clam shell featured a wide roof-mounted intake to feed the engine snorkel and a fixed rear spoiler was angled at a more aggressive rake than on the base T16.

All glass bar the windscreen was switched to plastic.

INTERIOR

Inside, the Evolution 1 was stripped to the bone.

Instead of the regular T16 dash, PTS installed a basic polycarbonate unit complete with half a dozen gauges, a variety of flick, rocker and rotary switches, a fuse board and digital trip meter.

The base car’s door trim was junked and replaced with simplified opening catches and cargo nets for storage.

In a similar vein, the distinctive part leather seats were switched to single-piece Recaro buckets trimmed in fire retardant cloth. Sabelt harnesses were installed.

A conventional, small diameter three-spoke Momo Prototipo steering wheel replaced the regular T16’s avant-garde two-spoke item.

No carpet of other upholstery was fitted, nor any soundproofing of heating system.

WEIGHT / PERFORMANCE

T16 Evolution 1s tipped the scales at between 940kg and 980kg whereas the standard T16 weighed 1145kg. Weight distribution was also more even on the Evolution 1: 45/55 front-to-rear compared to 47/53 on the road car.

Depending on gear ratios, 0-62mph could be achieved in a little under under three seconds.

Top speed was around 140mph.

PRODUCTION

As per the Group B production requirement, 20 Evolution-spec. T16s were originally built which bore chassis numbers C1 to C20.

One additional car was also completed to Evolution 1 trim for Bernard Darniche who was instrumental in the T16’s development. This car was numbered M1.

PRODUCTION CHANGES

The first homologated updates for the T16 Evolution 1 followed three months after the car made its debut on the Tour de Corse on May 3rd 1984.

On August 1st 1984, Peugeot got approval for a reinforced steering rack link and column, a reinforced transmission shaft and tube and reinforced pivot points.

On January 1st 1985 uprated dampers were approved.

The final batch of parts got rubber stamped on April 1st 1985. They comprised an uprated dry-sump system, reinforced wishbones, a hydraulic handbrake without master cylinder, uprated brake discs and improved calipers.

COMPETITION HISTORY

Peugeot used the T16 Evolution 1 for just over twelve months, during which time it came to be regarded as the ultimate Group B rally car.

Having entered the fray mid way through the 1984 season, the Evolution 1 picked up three wins from five outings thanks to a hat-trick of victories

The season ended with Audi as Manufacturers’ champions on 120 points. Lancia placed second with 108 and Peugeot were third on 74.

Despite a limited campaign, Vatanen took fourth spot in the Drivers’ standings with 60 points while team-mate Jean-Pierre Nicolas (who retired at the end of the year) was 14th with 18 points. Audi’s Stig Blomqvist finished champion on 125 points.

Moving into 1985, having given Peugeot an almost unassailable lead in both the Driver and Manufacturer standings thanks to four wins from five events, the T16 Evolution 1 bowed out from works involvement in the WRC.

Using the Evolution 2 for the rest of ‘85, Timo Salonen secured the Drivers’ championship with 127 points. Had it not been for a terrible crash on Rally Argentina (the last event for the Evolution 1), Salonen’s team-mate Vatanen would most likely have been the closest challenger. As it transpired, Vatanen’s pre-Argentina points tally of 55 points meant he finished fourth in the standings again (behind Audi’s Stig Blomqvist and Walter Rohrol on 75 and 59 respectively).

Peugeot also won their first Manufacturers’ title scoring 142 points to Audi’s 126. Lancia were third on 70.

Text copyright: Supercar Nostalgia
Photo copyright: Peugeot - http://www.peugeot.com

One to Buy: Super Rare in the US 1989 Peugeot 205 Rallye

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<<<THE BARN MIAMI PORTAL

When the FIA decided to ban the participation of Group B cars in the World Rally Championship from 1987 following one too many fatal accidents, Peugeot decided to withdraw from any further works involvement in the series. Instead, the French manufacturer elected to develop its 205 T16 into arguably the ultimate Pikes Peak and Rally Raid platform yet seen.

However, while Peugeot chose not to go head-to-head with a top flight factory Group A programme that would have pitched it directly against the likes of Lancia and Toyota, the firm did produce a homologation special that would enable its customers to contest the junior class.

That car was the fabled 205 Rallye, a pared back, super lightweight three-door Hatchback powered by a trick all-alloy 1.3-litre four cylinder TU24 screamer.

Although Group A regulations stipulated 5000 base cars had to be produced within a twelve month timeframe in order to secure homologation, Peugeot ultimately went on to produce over 28,000 examples of the 205 Rallye, a superb example of which is currently on the market with The Barn, Miami.

Whereas the majority of Rallyes led an extremely hard life, this particular machine (chassis ‘1688306’) seems to have been remarkably well preserved.

Originally delivered through SCA Peugeot Srl in Naples (the original rear window sticker is still present), chassis 1688306 has covered a little over 165,000km from new, the equivalent of around 101,000 miles.

Exceptionally rare in the USA (these cars were so highly tuned that they couldn’t be type approved for many European countries, let alone the United States with its famously tight emissions and safety legislation), this superb little car is being offered fresh from a meticulous detailing session by Squadra Lupo.

