|Also called||Guangzhou-Peugeot GP 7202|
Los Andes, Chile
Villa Bosch, Argentina
Cairo, Egypt (AAV)
Heidelberg, Victoria, Australia (Renault Australia)
Enfield, Australia (Leyland)
Jakarta, Indonesia (Gaya Motor)
Bangkok, Thailand (Yontrakit Group)
Setúbal, Portugal (Movauto)
Kaduna, Nigeria (PAN)
Johor Bahru, Malaysia (OASB)
|Designer||Pininfarina and Peugeot|
|Body and chassis|
|Class||Large family car/Compact executive car (D/E)|
|Body style||4-door saloon|
|Engine||Petrol engines: |
1796 cc XM7A I4
1971 cc XN1/XN6 I4
1995 cc ZEJ "Douvrin" I4
2155 cc N9T "Simca 180" turbo I4
2165 cc ZDJ "Douvrin" I4
2849 cc ZN3J "PRV" V6
2304 cc XD2 I4 (NA/turbo)
2498 cc XD3 I4 (NA/turbo)
|Transmission||3-speed automatic ZF 3HP22|
4-speed automatic ZF 4HP22
4-speed manual BA 7/4
5-speed manual BA 7/5
5-speed manual BA 10/5
|Wheelbase||2,743 mm (108 in) (sedan)|
2,900 mm (114 in) (wagon)
|Length||4,579 mm (180 in) (sedan)|
4,898 mm (193 in) (wagon)
|Width||1,737 mm (68 in) (sedan)|
1,730 mm (68 in) (wagon)
|Height||1,424 to 1,446 mm (56 to 57 in) (sedan)|
1,540 mm (61 in) (wagon)
|Curb weight||1,210 to 1,410 kg (2,668 to 3,109 lb)|
The Peugeot 505 is a large family car produced by the French manufacturer Peugeot from 1979 to 1992 in Sochaux, France. It was also manufactured in various other countries including Argentina (by Sevel from 1981 to 1995), China, Indonesia and Nigeria. The 505 was Peugeot's last rear-wheel drive car.
According to the manufacturer, 1,351,254 505s were produced between 1978 and 1999 with 1,116,868 of these being saloons/sedans.
Officially unveiled on 16 May 1979, the 505 was the replacement for the 504 with which it shared many of its underpinnings. It was originally available as a sedan/saloon, a station wagon/estate, including an eight-passenger Familiale version, were introduced at the 1982 Geneva Motor Show. The styling, a collaboration between Pininfarina and Peugeot's internal styling department, is very similar to that of the smaller 305. The original interior was designed by Paul Bracq, generally more well known for his work for Mercedes-Benz and BMW. It is known as the "Work Horse" of Africa today.
After initially being produced only in left-hand drive form for its first few months, the 505 was available in right-hand drive form for the UK market from October 1979. Its best selling competitor in the UK was the Ford Granada.
The 505 was praised by contemporary journalists for its ride and handling, especially on rough and unmade roads; perhaps one reason for its popularity in less developed countries; - "Remember that the 505´s predecessor, the 504, had an outstanding ride. It took a British-market model on a hard charging drive across the green lanes of the Chilterns. The impacts were well suppressed and the car veritably floated over the undulations and potholes. I concluded that the 505 is as good as the 504 (but no better)." The 505 also had good ground clearance; if it wasn't enough though, Dangel offered a taller four-wheel drive version of the 505 Break/Familiale equipped with either the intercooled turbodiesel 110 hp (81 kW) engine or the 130 hp 2.2 L petrol (96 kW) engine. The four-wheel drive 505 also had shorter gear ratios.
The interior styling was viewed positively in contemporary reviews: "Having settled into the 505's neat cockpit one notices how handsomely styled it all would appear to be. The tweed seats and brown trim look smart and less confrontational than offerings from a certain other French marque." But the ergonomics were criticised too: "The ashtray was competitively sized but is placed directly behind the gear stick. For British market cars, this will be a constant nuisance while our continental cousins will consider the placement quite logical and natural."
