More than an old car #216: Peugeot 205 GTI

 

It has been a while since I wrote a blog post, but thought to revive it to clear my backlog. ChatGPT has also made the writing process much easier! On this 1988 Peugeot 205 GTI, I did not know of its existence here until someone shared a picture in a group: it did not seem to generate much attention but I immediately recognised its uniqueness. The very next day I went down to the workshop and I was able to see it in its glory.

The 205 was launched in 1983, which marked a change in direction of Peugeot: previously it had focused on large saloons. Its arrival in the 'small car' class was timely as it went head-to-head with the Fiat Uno, VW Polo and Nissan March/Micra. A variety of engine sizes were available and the 205 came in 3/5 door hatchback and a 2-door convertible versions. 

Launched in 1984, the high-performance 205 GTI arrived at a time when the hot hatch market was beginning to gain momentum. Competitors like the Volkswagen Golf GTI had already set the stage, but Peugeot's offering brought something special to the table: a near-perfect balance of power, handling, and charm. It was distinguished from the base model with plastic wheel arches and trim, beefier front and rear bumper valances.

Available with either a 1.6-liter or a later 1.9-liter inline-four engine, the 205 GTI was praised for its lively performance. The 1.6-liter version produced 105 hp initially, later increased to 115 hp, while the 1.9-liter variant delivered 130 hp. These figures might seem modest today, but in a car that weighed just over 900 kg (2,000 lbs), they translated into a thrilling driving experience. This unit was powered by a 1580 cc XU5JA inline-4 engine, allowing it to reach a top speed of 190 km/h with an acceleration of 9.5 seconds [0-100 km/h]. It was 3705 mm long and weighed 850 kg.

 

What truly set the 205 GTI apart was its handling. The car featured an agile chassis, responsive steering, and a well-balanced suspension setup that made it a joy to drive on twisty roads. Unlike many modern hot hatches that rely on electronic aids, the 205 GTI offered pure, unfiltered feedback, allowing drivers to feel every nuance of the road beneath them.

However, the 205 GTI also earned a reputation for being a handful, especially in wet conditions. The rear-end could be lively under hard braking or sudden lift-off, a characteristic that skilled drivers learned to exploit but could catch the inexperienced off guard.

Peugeot didn’t just stop at building a great road car—the 205 GTI also played a crucial role in motorsport. Its DNA was closely linked to the legendary 205 Turbo 16, which dominated the World Rally Championship in the mid-80s. The success of the rally car only added to the allure of the GTI, cementing its status as a true performance machine.

Despite production ending in 1994, the Peugeot 205 GTI remains one of the most sought-after classic hot hatches. Its combination of lightweight construction, eager performance, and old-school driving thrills ensures it remains a favorite among collectors and driving enthusiasts alike. Prices for well-preserved examples have been steadily climbing, with some pristine models commanding impressive sums at auctions.

205 GTIs were sold in Singapore in 1987 where they retailed for S$56,500. One unit was also given as part of a lucky draw by Parkway Parade in 1989. This unit is the last one on regular plates, though a 205 CTI was imported some time back. It has not been seen until recently and shortly after this went up on social media, the car disappeared again. Hopefully, it will be back on our roads again for all to appreciate this legendary icon!

More than an old car #215: Ford Galaxie

As part of my clearing the archives, I finally found some momentum to dig some pictures from the archives..this 1964 Ford Galaxie 500/XL Club Victoria was something that i wanted to write about for a while!

First introduced in 1959, the Galaxie name denoted the highest trim level on the Ford Fairlane and was a mrketing attmept to appeal to the excitement surrounding the 'Space Race'. As such, 1959 Fords had the long name of Fairlane 500 Galaxie. Ford advertised safety features, with an optional seatbelt, padded dashboard and a deep-dished steering wheel. Bodywork changed over the years, with 1960 models having backward-facing A pillars and reduced tail fins for 1961. It also marked the return of the square-roof hardtop coupe known as the Galaxie Club Victoria.

In 1962, the Galaxie name was applied to all of Ford's full size models, with the Fairlane name shifted to an intermediate model. In an effort to stimulate midseason sales, Ford introduced a group of sporty cars along with a "Lively Ones" marketing campaign, which included the Galaxie 500/XL; Ford stated in the sales literature that XL stood for 'Xtra Lively'. 1962 models did not have any more tail fins, and the taillights were set lower in the rear panel. 1963 saw the reshaping of windshields and improved aerodynamics. In 1964, lap-style seatbelts became compulsory and XL models received new thin-shell bucket seats with chrome trim.

A few engine options were available, but this unit was powered by a 5766 cc (352 cu in) FE V8 engine, allowing it to reach a top speed of 184 km/h with an acceleration of 10.2 seconds [0-100 km/h]. It had dimensions of 5329 x 2032 x 1410 mm and weighed in at 1808 kg, with a fuel consumption of 21 litres / 100 km.