For more information visit The Barn Miami website at: https://www.thebarnmiami.com/

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VIN: the works Peugeot 205 T16 Evolution 2 chassis C211

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<<<205 T16 EVOLUTION 2 PORTAL

HISTORY OF CHASSIS C211

Chassis C211 was a 205 T16 Evolution 2 used by Peugeot’s works team at four rallies during the course of 1986.

It was one of two new Evolution 2s that appeared for round four of the ‘86 season: the Safari Rally which took place across 4200km of gruelling African terrain between March 29th and April 2nd.

C211 was allocated to 1985 Safari winners Juha Kankunnen and Juha Piironen with C112 in the hands of five-time winner, Shekhar Mehta and his co-driver, Rob Combes.

Engines were de-tuned to 400bhp at a maximum boost of 2.5 bar and all the normal Safari extras were installed. This event marked the debut for Peugeot’s remotely operated shock absorber cooling system. The second spare wheel was moved from roof to the front compartment. The auxiliary fuel tank that normally resided there was replaced by two long-range 60-litre cells underneath the seats.

Unfortunately, Kankkunen’s event was blighted with mechanical trouble; a variety of suspension and electrical problems hampered progress but C211 still managed to come home fifth, two hours and six minutes behind winner Bjorn Waldegard’s Toyota.

C211 subsequently had to wait five months for its next competitive appearance which came at round nine, the 382km all-gravel 1000 Lakes (August 6th to 9th). By this time it had been re-registered 237 FWH 75 (from 287 FPF 75).

The trio of Evolution 2s present in Finland came with new engine block castings, a revised front aluminium alloy axle housing and weighed in at between 1020kg and 1040kg. Engines were typically running 455bhp at 2.6 bar, but another 30bhp was available at 2.8 bar if required.

Although Markku Alen’s Delta S4 led for the first three days, an accident for the Lancia driver dropped him out of the running for victory and he ultimately crossed the line third behind Timo Salonen / Seppo Harjanne in chassis 211 and Kankkunen / Piironen in C210.

Next up for C211 was round eleven, the mixed gravel / tarmac 488km Rallye Sanremo where it was again allocated to Salonen / Harjanne. Four Evolution 2s were entered, all of which were in 1000 Lakes trim with up to 3 bar boost and 450bhp.

It initially looked as though the Peugeots were set to dish out a hiding to Lancia on their home soil, but scandalously, the French cars were excluded after 32 of the 41 stages as partisan Italian scrutineers wrongly deemed intakes on the undersills to be generating ground effect.

At the end of the season, the FIA decided to scrub the Sanremo results from the championship.

For chassis 211’s final competitive outing it was allocated to Juha Kankkunn / Juha Piironen as part of a three car entry for the 517km all-gravel RAC Rally (November 16th to 19th).

The T16s were in 450bhp Sanremo gravel trim, albeit with revised exhaust systems to cope with strict British noise legislation.

Unfortunately, Kankkunen lost any chance of victory after he span, put C211’s nose into a ditch and rolled at speed. He nevertheless recovered to finish third, one position ahead of team-mates Sundstrom / Silander but behind Alen’s second-placed Lancia and the victorious Peugeot of Salonen / Harjanne.

Notable History

Peugeot Talbot Sport

Registered 287 FPF 75

29/03/1986 WRC Safari Rally (J. Kankkunen / J. Piironen) 5th oa, 5th Gr.B class

Registered 237 FWH 75

05/09/1986 WRC 1000 Lakes Rally (T. Salonen / S. Harjanne) 1st oa, 1st B12 class (#1)
13/10/1986 WRC Rallye Sanremo (T. Salonen / S. Harjanne) DNF (#1)
16/11/1986 WRC RAC Rally (J. Kankkunen / J. Piironen) 3rd oa, 3rd B12 class (#5)

Text copyright: Supercar Nostalgia
Photo copyright: Peugeot - http://www.peugeot.com

One to Buy: 1 owner 48,000 mile Indigo Blue 1998 Peugeot 106 Rallye Phase 2

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<<<ONE TO BUY PORTAL
<<<CONTEMPO CONCEPT PORTAL

The original 106 Rallye Group A homologation special built between 1993 and 1995 proved such a hit that Peugeot decided to offer a Phase 2 version from March 1996.

Based on the facelifted second series platform, this latest iteration of the French firm’s hardcore, driver-focused hot hatch was a little heavier than before (865kg as opposed to 825kg), but by virtue of its torquier 1.6-litre engine (up from 1.3-litres), the Phase 2 could hit 62mph a second quicker than before (now just 8.5 seconds) while top speed went from 113mph to 121mph.

Other notable improvements included discs brakes all round (as opposed to the original disc-drum arrangement) and half-inch wider wheels.

Today, few highly original low mileage examples of the 106 Rallye exist, but just such a machine is currently on offer at the Contempo Concept showroom in Kowloon, Hong Kong.

Finished in the iconic and highly desirable shade of Indigo Blue, this superb right-hand drive example of Peugeot’s featherweight flyer has been owned just one custodian since new, during which time it has covered a mere 48,000 miles.

Presented in immaculate and completely standard condition throughout, this spectacular little pocket rocket represents a rare opportunity to acquire a collector grade example of one of the 1990’s most revered driving machines.