The estate model was launched in 1982, and was available with seven seats, just like the Peugeot 504 estate. Also new in 1982 was the fully equipped 505 STI, equipped with the all-new 2165 cc four-cylinder Douvrin engine developed together with Renault.
The range was given a facelift, including an all new interior, in 1986, but European Peugeot 505 production began to wind down following the launch of the smaller Peugeot 405 in 1987. Saloon production came to a halt in 1989, when Peugeot launched its new flagship 605 saloon, while the estate remained in production until 1992 - although plans for an estate version of the 605 never materialised. The 605 was in production for a decade but never matched the popularity of the 505. In some countries such as France and Germany, the 505 estate was used as an ambulance, a funeral car, police car, military vehicle and as a road maintenance vehicle. There were prototypes of 505 coupés and 505 trucks, and in France many people have modified 505s into pickup trucks themselves.
The 505 was one of the last Peugeot models to be sold in the United States, with sedan sales ending there in 1990 and wagon sales in 1991. The last sedans sold had PRV's 2.8 V6 engine only. Unique to the US were turbocharged station wagons, both with petrol and diesel engines. 505s were also sold in Australia (where they were assembled by Renault Australia from 1980 to 1981, and by Leyland Australia from 1981 to 1983), Argentina, Chile, China, and New Zealand. In New York City, Peugeot 505 diesels were briefly used as taxicabs.
The car was summed up as follows by motoring writer Archie Vicar: "The 505 is a saloon with quite a pleasant appearance, quite efficient engines, quite comfortable seating, quite nice steering and a quite reasonable price. And it is quite well constructed. So, you might say it was merely average. But can it really be that simple? Have Peugeot in fact, played a very clever game where, instead of dazzling us with technology or breathtaking styling, they have decided to woo us with understatement of the profoundest kind?"
In Thailand, the Peugeot 505 sold well. It was available as a CKD version assembled in Bangkok, due to the restrictions on importing completely built-up cars.
The 505 had rear-wheel drive and the engine at the front, mounted longitudinally. The suspension system included MacPherson struts and coil springs at front and semi-trailing arms with coil springs at rear, with a body-mounted rear differential and four constant-velocity joints. Station wagons (and most sedans built in Argentina) had instead a live-axle rear suspension, with Panhard rod and coil springs. Stabilizer bars were universal at front but model-dependent at rear. The car used disc brakes at the front, and either disc or drum brakes at the rear, depending on the model. The steering was a rack and pinion system, which was power assisted on most models.
Introduced in the spring of 1982, the Break (Estate) and Familiale versions were quite different from saloons. The wheelbase was also longer, to help make it one of the most spacious in the market, at 2,900 mm (114 in). This was, not coincidentally, the same exact wheelbase as had been used on both the 404 and 504 estate derivatives.
The Familiale (family estate), with its third row of bench seats (giving a total of eight forward-facing seats), was popular with larger families and as a taxi. The two rows of rear seats could be folded to give a completely flat load area, with 1.94 cubic metres of load capacity. The total load carrying capacity is 590 kg (1,301 lb). When released, it was hailed as a luxury touring wagon. The Familiale was marketed as the "SW8" in the United States, for "station wagon, eight seats."
In France, Dangel modified the Peugeot 505 Break with high suspension and 4WD which looks like an SUV.
A range of diesel and petrol engines were offered. The first diesels (XD2) arrived in July 1979, two months after the petrol versions. The turbocharged petrol unit was first seen in 1984 (for the 1985 model year in the United States).
