In a meantime, ENJOY THIS WELL WRITTEN 8 page COMPREHENSIVE REVIEW painstakingly scanned and typed by Jeff Lim (your's truly)...
Cover feature: Peugeot 405 GTI: Injected to inspire!
European manufacturers have traditionally had longer model runs than the Japanese, emphasising and giving priority to long-term value rather than matching changing customer trends.
As such, every car that is designed has to be done with serious consideration for long-term appeal.
It has to be technically advanced to start with and have styling which will not get out of fashion too quickly. The Peugeot 405 is an excellent example of this design philosophy.
The significance of this midrange model, which has a development costs of RM1.5billion, was apparent even when it was introduced some years back as it wom the European car of the year in the 25th tear history of the annual contest.
In fact, 54 out of 47 journalists who were judges from 17 European Countries voted of it, awarding an unprecedented 464 points (over 100 points more than the 2nd placed car).
Given such strong endorsement by an independent group, Peugeot distributors all over the world have enjoyed strong sales and the model continues to be popular. To date, over 1.5 million 405s (of which 1.3 million have been saloons) have been produced and sold in more than 111 countries.
Malaysia was the 1st country in the Far East where the model was assembled locally and the total number of assembly packs shipped (worldwide) has been almost 59,000 units.
The 1st version assembled in Malaysia was the 405GTX, which had a single carburettor 1.9 engine. At that time, the specifications were appropriate for the market and the car were undeniably good value for money.
And at that time too, there also was concern that the service network of the previous franchise holder was not quite ready for engines with computerised engine management systems.
"THE SIGNIFICANCE OF THE 405 WAS APPARENT WHEN IT WON THE EUROPEAN CAR OF THE YEAR AWARD WITH MORE POINTS THAN ANY OTHER CAR BEFORE"
When the more forward-looking MBF group came into picture a couple of years ago and took on the Peugeot franchise, the 405 range was enhanced with the addition of the more powerful 405GTI,
As the "I" suggests, this 405 has Electronic Fuel Injection (EFI) to boost engine output, bringing the car right up to date for the 1990s. With so many new cars having EFI, were we keen to find out how the 405 GTI would compare and if its age was of any consequence.
But getting a car was somehow difficult as MBf-Peugeot were not initially geared for such an excercise; in fact, they had thought that no magazine would be interested in their product with the many other new cars around.
But thanks to the efforts of Jeff Yee, their marketing manager, HIGHWAY MALAYSIA was able to get our hands on 1 unit for a close look.
TIMELESS STYLE:
This is a real demonstration of the mastery of the Pininfarina studios in Italy which have collaborated with the French stylists at Peugeot's own design studios in La Garenne on virtually every model, giving a timeless quality in each shape.
If one were to look at the Peugeots over the years, the styles for each generation would be clearly evident throughout the range although they may overlap.
In most of the "05" generation (the designation is our own, not Peugeot), there is a similarity in the front and rear ends, a crisp "Peugeot Look" if you want to call it that.
Refinement is all over and in little details like concealed rain gutters, bumpers tightly flushed against the body-work, thin roof pillars, undershield for the externally-stowed spare wheel etc...
Even the glass is almost flush against the bodywork, aiding aerodynamic efficiency which is 0.31Cd - still quite credible for 1993.
In fact, aerodynamics played a key role in the final shape of the car and over 550 hours were spent with scale models and full-sized prototypes in Peugeot's St.Cyr wind tunnel on the outskirts of Paris, supplemented by similar testing at Pininfarina's premises in Turin. THe 0.31Cd is actually a bit higher than that is really possible for this shape as the basic versions with skinny tyres and 1 door mirror
can go down to 0.29 (and that was back in 1988!).
For the dual purposes of differentiating the 405 GTI from the GTX and also to improve high-speed stability, a rear spoiler is fitted. This is quite a plain one compared to the wedged type more common in today's cars. Nevertheless, looking at its design, it should provide the same benefits as the venturi space formed is of the same size.
The designers obviously gave much attention to aerodynamics, not only with respect to the penetration of the 405GTI through the air, but also to enhance driving safety. This is evident in the design of the windscreen wipers where a spoiler is mounted on the wiper arm to ensure that it doesn't lift at high speeds and reduce wiping effectiveness.