For more information visit the Contempo Concept website at: https://www.contempoconcept.com/

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One to Buy: three-time rally winning ex-works 2001 Peugeot 206 WRC Evolution 2

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<<<GIRARDO & CO. PORTAL

Having achieved back-to-back Driver and Constructor titles at the height of the Group B era during 1985 and ‘86, Peugeot quit the World Rally Championship following the FIA’s decision to ban Group B cars from 1987. The French firm instead turned their attention to the Paris-Dakar Rally followed by Sports Prototype and F1 programmes.

It wasn’t until 1999 that Peugeot officially made its highly anticipated return to the top flight of the World Rally Championship; it did so with the 206 WRC which would take the challenge to Subaru, Mitsubishi and Ford.

With a compact, squat and heavily spoilered nature, the 206 WRC looked every inch like a successer to the all-conquering 206 T16 that preceded it. And despite such a high bar to reach, the diminutive 206 WRC went one better than its illustrious forebear by achieving three back-to Driver and Constructor titles between 2000 and 2002.

Currently on offer at the Girardo & Co. showroom in Oxford is a veteran from that second wave of dominance on the special stages: 206 WRC Evolution 2 chassis C35.

Used by the factory Peugeot Sport squad on ten occasions between 2001 and 2003, C35 won a total of three events during that time: the 2002 Tour de Cose (Gilles Panizzi / Herve Panizzi), 2002 Rally Australia (Marcus Gronholm / Timo Rautiainen) and 2003 Rally New Zealand (Gronholm / Rautiainen again).

Offered fresh from a recent restoration by marque experts to its exact 2003 Rally New Zealand specification, at £360,000 chassis C35 looks very good value compared a 205 T16 with similar provenance.

For more information visit the Girardo & Co. website at: https://girardo.com/

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VIN: the works Peugeot 205 T16 Evolution 2 chassis C212

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<<<205 T16 EVOLUTION 2 PORTAL

HISTORY OF CHASSIS C212

In terms of distance covered during competitive events, chassis C212 was probably the most extensively rallied 205 T16 Evolution 2 campaigned by the Peugeot Talbot Sport operation.

C212 made its debut at round four of the 1986 World Championship: the 4190km Safari Rally which took place between March 29th and April 2nd.

Two special Evolution 2s were built up for the event, one for 1985 winners Juha Kankunnen / Juha Piironen (C211) and the other for five-time winner Shekhar Mehta and his co-driver, Rob Combes (C212).

Engines were de-tuned to 400bhp at a maximum boost of 2.5 bar and all the normal Safari extras were installed. In addition, the second spare wheel was moved from roof to the front compartment. The auxiliary fuel tank that normally resided there was replaced by two long-range 60-litre cells underneath the seats. The event also marked the debut for Peugeot’s remotely operated shock absorber cooling system.

After his pre-event test car caught ablaze and was completely burnt out, Mehta’s debut with the 205 was marred by blown turbos and a damaged back end after Erwin Weber’s Audi wrecked the Peugeot’s oil cooler and exhaust. The Kenyan nevertheless managed to finish eighth albeit more than three hours behind the winning Toyota Celica.

C212 next appeared at round six: the 575km all-gravel Acropolis Rally (June 2nd to 4th). Now with its Safari trim removed and in the hands of Bruno Saby / Jean-Francois Fauchille, the French pairing put in a steady first gravel drive in the T16 to finish third while team-mates Kankunnen / Piironen took victory.

Saby and Fauchille were then back in C212 for round eight, Rally Argentina, a 569km all-gravel event held between August 6th and 9th. No major updates were introduced and C212 retired on stage eight after the engine ominously began to consume water before the block cracked. Improved tyres for the Lancia squad saw them emerge victorious.

For its penultimate WRC outing, C212 was allocated to Ford refugees Stig Blomqvist and Bruno Berglund for the high speed 1000 Lakes Rally held over 597km of gravel and tarmac stages between September 5th and 7th.

After Saby’s cracked block last time out in Argentina, the trio of Evolution 2s in attendance came with new engine block castings. There was also a revised front axle housing (now aluminium alloy) and the cars weighed in at between 1020kg to 1040kg. Engines were typically running 455bhp at 2.6 bar but another 30bhp was available at 2.8 bar if required.

Blomqvist ultimately came home fourth overall despite having lost control over one of the many jumps and damaged C212’s back end. Fellow Peugeot runners Timo Salonen / Seppo Harjanne and Juha Kankunnen / Juha Piironen finished first and second.

Chassis C212 made its final WRC outing with Andrea Zanussi and Paolo Amati on Rallye Sanremo, a mixed gravel / tarmac contest with 488km of special stages between October 13th and 17th. Four Evolution 2s were entered, all of which were in 1000 Lakes trim with up to 3 bar boost and 450bhp.

However, the Peugeots were scandalously excluded after 32 of the 41 stages when the partisan Italian scrutineers deemed intakes on their undersills to be generating ground effect which had been specifically outlawed since the Tour de Corse.

The decision was ultimately overturned in court and the Sanremo result struck from the record book.