The petrol engines had either four or six cylinders. The diesel engines were all four-cylinder.
|Displacement (cc)||Model||Cylinder number||Camshaft||Fuel system||Power||Torque||Compression ratio||Notes|
|1796||XM7/XM7A||l4||OHV||Manual starter carburetor||80 PS (59 kW; 79 hp)||8.8:1|
|1971||XN1||l4||OHV||Automatic starter carburetor||96 PS (71 kW; 95 hp) at 5200 rpm then 100 PS (74 kW; 99 hp) at 5000 rpm||16.4 kg⋅m (161 N⋅m; 119 lb⋅ft) at 3000 rpm||8.8:1|
|XN1A||l4||OHV||Automatic starter carburetor||108 PS (79 kW; 107 hp) at 5250 rpm||17.5 kg⋅m (172 N⋅m; 127 lb⋅ft) at 2750 rpm||8.8:1|
|XN6 Non catalytic converter||l4||OHV||Bosch K-Jetronic fuel injection||113 CV (83 kW; 111 hp) at 5000 rpm||17.2 kg⋅m (169 N⋅m; 124 lb⋅ft) at 3000 rpm||8.8:1||Only produced in Argentina for domestic market in the SR Injection version.|
|XN6 Catalytic converter||l4||OHV||Bosch K-Jetronic fuel injection||97 hp (72 kW) at 5000 rpm||116 lb⋅ft (157 N⋅m; 16 kg⋅m) at 3500 rpm||8.35:1||Reserved for the North American market, and other countries that required catalytic converter.|
|1995||ZEJK 829B||l4||OHC||Bosch K-Jetronic fuel injection||110 CV (81 kW; 108 hp) at 5250 rpm||17.4 kg⋅m (171 N⋅m; 126 lb⋅ft) at 4000 rpm||9.2:1||Co-developed by Peugeot and Renault, is also known as the “Douvrin Engine”.|
|2165||ZDJK||l4||OHC||Bosch K-Jetronic fuel injection||117 CV (86 kW; 115 hp) at 5750 rpm||19.0 kg⋅m (186 N⋅m; 137 lb⋅ft) at 3500 rpm||9.2:1||This was a longer stroke version of the “ZEJK” engine.|
|ZDJL 851B||l4||OHC||Bosch LE2-Jetronic fuel injection||130 CV (96 kW; 128 hp) at 5750 rpm||19.2 kg⋅m (188 N⋅m; 139 lb⋅ft) at 4250 rpm||9.8:1||Acceleration from 0 to 100 km/h: 10 seconds.|
|ZDJL 851Y||l4||OHC||Bosch LE2-Jetronic fuel injection||130 CV (96 kW; 128 hp) at 5750 rpm||19.2 kg⋅m (188 N⋅m; 139 lb⋅ft) at 4250 rpm||9.8:1||Practically the same as ZDJL 851B, but with little changes to meet other countries legislation requirements.|
|ZDJL 851X||l4||OHC||Bosch LU2-Jetronic fuel injection with catalytic converter||122 CV (90 kW; 120 hp) at 5000 rpm||18.1 kg⋅m (178 N⋅m; 131 lb⋅ft) at 3500 rpm||8.8:1||Top speed: 192 km/h.|
|2155||N9T||l4||OHC||Garrett Turbocharger, Bosch L-Jetronic||150 PS (110 kW; 148 hp) at 5200 rpm||24 kg⋅m (235 N⋅m; 174 lb⋅ft) at 3000 rpm||7.5:1||Also known as the “Simca Type 180” engine. Top speed: 200 km/h. Acceleration from 0 to 100 km/h: 8.8 seconds.|
|N9TE||l4||OHC||Intercooler, Garrett turbocharger, Bosch L-Jetronic||160 PS (118 kW; 158 hp) at 5200 rpm||25 kg⋅m (245 N⋅m; 181 lb⋅ft) at 3000 rpm||8:1||Top speed: 205 km/h (127 mph).|
|N9TEA||l4||OHC||Intercooler, turbocharger, Bosch L-Jetronic||180 PS (132 kW; 178 hp) at 5200 rpm||28 kg⋅m (275 N⋅m; 203 lb⋅ft) at 3000 rpm||8:1||This motor was equipped with an electronic boost controller. Acceleration from 0 to 100 km/h: 8.4 seconds.|
|2849||ZN3J 154F||V6||OHC||Bosch LH-Jetronic fuel injection||170 PS (125 kW; 168 hp) at 5600 rpm||24 kg⋅m (235 N⋅m; 174 lb⋅ft) @ 4250 rpm||10:1||Is a version of the “PRV engine”. Acceleration from 0 to 100 km/h: 9.2 seconds. Top speed: 205 km/h.|