Additionally, the washer jets are incorporated in the spoiler to spray water onto the glass more efficiently. Quite likely, these ideas came out of the experiences of developing cars for the tough African rallies, a Peugeot speciality.
The bodyshell itself has also been designed for longevity and ease of repair. Much attention was placed in having structural members that would collapse in a low-speed accident without distorting the rest of the bodywork.In addition, the front wings are detachable and the rear wings can be removed without removing the rear windscreen. And to fight off corrosion, up to 67% of the steel panels are galvanised or electrozinccoated.
PROVEN DRIVETRAIN
Under the bonnet is a transverselyinstalled powerplant which comes from the same Peugeot XU9 engine family as the 405 GTX and 205 GTI and, incidentally, the Citroen BX19GT and ZX 1.9. For Citroen, being a part of the huge Peugeot PSA conglomerate, it made a lot of economic sense for them to use a wellproven engine developed by Peugeot although they may have tuned it to their own specifications to some extent.
The valvetrain of this 4-cylinder engine uses ajmlt-drtve)l single overhead camshaft for operating the two valves for each cylinder in the light alloy cylinder head. We're not trying to make a case for non-multivalve engines but while this two-valve arrangement may sound dated, there are still merits to it in terms of the way the torque curve goes (slightly flatter than for multivalve designs) and a bit simpler maintenance.
Drive goes to the front wheels through either a 5-speed manual gearbox or 4-speed automatic the former having a top gear ratio 0f 0.757:1 that brings revs down to just 2750 rpm at 100 km/h. However, to maintain a degree of flexibility throughout the five gears, a 4.062 final drive ratio is provided.
UNIQUE REAR SUSPENSION
All four wheels are independently sprung using a the suspension system that looks pretty simple, but considering that Peugeot has been so active in rallies, one can expect that many innovations have been incorporated to provide a good balance of handling sharpness and ride comfort.
For the rear, there are transverse torsion bars (19.6 mm diameter) with trailing arms. But unlike other similar layouts, that of the 405 GTI is unique in that the telescopic dampers are slanted to about 45 degrees. While this has no effect on damping performance, the boot space can be larger (due to less intrusion) and this is improved by the external mounting of the spare wheel. There's no need to worry about the spare wheel being stolen because it has a restraining bolt which can only be accessed when the boot is opened. And as for dirt causing the spare to deteriorate, why worry? The other wheels are also subjected to the same conditions and in any case, there's a shield around the wheel too.
"The 405 GTI has a certain dynamism to it and blends sportiness with elegance ..... a real demonstration of the mastery of Pininfarina. "
Disc brakes are fitted all round and those in front are vented to keep them cooler for fade-free operation. A large booster multiplies the hydraulic pressure and two circuits are used to ensure that total loss of retardation is not likely in the event of a leak in the system.
The steering system uses a low-ratio rack and pinion system which is powerassisted. .This is linked to the heightadjustable steering column by a collapsible shaft. Tests by Peugeot have shown that the design shaft collapses enough to cause the steering wheel to be pushed backwards (during a 48 km/h frontal impact) only 46 mm - 64% less than EEC standards.
SPACIOUS AND 'CONVENTIONAL'INTERIOR
In developing the 405, roominess was a major requirement and this has been achieved - with good headroom - in spite of the sharp rake of the windscreens front and rear. Legroom is more generous than one would expect of a car with a 4.4-metre length although the wheelbase is a spacious 2.67 metres.
Most dnvers - even those more used to Japanese cars - should feel comfortable with the dashboard and layout of switches, apart from adjusting .to the European way of positioning the signal and wiper stalks (left and right, respectively, with the horn activated by the left stalk). However, the stalks have a nice solid feel and seemed easier to manipulate than what we find in Japanese cars.
FUNCTIONAL DASHBOARD
The instrumentation is comprehensive and easy to read although the calibrations are a bit fussy. There are many warning lights in prominent positions and a 'STOP' warning is positioned where it will definitely catch the attention of the driver - dead centre. This warning will come on when the oil or coolant levels are too low, both conditions likely to cause severe and expensive damage to the engine. There's also another warning to indicate when the operating temperature is too high.