Notable History

Peugeot Talbot Sport

Registered 290 FPF 75

29/03/1986 WRC Safari Rally (S. Mehta / R. Combes) 8th oa, 6th B12 class (#6)
02/06/1986 WRC Acropolis Rally (B. Saby / J.F. Fauchille) 3rd oa, 3rd B12 class (#9)
06/08/1986 WRC Rally of Argentina (B. Saby / J.F. Fauchille) DNF (#4)

Registered 244 FWH 75

05/09/1986 WRC 1000 Lakes Rally (S. Blomqvist / B. Berglund) 4th oa, 4th B12 class (#5)

Registered MI 07097Y

13/10/1986 WRC Rallye Sanremo (A. Zanussi / P. Amati) EXC (#6)

Text copyright: Supercar Nostalgia
Photo copyright: Peugeot - http://www.peugeot.com

Review: Peugeot 205 T16 Evolution 1 Semi-Works - 1985 & 1986 Season Review

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<<<205 T16 EVOLUTION 1 PORTAL
<<<205 T16 EVOLUTION 1 FOR SALE

BACKGROUND

In addition to the official works cars, Peugeot Talbot Sport also supplied a quintet of T16 Evolution 1s to trusted satellite operations for 1985. The Peugeot importers for Germany, Italy, Spain and the UK each ran a factory-supported programme in works PTS colours.

A fifth car went to Bernard Darniche who had been involved with T16’s development.

PTS DEUTSCHLAND

Undoubtedly the most successful of these semi-works Evolution 1s during the 1985 and 1986 seasons was chassis C13. It ran under the Peugeot Talbot Sport Deutschland banner but was uniquely prepared at the PTS headquarters in France.

Piloted by Kalle Grundel and navigator Peter Diekmann, C13 (registered SB-K 205) won 90% of the rallies it contested in 1985. This made Grundel and Diekmann the obvious candidates to deputise for Ari Vatanen and Terry Harryman after their massive accident at Rally Argentina in 1985.

Grundel took the offer of a works RS200 drive from Ford for 1986 so was replaced by Michele Mouton for that season who was co-driven by a now recovered Terry Harryman.

Together, Mouton and Harryman continued C13’s winning ways with another half dozen victories at national and European level.

PTS ESPANA

Chassis C14 went to Peugeot Talbot Sport Espana and was prepared by Jacques Almeras from his base in southern France. Initially driven by Antonio Zanini, this car (registered 25 TC 34) had a spectacular debut crash on the Rally Costa Brava where it somersaulted down the road after hitting a bank.

Four weeks later, C14 had been repaired and Zanini placed sixth on the Rally Costa Blanca before doing one more event after which he was replaced by Bruno Saby.

In his two outings, Saby most notably scored a victory on the Rally Girona-Guilleries.

For 1986, C14 was sold to Swiss privateer, Freddy Oguey, who finished every rally he started and won the Rallye de Court outright.

PTS ITALIA

In Italy, the Peugeot Talbot Sport Italia chassis (C15) was prepared in the rally department of Enzo Osella’s engineering outfit under the watchful eye of Mariolino Cavagnero.

Registered MI 64170X and used exclusively throughout 1985 by Giovanni del Zoppo and Elisabetta Tognana, C15 finished second on its Rally 1000 Miglia debut and won the Rally Citta di Sassari mid-season. However, it otherwise struggled with reliability.

C15 was retained for the 1986 season when Andrea Zanussi / Paolo Amati took over driver and navigational duties. This new pair finished on the podium in four out of five rallies contested and won the Rally di Limone Piemonte.

After his impressive form, Zanussi drove a works T16 Evolution 2 on the 1986 Sanremo Rally (where the entire team were scandalously excluded by the Italian organisers). He also went on to become a key part of Peugeot’s Pikes Peak and Grand Raid programme in 1987.

PTS UK

The fourth T16 Evolution 1 sent out for a domestic programme was chassis C20. Its destination was Peugeot Talbot Sport UK run by Des O’Dell who had masterminded the victorious 1981 World Rally Championship for Talbot (which was part of the Chrysler Europe assets purchased by PSA Group in 1979).

Registered B555 SRW, chassis C20 was driven exclusively by Mikael Sundstrom throughout the 1985 and 1986 seasons. Navigated by Paul White for the first year, the best result (and only finish from four events) was third on the Ulster Rally.

Navigational duties were transferred to Voitto Silander for 1986 when victories on the Scottish and Lurgan Park rallies were achieved.

BERNARD DARNICHE

After he helped PTS develop the T16 Evo 1 and Evo 2, Bernard Darniche was able to acquire an Evolution 1 in time for the 1985 Tour de Corse. Regaled in a stunning blue Gauloises Blondes livery, chassis M1 was numbered out of sequence with the other Evo 1s.

Prepared for Darniche by Fred Stadler, M1 ran at the Tour de Corse, Ypres 24 Hour Rally (in white and red Bastos livery) and finally at the Tour Auto de la Reunion (back to blue Gauloises trim). It failed to finish on all three occasions. Nevertheless, in its stunning blue colour scheme with contrasting white wheels, this was perhaps the most handsome T16 of all.

One to Buy: 12,000km from new 1984 Peugeot 205 T16

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<<<ONE TO BUY PORTAL
<<<FISKENS PORTAL

Although Lancia were first out of the blocks with a purpose-built Group B rally car, the Italian company’s failure to equip their Abarth-designed 037 with all-wheel drive for reasons of complexity left the door open for a new challenger to come in and steal the advantage.

That car was the Peugeot 205 T16 which, with its four-wheel drive running gear, mid-engine layout and immense tuning potential, went on to become the undisputed king of the fabled Group B era.