|ZN3J 154X||V6||OHC||Bosch LH-Jetronic fuel injection with catalytic converter||147 PS (108 kW; 145 hp) at 5000 rpm||23.9 kg⋅m (234 N⋅m; 173 lb⋅ft) @ 3750 rpm||9.5:1|
|Displacement (cc)||Model||Cylinder number||Camshaft||Fuel system||Power||Torque||Compression ratio||Notes|
|2304||XD2||l4||OHV||70 CV (51 kW; 69 hp) at 4500 rpm||13.4 kg⋅m (131 N⋅m; 97 lb⋅ft) at 2000 rpm||22.2:1||From the Peugeot 504, was used on early models, and was also supplied by Peugeot to Ford for their Sierra and Granada models.|
|XD2C||l4||OHV||70 CV (49 kW)|
|XD2S||l4||OHV||Garret turbocharger||80 CV (59 kW; 79 hp) at 4150 rpm||18.8 kg⋅m (184 N⋅m; 136 lb⋅ft) at 2000 rpm||21:1|
|2498||XD3||l4||OHV||76 CV (56 kW; 75 hp) at 4500 rpm||15.3 kg⋅m (150 N⋅m; 111 lb⋅ft) at 2000 rpm||23:1|
|XD3T||l4||OHV||Garret turbocharger||95 CV (70 kW; 94 hp) at 4150 rpm||21 kg⋅m (206 N⋅m; 152 lb⋅ft) at 2000 rpm||21:1||It was used on 1985 (both XD2S and XD3T were available in the US in the 1985 and 1986 model years, with the smaller engine being fitted to station wagons) and newer models. Diesel engines were no longer available in the US after 1987. It was supplied by Peugeot to Ford for their Scorpio model.|
|XD3TE||l4||OHV||Intercooler, turbocharger||110 CV (81 kW; 108 hp)|
Peugeot 505 models varied very much in equipment. Base SRD cars with the 2,304 cc diesel engine didn't even have power steering, but the GTD Turbo, the GTI, the V6, and the TI all had power steering, central locking doors, air conditioning, a five-speed manual transmission, sunroof (except the GTD Turbo), and front fog lights. In the V6, the power steering was speed-sensitive, the central locking doors came with an infrared remote, and the heating and ventilation systems included electronic climate control. A three-speed automatic transmission was available on early 505s, which was later replaced by a four-speed unit. The most durable 505 model proved to be the GTD with a five-speed manual transmission. In Australia, the 505 was sold as a GR, SR, STi, or GTi sedan, or an SR or GTi eight-seater station wagon, all with petrol engines. Very few GRD and SRD diesel-engined 505s were sold in Australia. The Series II update saw the SR replaced with an SLi.
The United States and Canada had their own 505 body, which arrived for 1980 and was first introduced on the French Caribbean island of Martinique. Notable differences were: gas tank moved inwards (now behind rear bench), with filling neck on rightside, different style quad headlamps, taillights (pre-1986 sedans), distinctive whip antenna moved from roof to rear fender (and changed to telescopic), larger bumpers, tailpipe moved from right to left. Fewer engines were offered, all detuned to meet more restrictive emission standards. The models sold in North America were: Base, "GL", "S", "GLS", "STI", "DL", "Liberté", "STX", "Turbo", "GLX", "SW8", "V6", "Turbo S". Originally, only the 96 hp (72 kW) 2.0 liter four was offered, alongside the 2.3-liter diesel with 71 hp (53 kW). Both were carryovers from the 504, although the gasoline unit had gained eight horsepower thanks to the introduction of fuel injection.