One reminder we found useful was the one for the headlights, which is given with a warning light and a buzzer. Quite obviously, this warning was intended for temperate countries where people often have to switch on their lights because the ambient lighting is dim in winter. For Malaysia, it is no less useful because there are many occasions in a heavy downpour when it's advisable to have the lights on, and many people might forget to switch it off later.
The dashboard presentation is generally neat but the moulded polycarbonate has a hard, plasticky look about it. Nevertheless, it is unlikely to rattle as it is has a one-piece construction.
The ventilation controls are straightforward and the blower does not completely stop spinning. This ensures that the internal air pressure is always marginally higher than the outside so that there will be less tendency for dust to seep in. Of course, if you open the doors or windows, then it's a different matter altogether!
The equipment level is not much less than most Japanese cars of this class and just about everything needed is there. However, power windows are only fitted to the front doors as the rear ones need human power to operate.
SPACE FOR THREE
In the rear half of the cabin, things are just as ergonomically sound. The door openings are large so getting in or out is easy. Once inside, three adults get to sit on comfortably padded seats with a good backrest angle. Only two-point (lap type) seatbelts are provided for the outboard passengers, something which we hope will be upgraded in due course.
The overall fit and finish of the car gets top marks, which is not unusual as, the car is assembled in Oriental Assemblers, Johor, where the Honda Legend is .also assembled along with the whole Mercedes-Benz local range .
AN EXHILARATING EXPERIENCE
The 405 GTI did not disappoint. Predictably, a high top speed of 190 krn/h was attained without much difficulty in spite of the engine's newness. This was reached with the fourth gear as fifth would lose a few km/h that could never be regained.
There was also similarly impressive performance in acceleration, the engine propelling the 405 GTI to 100 krn!h in 9.9 seconds, close enough to the claim of 9.7 seconds.
There's a muscular feel to the engine all the time, giving it a behaviour that is more powerful than the figures on paper. This is mainly because of the strong torque (thanks to the non-multivalve design) which makes even top gear usable for some overtaking manoeuvres.
The ratios are well selected to give low rev-high speeds for expressway motoring and sufficient flexibility in congested town roads.
While the high fifth ratio does help to shift the engine's upper-range boom to well beyond the cruising speed, the thrashy engine noise quality is still audible from inside the car and rather obvious on the outside. We feel that more insulation in the engine compartment area would be in order. After all, protecting the environment is not confined to keeping the air clean but also reducing the level of 'unnatural noises'.
Given the low weight, good aerodynamics and efficient engine, it was hardly surprising to record a fuel consumption of 9.9 kms/litre, good for a car with 90 kW. The fuel tank, larger than many cars in this class at 70 litres should thus be good for at least 700 kms making the 405 GTI a good choice for use to drive the whole North-South Highway when it opens. The brakes had a firm, progressive action which inspired confidence. But on slippery surfaces, the feel was not as good and needed adapting to.
IMPRESSIVE HANDLING
For all their past outlandish slfyhng, the French have always been complimented for endowing their cars with above-average handling even though external appearances suggested otherwise. The 405 GTI is no exception and can be said to still be a highly competent handler in its class.
There are no vices in its handling and its stability gives one the impression of being in a bigger car. Little understeer occurs and the rear wheels contribute usefully to the action of cornering. Misjudge a corner or panic and let go of the accelerator pedal and the 405 GTI just tightens its line. Slippery surfaces may have the rear wheels shifting a wee bit but the Michelins which came standard with the testcar proved their worth most of the time by gripping tenaciously.
Overall, we would say the balance is excellent and even if there is any transition into understeer, it is so gradual that a new driver will be able to apply correction instinctively.
For someone more experienced, 'fun' can be included in the description of handling.
But it seemed strange that the steering, though power assisted, had a heavy feel to it. Although no one complained (on the contrary, our testers thought it was better weighted than many other cars),
the extra effort needed to turn was noticeable enough to cause comment. Perhaps the front suspension geometry is responsible for this as the emphasis may have been on straightline stability to ensure safer high-speed driving.