While Lancia subsequently came up with the turbocharged and supercharged Delta S4, it couldn’t stop Peugeot winning back-to-back World Driver and Manufacturer titles in 1985 and ‘86, even though the French firm were stopped from competing with a T16 Evolution 3 after the FIA banned further Evolutions following the fatal crash of Henri Toivonen and Sergio Cresto on the 1986 Tour de Corse.

To homologate the 205 T16 for Group B, Peugeot had to build a run of 200 road-going versions, one of which is currently on offer at the Fiskens showroom in London.

Completed in early 1984, this particular car has covered just 12,000km from new and reputedly spent most of its life in a renowned Dutch collection.

In 2022 it was imported to the UK, since which time it has undergone a major service by the noted T16 experts at Geoff Page Racing in Maldon, Essex.

For more information visit the Fiskens website at: https://www.fiskens.com/

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VIN: the works Peugeot 205 T16 Evolution 2 chassis C204

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<<<205 T16 EVOLUTION 2 PORTAL

HISTORY OF CHASSIS C204

Chassis C204 made its debut at the third event in which Peugeot campaigned the T16 Evolution 2: the 1985 Rallye Sanremo. It was one of 20 Evolution 2s built – the minimum number required by Group B’s regulations that permitted further updated variants of the base car every twelve months.

Three T16s were on hand for the Sanremo event: a pair of Evolution 2s for Timo Salonen / Seppo Harjanne (C204) and Bruno Saby / Jean-Francois Fauchille (C205) plus Peugeot Talbot Sport Italia’s Evolution 1 for Giovanni del Zoppo / Elisabetta Tognana.

The 697km event took place over a mixture of gravel and tarmac between September 29th and October 4th. Peugeot switched suspension set-ups between the different types of stages and ran power steering for the first time. The Evolution 2s weighed 960kg and produced between 460bhp and 480bhp depending on boost.

After briefly leading, a series of niggling engine problems saw Saby drop down the order before he eventually succumbed to a cylinder head problem on the penultimate day.

In C204, Salonen also experienced problems including a broken rear differential and then the loss of third gear with just two stages to go. Nevertheless, he held on to take second behind Walter Rohrl who dominated the event in the latest Audi Sport Quattro which finished six-and-a-half minutes up the road. The PTS Italia example finished seventh.

Chassis C204 next appeared at the season-ending RAC Rally (November 24th to 28th) where Lancia gave the highly anticipated Delta S4 its WRC debut.

Peugeot ran the same pair of cars seen on the Sanremo in the same specification, but this time Ford refugee Kalle Grundel was in C205 alongside Terry Harryman while Salonen / Harjanne were back in C204. PTS UK’s Evolution 1 was also on hand for the 897km all-gravel event with Mikael Sundstrom / Paul White on driver and navigator duty respectively.

Unfortunately, none of the Peugeots made it to the finish. Grundel crashed out on stage 20 and Salonen retired on stage 21 with no oil pressure. The PTS UK machine was rolled and could not continue.

Meanwhile, the new Lancias finished first and second with Henri Toivonen / Neil Wilson leading team-mates Markku Alen / Ilkka Kivimaki home in an ominous statement of intent for 1986.

Chassis C204 was subsequently retired from competition duty.

Notable History

Peugeot Talbot Sport

Registered 704 EXC 75

29/09/1985 WRC Rallye Sanremo (T. Salonen / S. Harjanne) 2nd oa, 2nd Gr.B class (#3)
24/11/1985 WRC RAC Rally (T. Salonen / S. Harjanne) DNF (#1)

Text copyright: Supercar Nostalgia
Photo copyright: Peugeot - http://www.peugeot.com

Review: Peugeot 205 T16 Evolution 1 - 1985 World Rally Championship Season

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<<<205 T16 EVOLUTION 1 PORTAL
<<<205 T16 EVOLUTION 1 FOR SALE

BACKGROUND

Following three wins from its final three WRC outings of 1984, Peugeot’s 205 T16 look the car to beat heading into the 1985 season; Lancia’s replacement for the ageing rear-drive 037 was not expected to arrived until much later in the year while the comparatively production-based but four-wheel drive Audi Quattro Sport was something of a cumbersome beast compared to the agile little Peugeot.

Although Peugeot Talbot Sport (PTS) began the new season with just a couple of relatively minor updates for the T16 Evolution 1 (reinforced pivot points, steering rack link, steering column, transmission shaft and transmission tube plus some uprated dampers), the team’s driver line-up was now as strong as any of its rivals.

Having admitted that he felt too old for the latest generation of Group B rally cars, it was no surprise that Jean-Pierre Nicolas retired at the end of the 1984 season. Inbound were Timo Salonen and Bruno Saby who would join Ari Vatanen for 1985.

Peugeot planned to contest ten of the twelve WRC rounds for 1985 with between two and three cars at each event. While all twelve rallies counted towards the Drivers’ Championship, only eleven applied to the Manufacturers’ contest.

With their stellar new driver line up plus the T16’s impressive form during the latter part of 1984, Peugeot were hot favourites to secure both the Manufacturer and Driver titles in 1985, especially if the T16 Evolution 2 (expected to arrive mid-season) lived up to expectations.