All North-American bound 505's were built in Peugeot's Sochaux Plant, in France. For 1981 a turbodiesel model arrived, with 80 hp (60 kW). Unlike the naturally aspirated model, the turbodiesel received a five-speed manual as standard fitment. In the late spring of 1984, the 1985 505 Turbo arrived. The engine was similar to the one seen in Europe, albeit without an intercooler initially. Max power for 1985 was 142 hp (106 kW). This eventually climbed to 180 hp (134 kW) for later model years. The Turbo estate version was unique to the North American markets.
Notes and references
- Flammang, James M. (1994). Standard Catalog of Imported Cars, 1946-1990. Iola, WI: Krause Publications, Inc. ISBN 0-87341-158-7.
- "Arab American Vehicles Co". Aav.com.eg. Retrieved 2010-06-19.
- Sykes, Barry (2003-01-25). "Leyland". National Magazine. Retrieved 2013-01-28.
- "About Us - PAN Nigeria Limited". PeugeotNigeria.com. Retrieved 1 May 2017.
- Leeps (1989-06-04). "Rust Busters". New Straits Times. Retrieved 2015-05-24.
- Allain, François (1996). Guide Peugeot: Tous le modèles de 1970 à 1990 (in French). E/P/A. p. 60. ISBN 2-85120-493-9.
- Musée de l'Aventure Peugeot. The exhibit label (2012) states: «Le 505 fut produit de 1978 a 1999 en 1,351,254 exemplaires, dont 1,116,868 berlines.»
- "Automobilia". Toutes les Voitures Françaises 1979 (salon [Paris, Oct] 1978). Paris: Histoire & collections. Nr. 84s: 41. 2006.
- Costa, André & Georges-Michel Fraichard, ed. (September 1979). Salon 1979: Toutes les Voitures du Monde (in French). Paris: l'Auto Journal (14 & 15): 106. Missing or empty
- Wyler, Martin (March 3, 1982). Büschi, Hans-Ulrich (ed.). "Am Wendepunkt/Tournant" [Turning point]. Automobil Revue '82 (in German and French). Berne, Switzerland: Hallwag, AG. 77: 57. ISBN 3-444-06062-9.
- Hogg, Tony (ed.). "Peugeot 505: "Progress not compromise, the Peugeot for the Eighties" — P.S.A. Peugeot-Citroën". Road & Track's Road Test Annual & Buyer's Guide 1981. No. January-February 1981. p. 142.
- Drivers & Motorists Review, Feb 1979
- Drivers & Motorists Monthly" (February 1979)
- "The Monthly Car Review" (February 1979).
- Hogsten, Dag E. (1982-11-03). "Prylglädje och extra kraft" [Gadgets and extra power]. Teknikens Värld (in Swedish). Vol. 34 no. 22. Stockholm, Sweden: Specialtidningsförlaget AB. p. 54.
- TORQUE 909, September 2009, Vol 50, No. 8, page 14, worm.rkweb.org[permanent dead link] Retrieved on 30 September 2013
- "The Monthly Car Review" (February 1979)
- Tom Wright, firstname.lastname@example.org. "Peugeot engine codes". Clubpeugeotuk.org. Retrieved 2010-12-04.
- Stanley, Dean (1984-04-08). "What's New: 505 Turbo". Autoweek. Vol. 35 no. 14. Crain Press Inc. p. 14. ISSN 0192-9674.
- "Peugeot 505 SR Injection (Version only for Argentina) Description".
- "Turbo Injection N9TE Technical Description, PDF p. 8" (PDF). 505Turbo.com.
- "Peugeot 505 V6 brochure, 1987".
- Flammang, pp. 498–499
- Progress not compromise..., pp. 143-144
- Hogg, Tony (ed.). "1981 Buyer's Guide". Road & Track's Road Test Annual & Buyer's Guide 1981. No. January-February 1981. p. 110.
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