Production of the Galaxie line ended in 1974, with 58,306 Galaxie 500/XL Club Victoria coupes made in 1964. Ford of Australia did source Galaxies in late 1964 from Ford of Canada, and these units featured a different dashboard style compared to the US version like this unit. 1964 Galaxies were sold here previously with a retail price of 13,890 Malayan and British Borneo dollars (S$48,641 today), but only for the 6-cylinder 4-door sedan.This particular unit was assembled in Dallas, before it ended up in Australia at some point in time and likely converted to RHD before being imported here. It does not appear much however, but if you're lucky to catch this around, at least you will know a little more about this American oddity!

More than an old car #214: Citroen Xsara

Writing these days honestly comes in a series of bursts, and also an overarching need to clear my eternal backlog. It is high time that I write about this 2001 Citroen Xsara that is unbelievably still surviving here!

First released in 1997, the Xsara (pronounced sa-ra) replaced the ZX for which it shared a similar platform. While it was only available as a 5-door hatchback, a 3-door hatchback and a wagon version were introduced later. There was a facelift in 2000, with larger almond-shaped headlights, new grille with larger logo, an improved tailgate opening mechanism and a stiffer suspension, among other things. Interestingly, Citroen collaborated with Microsoft to develop the limited-edition Xsara Auto PC. Auto PC was part of a line of PC-compatible products designed around the Microsoft Windows CE 2.0 operating system. The main innovation of the Auto PC was its use of voice recognition technology, enabling the vehicle to respond to oral commands and to talk to the user by means of a voice synthesis system. One could not help but draw parallels to in-car voice recognition systems that are common today..

The Xsara was powered by a 1361 cc TU3JP i4 engine, allowing it to reach a top speed of 172 km/h with an acceleration of 14.8 seconds [0-100 km/h]. It weighed in at 1116 kg, with dimensions of 4188 x 1705 x 1405 mm and had a fuel consumption of 14.7 km/litre.

Production of the Xsara ended in 2006, after the Europe-market hatchback in 2004 and the Dongfeng-Citroen version in 2005. Truth be told, there is nothing really unique about this car: it was as bread-and-butter as it could be. However, a rally version was lined up for the World Rally Championship between 2001-2005, and scored a total of 24 victories under the hands of Sebastien Loeb and his teammates.

Xsaras were sold here in 1997 by Motorviva Minerva Pte Ltd, where it retailed at S$109,888 (S$161,741 in today's prices). Interestingly, the car was the top prize for an island-wide treasure hunt in 2001 (by then the facelifted version). This particular unit is noted to be the last one remaining, and it does not appear to be scrapped any time soon. Trying to keep an old French car in a car-unfriendly land is no mean feat, and part of me wonders what do the owners see in this vehicle that compels them to apply for the COE renewals. Hopefully, you will have the chance to see this rarity one day!

More than an old car #213: Singer Roadster

I know that it has been a long while since I wrote a blogpost, what with being caught up in life stuff etc. This 1951 Singer SM Roadster 4AD has been stuck in my drafts for a while, and I figured that it was a good time to finally publish it..

The original Roadster released in 1939 was intended to be the roadster version of the Bantam saloon. Its body was built in the traditional method of aluminum panels fitted to a wooden framework, with brakes being mechanically operated. Production restarted after the war until 1949, with the arrival of the SM Roadster (4A) model. The 4AB model (released in 1950) had a shortened bonnet with curvier and steeper fenders, while the 4AD (released in 1951) was almost identical in bodywork and general specifications.

Both the 4AB and the 4AD were announced by Singer for the 1951 model year, with the 4AB destined for the home market and the 4AD for export only.  The most visible external differences between the 4AB and the 4AD were the bumpers, which were now larger and more rounded and the tail lights, which were mounted on long extension housings attached to the rear fenders. The 4AD also had a more powerful engine compared to the 4AB. Reviews noted that the 4AD was "a lively open tourer with a performance that falls somewhere between that of a similarly powered saloon and an out-and-out sporting car”.

The Singer 4AD Roadster was powered by a 1496 cc inline-4 engine, allowing it to reach a top speed of 117 km/h with an acceleration of 23.6 seconds [0-60 mph]. It had dimensions of 3835 x 1473 x 1486 mm and weighed in at 810 kg, with a fuel capacity of 10.9 litres / 100 km. 

Production of the Singer Roadster ended in 1955 with 3,440 4AD models made. A few units existed in Singapore previously, and this particular one was imported and registered in 1978. As the only unit here currently, it does not appear much except during the F1 drivers' parade: Fernando Alonso, Nico Hulkenberg, Romain Grosjean and Jenson Button have been ferried in it. Despite being 1 of 5 Singer cars in the country, it is amazing how someone appreciated the car well enough to bring it here long ago..hopefully you will be able to recognise it at the next F1 parade!

More than an old car #212: Rover P5

 

It never fails to put a smile on my face when I write about relatively obscure models here, regardless if it is not eye-catching. Having seen this 1972 Rover P5B Coupe a few times, I was glad to be able to go up close finally and admire how it stood out from the usual classics here!