1985 MONTE CARLO RALLY

The 1985 World Rally Championship kicked off in Monte Carlo on January 26th. The five-day event comprised 851km of snowy tarmac special stages for which Peugeot arrived with a trio of T16s that weighed in at 960kg.

Ari Vatanen and Terry Harryman led from the start, but their four-minute advantage at mid-distance was reversed by an eight-minute penalty after they arrived at parc ferme too early.

With 394km of stage time remaining, Audi’s Walter Rohrl inherited a massive 4 minute 41 second advantage. However, this was sensationally overturned by Vatanen before Rohrl subsequently lost time with electrical problems. The final gap to Vatanen / Harryman was over five minutes.

Peugeot also secured third spot (Timo Salonen / Seppo Harjanne) and fifth (Bruno Saby / Jean-Francois Fauchille).

Unfortunately, the 1985 Monte had not been without its controversies. Once again, lax crowd control and astonishingly fast cars meant driver and spectator injuries were becoming frequent. In light of this, the FIA announced the Evolution rule would be scrapped at the end of 1985; it seemed the Group B cars had already become too hot to handle.

1985 SWEDISH RALLY

A pair of T16s were then entered for the Swedish Rally which kicked off on February 15th and took place over three days and 513km of snow-covered gravel.

The brace of cars entered for Vatanen and Salonen ran increased ride height with new inner wings designed to reduce the accumulation of snow in the wheelarches. Michelin also had a new TRX tyre compound developed specially for the fast snowy conditions.

Despite trips into the snow banks for both PTS entries, Vatanen dominated proceedings. He won over half the timed stages and eventually finished nearly two minutes ahead of Stig Blomqvist’s Audi.

Salonen took third to give Peugeot a healthy early lead in both the Driver and Manufacturer standings.

1985 RALLY PORTUGAL

By the time Rally Portugal began on March 6th, Peugeot had completed a dozen of the required 20 Evolution 2s in anticipation of an anticipated approval date at the beginning of April.

Meanwhile, Sanremo-spec. Evolution 1s were entered in Portugal for Vatanen and Salonen. A thicker front skid plate installation was the only upgrade of note. The event took place over four days between March 6th and 9th. It comprised 730km of mixed gravel and tarmac stages.

During the rally, Vatanen’s rear wheel came detached 7km into stage four and, though he tried to persevere on three wheels, his engine soon stopped when a flywheel sensor ordered the electronics to shut down. This brought an end to the Finn’s run of five successive WRC victories.

His countryman, Salonen, also suffered with a driveshaft failure while lying second, but was able to nurse his car to the end of stage and get a repair. Leader Rohrl then experienced a cracked differential housing on his Audi and passed the lead to Salonen who went on to take his first win for Peugeot.

Salonen ultimately finished nearly five minutes ahead of second-placed Miki Biasion in a Jolly Club Lancia 037 while Rohrl came home third in his Audi Quattro Sport.

1985 SAFARI RALLY

Following an impressive start to the 1985 season, PTS headed to Africa for an ambitious attack on the 5200km Safari Rally which took place from April 4th to 8th. A trio of specially prepared cars with a host of heavy-duty upgrades were entered for Vatanen, Salonen and Saby.

Strengthened bodyshells were equipped with thicker titanium-reinforced underbody protection and beefed-up suspension. An 80-litre fuel tank was installed up front in addition to the normal 110-litre unit located under the passenger compartment. Front bull bars and spot lights gave an authentic expedition appearance along with an extra roof-mounted spare wheel. Another spare was stored in the engine bubble.

The 340bhp engines ran larger radiators and a more efficient air filter system.

With all this extra equipment weight rose to 1030kg.

Even though the French firm threw everything at it, the 1985 Safari proved a chastening experience for Peugeot. Lancia and Audi also disappointed as the ‘ultra’ Group B cars lost out to the tougher and more conventional Toyota Celica TCTs that finished first and second.

All three T16s endured turbo problems and suffered from overheating dampers. Saby crashed out and Vatanen eventually retired with a blown head gasket after a troubled run.

Only the Timo Salonen / Seppo Harjanne entry made it to the finish. They placed seventh overall, but were nearly four hours behind Juha Kankkunen’s winning Celica. Bjorn Waldeggard took second spot for Toyota and Mike Kirkland placed third in a Nissan 240RS.

1985 TOUR DE CORSE

Despite the fruitless trip to Africa, PTS still had cause for optimism as, back in Europe, the new T16 Evolution 2 had successfully undergone an intensive development programme. Homologation was granted in time for Peugeot’s home rally, the Tour de Corse, held over 1122km of tarmac special stages from May 2nd to 4th.

Just one Evolution 2 was entered for crowd favourite and ashphalt specialist, Bruno Saby. Meanwhile, Vatanen and Salonen elected to stick with their proven Evolution 1s. However, all three cars ran new 15-inch wheels (instead of the metric TRX sizes) plus the improved Evolution 2 brakes.

Unfortunately, neither Evo 1 had a trouble-free event.

Day one saw Salonen retire after an electrical failure took longer than the allotted time to fix. Vatanen then lost 23 minutes with a double puncture before he crashed out and wrecked his car on day two.

Meanwhile, Jean Ragnotti that led from start to finish driving a works Renault 5 Maxi Turbo while compatriot Saby took second in the new T16 Evolution 2.