"Terrific" and "great" were among the comments on the ride comfort written in our logbook by the various people who drove the 405 GTI. The suspension
is not overtly soft, as the lean of the car might suggest but it is supple and carefully damped without being harsh. Dips and bumps get ignored most
of the time and there's hardly any wallow or float. The only demerit was an occasional tendency to shift shghtly on a certain type of undulation.
MATURITY OF DESIGN
Manufacturers often explain that going racing has helped them make a' production car better and the 405 GTI certainly shows such 'transfer of technology'. But more than just learning how to extract higher performance from a basic design, the engineers have also been able to give the car superior ride and handling, often difficult to achieve in a complementary fashion.
For those of you who left the 405 GTI off your list when you decided you could afford to buy a car again (thanks to the lifting of hire-purchase restrictions), we highly recommend its inclusion. Besides, the RM86,000 pricetag is really quite worthwhile when you think of the maturity of the design you are getting. •
SPECIFICATIONS:
PEUGEOT 405 GTI (Model code: 15BD62)
Distributor: MBF Peugeot Sdn.Bhd
Assembler: Oriental Assemblers Sdn.Bhd. Johor
ENGINE:
Code: XU-9J2(D6D)
Location: Front
Capacity: 1905cc
Bore x stroke: 83 x 88mm
Compression ratio: 9.3:1
Cylinders: 4 in-line, transversely mounted
Valve arrangement: SOHC, 2 valves/cylinder
Cylinder head: Light alloy
Cylinder Block: Cast iron
Fuel feed: Electronic Fuel Injection (Motronic 3.1)
FUel: Leaded/Unleaded
Max power (DIN): 90kw@5500rpm (125hp@5500rpm)
Max torque: 167Nm@4500rpm
Ingition system: Solid state fully electronic
DRIVETRAIN:
Driving wheel: Front
Gearbox: 5 speed Manual
Ratios:
1st.....3.454
2nd.....1.850
3rd.....1.280
4th.....0.969
5th.....0.757
Rev.....3.333
Final drive ratio: 4.062
BODY AND CHASSIS:
Bodystyles: 3 box, 4 door saloon
Claimed Cd: 0.31
Front Suspension:
Independent MacPherson struts, lower wishbones, dampers, coil springs, stabilizer
Rear suspension:
Independent, trailing-arms, torsion bars, dampers, stabiliser
Steering system: Rack and pinion, power assisted
Wheels: 5.5Jx14, pressed steel
Tyres: 185/65R14 steel belted
Front brakes: Vented Discs
Rear brakes: Discs
DIMENSION AND WEIGHT:
Overall Length: 4408mm
Overall Width: 1714mm
Overall height: 1406mm
Wheelbase: 2669mm
Front track: 1450mm
Rear track: 1436mm
Kerb weight: 1040kgs
Turning circle: 10.6m
PERFORMANCE:
Top speed: 190km/h
0-100km/h: 9.9 seconds
Average Fuel Consumption: 9.9km/L (28.3mpg)
RPM @ 100km/h in top gear: 2750rpm
NB: Performance tests were carried out at 630kms on a test vehicle supplied by MBf-Peugeot. Actual performance may vary depending on mileage clocked, state of engine tune, atmospheric conditions etc...
WARRANTY AND PRICE:
Warranty: 12 months/unlimited mileage
Retail price: RM85,858.05 (incl. 12 months road tax and insurance premium, private registration)
Price includes:
Air conditioner, front power windows, central locking, rear seatbelts (2 point), Michelin tyres, anti-theft system, rear spoiler, sump guard.
Colour choices:
White, Red, Metallic Beige, 2 shades of Metallic Grey, Metallic Blue, Metallic Red, Silver, Green (extra of RM1,826 for metallic finish)
END OF SPECIFICATIONS...
Again Article and specifications SOURCE: Highway Malaysia, February 1993 issue. Page 22 to 30. By Chips P.S. Yap. But painstakingly scanned and typed by Jeff LIM, NO JOKE, 8 pages in total. Wow!