Designed by David Bache since the early 1950s, the P5 was envisaged as a 'light P4' with a 'floor-cum-chassis' construction. It was Rover's first attempt at a monocoque design, and there were many variations put forth on the drawing board such as rear engines, gearbox mounted under the seat and various configurations of V6 engines for the car. Unveiled at the Earls Court Motor Show in 1958, it was well received although there were criticisms of sub-standard noise suppression and heavy steering. The cabin was one of the P5’s greatest assets: it blended modern ergonomics with traditional mahogany and leather that would not have looked out of place in a top London club.

While the P5 sold well to the older driver, Rover was keen to distance itself from this gentlemanly image and constantly modernised it throughout its existence. The Mark II version for the P5 was introduced in 1962, and notably featured the addition of the 4-door coupe: the roofline was lowered by 2.5 inches along with thinner B-pillars, with Hydrosteer power steering fitted as standard on the coupe. The Mark III, introduced in 1965, had a more powerful engine and the rear bench seat was replaced with two individually moulded rear seats.

The final iteration of the P5, known as the P5B, was released in 1967. Rover discovered that the Buick V8 engine was well-fitted for the car, and thus campaigned for General Motors to release the tooling. With the lighter engine, the P5B had better handling: reviews praised its superb insulation and good fuel economy. It was distinguished from earlier models with built-in foglights and chromed Rostyle sheels. The P5B was powered by a 3528 cc Rover V8 engine, allowing it to reach a top speed of 185 km/h with an accelaration of 12.1 seconds [0-100 km/h]. It had dimensions of 4750 x 1781 x 1473 mm and weighed in at 1625 kg, with a fuel consumption of 16.1 litres / 100 km.

 Saloon version of the P5B: note the differences in the windows and body style with the coupe.

The P5B was noted to be the British Mercedes and was a favourite with government officials: the late Queen Elizabeth II owned a few units in a special dark green colour and the last batch of P5Bs were reserved for government used when required. However, Rover went into a decline after their merger with Leyland and BMC, and the super-company had too many competing brands and priorities for Rover to get the investment that they needed to flourish.

Production of the P5B ended in 1973, with 9,099 coupes (split between 8,697 RHD and 402 LHD) and 11,501 saloons made. The first-generation Rover P5s were sold here in 1959 by Champion Motors Ltd, though P5Bs did not appear to be officially brought in. However, a few units did exist up till the early 1980s based on newspaper ads. This unit was imported from the UK a few years ago and was subject to an extensive restoration, where it was formerly grey. 

Coupes are noted to be more desirable and tend to be sold a few thousand pounds in the market. As 1 of about 13 Rover cars in Singapore, you would be forgiven for not knowing about its existence. The fact that someone found it interesting enough to import this curiosity here is wonderful in itself: makes you wonder what was going through the owner's mind? Hopefully, this post has been a good introduction to this rarity and perhaps you will be able to see it on the roads!

 

More than an old car #211: Mitsubishi Toppo Town Bee

 

Many times, 'quirky' and 'classic' tend not to occupy the same space, given people's general impression of old cars as either being grandiose or run-down. However, this 1997 Mitsubishi Minica Toppo Town Bee begs to differ: it was also in my bucket list of 'to-spot' cars and I was glad that I could finally check it off!

First unveiled at the Tokyo Motor Show in 1989, the car was derived from Mitsubishi's Minica kei car: its name is a portmanteau of 'top' (referring to the high roof) and the Japanese 'noppo', meaning lanky. By having a spacious interior space, it was intended to be a selling point. 1st-generation Toppos had asymmetrical number of doors: usually 1 on the passenger side and 2 on the driver side.

The 2nd-generation Toppo appeared in 1993 with a longer wheelbase and round headlights. In January 1997, a retro-styled version known as the Town Bee was released: its name evokes the imagery of worker bees being busy. Town Bees differed from regular Toppos with their 'popping' headlights, akin to goldfish. A special edition known as the Pop Club was released in July the same year, featuring striking San Marino yellow paint, body-coloured mirrors and grilles (see below). The Town Bee received another facelift in October 1997, featuring a new grille, privacy glass, rear reclining seat and rear wiper.

 

Difference between the post and pre-facelift Town Bee

The Toppo Town Bee was powered by a 659 cc Mitsubishi 4A30 i4 engine, allowing it to reach a top speed of 139 km/h with an acceleration of 18.7 seconds [0-100 km/h]. As a proper kei car, it had dimensions of 3295 x 1395 x 1695 mm and weighed 730 kg, with a fuel consumption of 5.7 litres / 100 km. 

Production of the 2nd-generation Toppo ended in 1998 where it was succeeded by the 3rd-generation model. Despite it being a uniquely Japanese domestic market model, Town Bees were sold here in 1997 by Cycle and Carriage, retailing at S$78,800. A few units were also put up as lucky draw prizes! This unit, registered in December 1998, is the last one remaining in Singapore; however the expiry of its COE lifespan at the end of this year means that it must be either scrapped or exported subsequently. 

It is a pity that such a quirky and cute-looking car cannot continue to exist here, especially with its pink paint. Then again, trying to maintain the only car in the country requires one to be resourceful and have the right connections, which is easier said than done. The least I could do is to preserve its former existence in this post; hopefully you won't dismiss a flash of pink and see this unicorn before it disappears..