As thrilled as the partisan crowd must have felt with two natives finishing first and second in two French cars, the event was overshadowed by the death of popular Lancia driver, Attilio Bettega, who crashed fatally on the fourth stage. His co-driver, Maurizio Perissinot, survived uninjured. Lancia withdrew their remaining cars as a mark of respect.

After the Tour de Corse, PTS went back to using the T16 Evolution 1 for the next three rallies (Greece, New Zealand and Argentina). Development on the Evolution 2 continued while supplies of the Evolution 1 were used up - these works cars typically only contested between one and three rallies before they were retired.

1985 ACROPOLIS RALLY

For the Acropolis Rally, a rough all-gravel 807km event that took place in sweltering Greek heat between May 27th and 30th, PTS entered a pair of Evolution 1s for Vatanen and Salonen. They were set up as in Portugal, albeit with a little extra front ground clearance.

Having earlier won five consecutive events in the T16, Vatanen’s rotten luck since Sweden continued as he retired on the second stage. This time, broken suspension had smashed his oil reservoir.

By contrast, Salonen led from start to finish; a first in the event’s history. He beat Audi’s Stig Blomqvist by over four minutes as mechanical problems with the Sport Quattro hampered the Swede’s efforts. Third spot went to the works Mazda RX-7 of Ingvar Carlsson in what was a rare podium finish for the Japanese manufacturer.

1985 RALLY NEW ZEALAND

Despite having won seven of the eleven WRC events they had contested with the T16, the next event, Rally New Zealand (June 29th to July 2nd), marked Peugeot’s first one-two finish.

PTS contested the 935km all-gravel event with cars in Acropolis trim albeit with one-inch lower ride height plus thinner and lighter sump guards.

Salonen / Harjanne took the win by one minute 17 seconds from team-mates Vatanen / Harryman. Walter Rohrl took third spot for Audi who now seemed increasingly unlikely to retain either of their 1984 crowns.

After New Zealand, Salonen led the Driver standings with 68 points. Audi’s Stig Blomqvist was second on 60, Vatanen was third on 55 and Rohrl was a distant fourth on 36.

1985 RALLY ARGENTINA

The 957km all-gravel Rally Argentina (July 30th to August 3rd) was expected to be the last event for the works Evolution 1.

Peugeot took three cars to South America; one for Salonen, one for Vatanen and a third for Carlos Reutemann who was making his first competitive appearance since he abandoned Formula 1 in early 1982.

The T16s were in Portugal spec. with as much ground clearance as possible.

Meanwhile, Audi used the event to debut their wild new Quattro Sport Evolution 2.

Perhaps mindful of the points gap to his team-mate, Vatanen was really pushing on the second stage when he hit a mud hole at 120mph and launched his car into a series of violent rolls. Described at the time as the most serious survivable crash ever seen, Vatanen sustained major injuries and, although he went on to compete for Peugeot in the Paris-Dakar and at Pikes Peak, he never completed another full WRC campaign.

Terry Harryman miraculously escaped relatively unscathed but was still out for several months.

After Vatanen had retired, Audi’s solitary Evo 2 Quattro followed on stage eight which left the Lancia-free event to Salonen who won by 14 minutes from the Quattro A2 of Wilfried Wiedner. Reutemann drove steadily to third and was only hampered by a two minute stop for a sodden plug lead having splashed over-enthusiastically through the many water crossings to thrill the spectators on too many times.

RETIREMENT & 1985 SEASON POINTS STANDINGS

Having given Peugeot an almost unassailable lead in both the 1985 Driver and Manufacturer standings, the T16 Evolution 1 bowed out from works involvement in the WRC.

Using the Evolution 2, Salonen was subsequently victorious at home on the 1000 Lakes Rally and second in Sanremo. He had secured the Drivers’ championship before posting a DNF on the RAC Rally.

Kalle Grundel was drafted in from the Peugeot Talbot Deutschland squad to replace the injured Vatanen after Rally Argentina but only managed a fifth in Finland and a DNF on the RAC. Saby drove on the Sanremo but failed to finish.

Salonen ultimately ended up with 127 points and won the 1985 Drivers’ Championship easily. Had it not been for Vatanen’s terrible crash on Rally Argentina (the last event for the Evolution 1), he would most likely have been Salonen’s closest challenger. As it transpired, Vatanen’s pre-Argentina points tally of 55 points meant he finished fourth in the standings (behind Audi’s Stig Blomqvist and Walter Rohrol on 75 and 59 respectively).

Peugeot also won their first Manufacturers’ title scoring 142 points to Audi’s 126. Lancia were third on 70.

Text copyright: Supercar Nostalgia
Photo copyright: Peugeot - http://www.peugeot.com

One to Buy: 1 of 1 in Black ex-Abdullah bin Khalifa Al Thani 1985 Peugeot 205 T16

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<<<ONE TO BUY PORTAL
<<<RM SOTHEBY’S PORTAL

Peugeot’s Group B rally programme of 1984 to 1986 along with the firm’s class-leading 205 GTi hot hatch transformed the firm from maker of rather stuffy unexciting machinery to market leader.

While Audi had the four-wheel drive production-based Quattro at its disposal and Lancia the rear-drive 037 Group B special, Peugeot combined the best of both in the all-conquering 205 T16 Evolution which became the most successful car of rallying’s most famous era.

