Mad About Cars

The British motor industry was delivered a cruel double blow in the middle of this decade with the 2005 collapse of MG Rover, shortly followed by the closure of Peugeot’s Ryton factory near Coventry in January 2007.
It was a huge blow for the United Kingdom’s car industry, and to the Midlands also, with the two major car plants both situated in the West Midlands.
Ryton’s closure signalled the end of a proud history of car production. The plant, situated on the outskirts of Coventry was first opened in 1939 to make aeroplane engines for the war effort.
Following the end of World War II, the Rootes group took over the factory, and car production began. The factory was used to produce Sunbeam cars, with successful models such as the Hillman Minx being produced at the factory. Despite the popularity of the Minx during the 1950s, the Rootes group fell into financial difficulties and was taken over by the automotive giant Chrysler in 1964.
The Chrysler period saw the plant come into its own with production of the Hillman Hunter and Hillman Avenger being conducted primarily at Ryton (although the Hunter’s production was switched to Scotland in 1970).
The next chapter of Ryton’s history came when Chrysler sold much of its European operations to the PSA (Peugeot-Citroen) group, with Peugeot resurrecting the Talbot brand.
Talbot was not a huge success, with Peugeot quietly retiring Talbot Cars by the mid 1980s. For Ryton this led to production switching to Peugeot models, with production of the 309 commencing in 1985. This was followed by the 405 and later, the hugely successful 206, with a large proportion of cars being built at Ryton.
Sadly, Ryton was closed in early 2007 and production of the 206 switched to Slovakia with cheaper labour and logistical costs.
The site was sold to an investment company, and initially used as a distribution centre for a UK catalogue home delivery company before demolition started.

One of Peugeot’s most successful cars of the early millennium was the Peugeot 206 small hatchback. The car was initially launched in 1998, as a replacement for Peugeot’s iconic 205. The replacement was somewhat belated, with Peugeot initially deciding not to replace the 205, giving buyers the choice of the 106 supermini and mid-sized 306. However the plan backfired with buyers choosing to buy small family cars from rivals such as Ford, Renault and Vauxhall, leading to the development of the 206.
At the end of 2005, over 5 million 206 cars had been produced, with a wide range of bodystyles available including the standard hatchback, a coupe-cabriolet, and an estate version.
The 206 was a huge hit in world rallying, carrying Peugeot up to the heady heights they enjoyed during the 1980s in world rallying. The car first participated in the WRC in 1999, with French tarmac specialist Gilles Panizzi narrowly missing out on the drivers title. However in the following years Peugeot managed to break Mitsubishi’s stranglehold on the WRC, winning both the drivers and manufactures titles in 2000 with Marcus Gronholm taking the title. Peugeot went on to win the constructors title between 2000 and 2002, whilst Gronholm added another title for Peugeot in 2002.
For many years, the Peugeot 206 was made in Britain, at Peugeot’s Ryton plant near Coventry. However Peugeot controversially decided to close the plant in 2007, leading to many job losses.
The 206 was replaced by the 207 in late 2006, but the 206 still continues to be produced and sold in other areas of the world, with Peugeot intending to continue making the car until 2010. Currently, the 206 is Peugeot’s best selling car ever.

The Peugeot 406 was one of Peugeot’s most popular cars of the early millennium. Introduced in 1996 the 406, much like its predecessor the 405, did not feature a hatchback edition, with saloon and estate versions available. However, a coupe version was also introduced. Styled by Pininfarina, the coupe became a huge sales hit, and is still a desirable car with used coupe prices considerably higher than equivalent saloon or estate cars.

The 406 was especially noted for its diesel engines. Initially powered by either 1.9 or 2.1 litre turbo-diesel engines, the line was replaced by a 2-litre common-rail diesel engine, coinciding with a mid-life facelift of the car in late 1999. Diesel engined cars are still sought after, and hold their value much better than petrol equivalents. A 3.0 V6 petrol engine was available in the higher-series ‘Executive’ model, delivering good performance, if a little thirsty.

One of the most endearing qualities of the car was the excellent quality of the ride. Compared to many of its rivals the 406 was smooth, comfortable, well built and quiet.

The car was especially popular in the UK with fleet buyers, with 90% of sales being to fleet buyers. In addition, the car’s powerful yet reliable diesel engine made it a popular mini-cab, with 406 taxis a common sight on UK roads.

During its lifespan, the 406 was campaigned in touring car series across Europe, with success in France and Italy, although it was not quite so successful in the UK. The car was also noteworthy as featuring in the French-produced movie trilogy ‘Taxi’

The Peugeot 205 GTi is remembered as one of the iconic hot-hatches in history, and one of the defining cars of the 1980s. Voted as ‘Car of the Decade’ by Car Magazine in 1990.

The GTi was available in 1.6 and 1.9 editions and whilst both were highly regarded, the 1.9 carried the most appeal with a 126bhp engine, along with additional features such as larger 15 inch alloy wheels, disc-brakes all round and half-leather trim.

Coupled with the car’s attractive Pininfarina styling, the 205 GTi became a huge sales hit, and a Group B rally version of the car was campaigned in the World Rally Championship with some success during the mid 1980s.

The car is known to be rewarding to drive, with good feedback to the driver when cornering, and is regarded as one of the first front-wheel drive cars to be as rewarding to drive as a rear-wheel drive cars. However, by modern standards the car can be difficult to drive for the unwary, lacking electronic driver aids commonly seen in modern hot-hatches, and with a tendency to oversteer whilst cornering (should the driver lift dramatically off the accelerator mid-corner)

Many 1.9 205 GTi models were modified by transplanting the 1.9 16-valve DOHC engine from the Peugeot 405 Mi16. With both engines being very similar, it was a straightforward modification giving a dramatic power increase of up to 60bhp.

Sadly, rising insurance premiums led to the 205 GTi’s demise in 1993. The car is now becoming something of a collectable classic, and with so many examples being thrashed to oblivion and tastelessly modified by boy racers who use window film for colour tinting, clean, original examples are now worth several thousand pounds.