Let's proceed to Another review from UK:
Used Peugeot Car Review (www.autoweb.co.uk)
Used Peugeot 405 (1988 - 1997) Car Review
Comfort: ****
Handling: ***1/2
Economy: ***1/2
Image: ***1/2
Styling: *****
Equipment: ***1/2
Build: ***1/2
Depreciation: ***
Insurance: ***1/2
FRENCH LESSONS
BY JONATHAN CROUCH
The 405 was the French manufacturer's first attempt at a front-wheel drive mid-size car. It replaced the much-respected 505 and had quite a reputation to live up to. That it became a huge success for Peugeot is due mostly to a superb chassis plus strong and reliable mechanicals.
There was also an incredibly wide model range that seemed to offer something for every niche of the family and company-car markets in which it competed. The 405 saloon was replaced in 1996 by a similar looking model, the 406, though the new car was substantially changed. In the eight years that the 405 saloon was in production (the estate lived on into 1997 until the 406 version arrived), it helped Peugeot gain a big increase in UK market share. It also gave the company that elusive breakthrough into the fleet market, helped by assembling the 405 at Ryton to give it a 'Built in Britain' image.
History
January 1988 marked the launch of the 405 in Britain with a choice of 1.6 and 1.9-litre carburettor engines as well as an injected 1.9. Six months later, the performance model arrived, bearing the curious name of Mi 16. Estates arrived in October 1988 and a four-wheel drive Mi 16x4 was released in late 1989.
Diesel cars were also available right from the start. These were immediately a great success and the 405 was, for a long time, the best-selling diesel saloon car in Britain, with the choice of 1.9-litre normally aspirated and, from August 1988, 1.8-litre turbocharged units.
A facelift was announced for the sales rush of August 1990 and consisted of revisions to trim levels and a more attractive dashboard. Just over two years later there was another facelift when catalysed two-litre petrol engines replaced the 1.9s. The interior was again revamped, the boot’s opening was lowered to ease access and the suspension was improved.
Power steering became standard on all cars in March 1994 and air-conditioning was added across the range (excluding the entry-level Style) along with remote central locking. A driver's airbag was added in August 1994. Luxury two-litre petrol and 1.8 D-Turbo Executive versions arrived early in 1995 and the Quasar models in June.
The estate line-up was revised in February 1996 when the 406 saloon replaced the 405; these versions soldiered on until the 406 estates were ready for launch in February 1997.
Opinion
Attractive looks, a well-designed and hard-wearing interior and frugal engines, particularly the diesels. The estates are very roomy and handle well too, unlike some rivals. The huge choice of models can be difficult to wade through but essentially, the lower-order cars are not really very well equipped so try for the highest specification you can afford.
Problems?
Some engines were problematic, particularly the 1.6 and 1.9-litre carburettor units. Hot starting can sometimes be difficult, so you should notice any problems straight away. Also check that cambelts were changed on schedule. Faulty power steering pumps, noisy gearboxes and rumbling driveshafts are not unknown, either.
Cars with unassisted steering may be too heavy for some people to park, so try one for yourself. Power assistance was initially optional on all but top models but became standard in 1994.
Build quality was frankly poor on early cars with rattles and misaligned trim often ‘standard equipment’. The interiors are fairly hardy, though. Check that all the electric gadgets work – make sure the windows and sunroof close as well as open. Many of the later cars had standard air-conditioning so check that it delivers icy air and cools the car down quickly. If not, you may have expensive repairs ahead.
Road
The 405 was always the driver's favourite in the contemporary Mondeo class, along with that other excellent handler, the Nissan Primera. If you need a family car but the driver in you is worried about the prospect of landing a boring rep-mobile, fear not – the 405 is a bit special in a sea of fairly ordinary cars.
Overall
A car thoroughly worthy of your hard-earned savings. The diesels have a reputation for longevity and excellent economy and Peugeot oil-burners are also amongst the most refined to drive. With so many models to choose from and a huge number sold, the 405 of your choice shouldn’t be too hard to find.
Good luck in finding a GOOD Peugeot 405.
SOURCE: http://www.autoweb.co.uk/car-review/peugeot%20405%20(1988%20-%201997)
END OF ARTICLE...