Having debuted mid-way through the 1984 season, the T16 delivered back-to-back Manufacturer titles in the 1985 and ‘86 World Rally Championship while Timo Salonen and Juha Kankunen were respectively crowned ‘85 and ‘86 Driver’s champions.

Just 200 road cars were required to qualify for Group B which led to some extraordinary machines taking to the special stages. Peugeot’s offering was the base 205 T16, a believed unique example of which will be going under the hammer at RM Sotheby’s Monterey auction on August 18th.

Peugeot only officially offered the T16 in one colour, Graphite Grey, however, chassis 100177 was destined for VIP customer Abdullah bin Khalifa Al Thani who was able to take delivery of this stunning Black example.

Al-Thani retained chassis 100177 until 2007, by which time it had accumulated a little over 8000km. Today the car is offered fresh from a recent major service with the odometer still showing under 8700km.

For more information visit the RM Sotheby’s website at: https://rmsothebys.com/

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VIN: the works Peugeot 205 T16 Evolution 2 chassis C216

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<<<205 T16 EVOLUTION 2 PORTAL

HISTORY OF CHASSIS C216

Unlike the T16 Evolution 1 which was campaigned in a quasi-works capacity by some of Peugeot’s distributor teams, all 20 Evolution 2s were retained for the exclusive use of the works operation headed by Jean Todt from the outskirts of Paris.

C216 made its competitive debut in the hands of championship leaders Juha Kankkunen and Juha Piironen at round seven of the 1986 World Rally Championship: Rally New Zealand. The event took place between July 5th and 8th mostly on smooth gravel which was very easy on the cars.

Peugeot Talbot Sport (PTS) flew a pair of Evolution 2s out to New Zealand, both of which featured strengthened bodyshells, new fire extinguishing systems and circa 450bhp engines.

Fastest stage times were predominantly split between Kankunnen in C216 and Markku Alen’s Lancia Delta S4. However, after hitting the Yamaguchi / Coker Toyota Corolla and losing 26 minutes, Kankkunen’s team-mate Timo Salonen also began to demonstrate the kind of speed that won him the 1985 Driver’s title for Peugeot.

Salonen recovered to finish fifth while Kankkunen / Piironen took a second win on the bounce. The Delta S4s were second (Alen / Kivimaki), third (Biasion / Siviero) and fourth (Ericsson / Billstam).

Chassis C216’s final event was the next WRC round in Argentina which for carnet reasons it contested on the registration 311 FPF 75 (it had previously been seen running 319 FPF 75).

Three cars were entered with C216 allocated to Ford refugees Stig Blomqvist and Bruno Berglund following that company’s decision to only contest the season-ending RAC Rally in light of recent driver and spectator fatalities.

The other Evolution 2s were entered for Kankkunen / Piironen and Saby / Fauchille as Timo Salonen decided to skip the South American event. All three Peugeots were once again in gravel spec. but no major updates were introduced.

By contrast, Lancia suddenly found a considerable performance gain by matching their tyre sizes front to back. The Italian team produced a dominant one-two finish with Biasion / Siviero leading from start to finish and Alen / Kivimaki placing second.

Kankkunen was the only threat to the Lancias but retired on stage 15 after his rear wheel came loose and he arrived back at parc ferme an hour after the permitted time. By this point, Saby had also gone out. PTS withdrew his car on stage eight after the engine ominously began to consume water before the block cracked.

Meanwhile, Blomqvist / Berglund finished a creditable third on their debut for PTS with chass C216 despite the car’s water injection failing early on.

C216 was subsequently retired from competition duty having recorded a win and third place finish from its two outings.

Notable History

Peugeot Talbot Sport

Registered 319 FPF 75

05/07/1986 WRC New Zealand Rally (J. Kankkunen / J. Piironen) 1st oa, 1st B12 class (#3)

Registered 311 FPF 75

06/08/1986 WRC Rally of Argentina (S. Blomqvist / B. Berglund) 3rd oa, 3rd B12 class (#2)

Text copyright: Supercar Nostalgia
Photo copyright: Peugeot - http://www.peugeot.com

One to Buy: 40,000km from new 1984 Peugeot 205 T16

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While Audi temporarily gained an edge in top flight rallying thanks to the revolutionary four-wheel drive Quattro, Lancia subsequently created the even quicker 037: the sport’s first Group B supercar.

For reasons of complexity and weight, Lancia had not gone the four-wheel drive route with the 037. That meant after the technically superior and four-wheel drive 205 T16 Group B special arrived at the Tour de Corse in May 1984, Peugeot took control of the WRC and the T16 became the most successful model of rallying’s most famous era.

Peugeot had secured homologation for the spectacular Evolution 1 and 2 T16s campaigned in the WRC by building a 200-strong batch of purpose-built road cars.

Produced exclusively in left-hand drive between late 1983 and early 1984, the 205 T16 road car weighed 1145kg, had a 130mph top speed and six second 0-62mph time.

Although a handful of cars emerged from the factory with white bodywork, almost the entire production run was painted grey with a red coachline and two-tone black-grey leather and fabric upholstery.

One such example is currently on offer at the Real Art on Wheels showroom based in the Lake District of Amsterdam. Currently showing a little over 40,000km, this fine 1984 example has recently been serviced and comes direct from an owner of more than two decades.

For more information visit the Real Art on Wheels website at: https://realartonwheels.com/

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