Without further ado, let's proceed to Owner's review:
Source: http://www.carsurvey.org/reviews/peugeot/405/
Owner 1:
Peugeot 405 SRi review from Finland
"Ahead of its time, classic"
What things have gone wrong with the car?
Electric window switch broke.
Rear breaks (disc) were stuck when I bought the car. (The car stopped with the front brakes only).
Peugeot has been so far a lot more reliable than Buick.
General comments?
Very comfortable ride.
So far it has also been reliable.
Performance is surprising, 0-100km/h takes only 9.5s.
Fuel consumption is only 7.3 litres/100km on highway.
Overall very good car.
Owner 2: Peugeot 405 GRI review from Sweden
"Nice car of the late 80s"
What things have gone wrong with the car?
Nothing wrong, but usual wear and tear replacement in a new brake plate.
New part of exhaustpipe also replaced due to rust.
General comments?
Nice design for an 17 year old car and no rust.
It´s a fun car to drive with moderate power that will give you enough power to overtake that annoying cargocarrier or bus on the road.
Basic model; no power-steering and minimum electrical gadgets in the cabin.
Nice suspension and smooth to handle.
Boot surprisingly large. A family of four will do well in terms of space.
Quite cheap spearparts to buy and an overall simple car to fix with.
If you like a car that has a reliable engine and if you´re not out to outdo your neughbour´s new car then a carefully selected 405 should fit you well.
OWNER 3: from USA. (NOTE: Peugeot Pulled out of North American market in 1992.)
1989 Peugeot 405 Mi16 review from North America
"Fast, fun, rare"
What things have gone wrong with the car?
I bought the car used (for next to nothing), as a fixer-upper to supplement the SAAB. Expecting it needed a couple thousand in work,
it turned out to need suspension bushings, thermostat, timing belt adjustment, CV boots, electrical repairs and a host of other things,
that ended up costing me more than double what I thought it would. But considering cosmetically the car was in incredible shape,
and the miles were reasonable, it's been worth it. And since the repairs, it's been very reliable.
General comments?
A total blast to drive. This car handles better than almost any other FWD car I've ever driven. Whatever Peugeot did to the suspension, they did it right!!
One of the nicest revving 16 valves engines out there too. Incredibly comfortable seats too, front and back.
The interior build quality is very mediocre, and the car rattles like crazy. But open the windows, turn up the stereo, keep the revs in the 3500 to 7000rpm range, and you fall in love with this car instantly.
Even at 11 years old, the car still looks modern. And it gets a lot of looks from other Euro car drivers.
If Peugeot returns to the US, the new 407 will be on my shopping list!!
OWNER 4:
1989 Peugeot 405 Mi16 review from Australia and New Zealand
"Mi16 - "Engineered to be enjoyed"?... you better believe it!!!"
What things have gone wrong with the car?
- Recently I replaced the exhaust gasket next to the oxygen sensor, as well as the catalytic converter.
- New front disc's and pads at 210,000kms, EFI fuel line replaced, modulator, clutch cable clip, driver's side power window, engine mounts.
General comments?
A Peugeot Mi16 represents a remarkable balance of comfort and performance.
No one will argue, (no one with much sense) over the value and awesome performance characteristics Japanese built cars possess, or potentially with modifications. Having said this, my stock standard 1989 model Mi16 provides me with a motor that wants to be driven hard, and handles like you had died and gone to heaven.
The interior is loaded with all the creature comforts, power you name it! The option pack includes rear head rests, sun roof, and leather upholstery. One feature of the Power Steering is that at low speeds it is light to handle, when at higher speeds the Power Steering stiffens to give you a more responsive feel of the road. This along with the ABS brakes & suspension set up which includes anti roll characteristics adds to the exhilaration you receive when taking this puppy through tight bends throughout the country side.
The 1.9L pulls you off at the lights adequately, in low rev ranges, but once you take her past 4-4,500rpm, she really hauls!. Keeping her in high rev ranges while down shifting before planting back on the power exiting that tight corner, will have you singing the praises of the Mi16 and the good people at Peugeot, in much the same way as I am now.
The overall comfort can be attributed to the semi-bucket seats with lumbar and head support, there is also a center arm rest that you'll find yourself using.
Needless to say you are reading one happy customers review! Purchasing a car (or any car) with 198,000kms you need to expect some repairs as my car is now 16 years old. The import thing to remember is that it is all relative, I purchased this car for AUD$7,900 when it sold new for about AUD$52,000. If that equates to a slightly higher service bill, then so be it.
The greatest tragedy of all is that the Mi16 is a discontinued series.
OWNER 5:
1992 Peugeot 405 SRi review from UK and Ireland
"Hidden gem"
What things have gone wrong with the car?
Oil breather pipes clogged up with creamy gunk (common fault).
Radiator leak.
Intermittent running probs, sometimes lovely, sometimes a dog!
N/S CV boot, N/S/F wheel bearing.
Sunroof gave up the ghost.
General comments?
Despite these niggly problems I love this car! The gunking up of the breather pipes and oil filler had me worried briefly (cylinder head gasket?). Finally found that removing the two air breather pipes going to oil filler unit helped an awful lot & made no difference to the engine. The gunking problem is very common in these cars and can seriously affect engine performance, so make sure all the oil pipes are removed & cleaned with petrol when you do an oil change. Also check the filler unit, it has a gauze filter inside & may well need changing (only £10 from a dealer). Contrary to what some garages may tell you, it is an easy job! Get the Haynes manual & do the work yourself.
Found that changing plugs to Bosch super 4's and changing leads made a noticeable improvement to engine.
Sound system is fantastic for this level of car, boy is it loud!!
Handling is excellent, very predictable understeer at the limit.
Suspension... unbelievable, speed humps... pah!!
Seats are sporty but very comfortable, even on long journeys.
Overall, I would recommend these cars highly, look for one that has been maintained properly and you have everything you could need from a car. Best of all, they are ridiculously cheap to buy & insure!
OWNER 6:
1992 Peugeot 405 SRi review from UK and Ireland
"SRi? Something really interesting!!"
What things have gone wrong with the car?
Brakes grinding.
Door locks and mechanisms replaced on both sides.
General comments?
I find the Pug 405 a really nice car to drive. It's the first Pug I've owned.
I installed a Sony CD and head set up, where I found the wiring more than odd. Thankfully the Haynes manual for the 405 gave me a great hand.
The seats are fantastically comfy and I find the cabin layout OK, but not ideal.
The SRi model has just the right amount of goodies I like, ABS, PAS, Electric windows and 6 speaker setup.
The get up and go on this car has certainly not got up and gone. For a car over ten, it can still kick some!!!
LASTLY: OWNER 7:
1995 Peugeot 405 SRi review from Malaysia
What things have gone wrong with the car?
Air-conditioning: the system was refurbished by replacing the dryer, compressor, expansion valve and cooling coil. Total replacement of all the parts. The circuit for the blower tends to have weak connectors and has changed to simple wire connectors. The wiring seems to change to dark brown, oxidised through time.
Forward suspension lower arm bushes are the main maintenance to be carried out. Due to bad roads and hundreds of speed bumps, the front lower arm bushes tends to wear out fast, especially the left one (always hit potholes with it).
Bulletproof engine, reliable and economical for a 2000cc car. stepper motor needs regular cleaning. So far only normal oil change and spark plugs. Timing belt and bearings are changed every 70k kms and water pumps at 140k km. Still returns 28mpg urban and 38mpg highway.
Plastics seems to be soft and degrading. Apply silicone polish to reduce wear.here, it is very hot and humid, which affects all the rubber and plastic parts very quickly.
General comments?
The car is seriously quick, provided you have the momentum and speed. Has the ability to hang to a faster approach on a bend due to excellent suspension and steering geometry, which most japanese cars tends to back off. Handling is very entertaining on twisty mountain roads, steer by throttle, brake late, fast in, fast out. If the entrance speed is too hot, just ease the throttle, the car will get back in line.
Very comfortable long distance tourer, able to maintain maximum speed for 3 hours without overheating. Able to outperform most "sporting" car and very comfortable too. Excellent suspension, a balance between comfort and handling.
END OF SOURCE:
http://www.carsurvey.org/reviews/peugeot/405/
THAT"S ALL FOLKS, Thanks for having the time and patience to read this blog entry.
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