In the ’80s, European manufacturers began to experiment with performance models of their city cars. Power from forced induction was a favourite ploy, but during the ’90s some European manufacturers continued work with natural aspiration. Here, we cover four noteworthy small performers (two turbocharged, two normally aspirated) from the early ’80s to the late 1990s, all available in New Zealand, though none were big sellers.
Citroën AX GT and GTi
In 1986 Citroën released the new AX, a very efficient small car, built very light and with a very smooth body (Cd of 0.31), though the styling of both interior and exterior showed little of the flair expected from a Citroën. The first AX hot hatch, the limited run AX Sport, was released in April 1987, paving the way for the slower but more refined AX GT, released in late 1987.
The GT’s 1360cc four cylinder produced 63kW (85bhp) and combined with its light weight (722kg) and a quick, if a bit imprecise, gearbox with close ratios, progress was easy and entertaining. The steering was light and direct, and reserves of grip were high despite the skinny tyres. A five-door version of the GT came out late in 1989, slightly heavier, and down a little in performance. Both three- and five-door models were sold in NZ, from late 1989 through until early 1993.
The AX GTi came out as part of the revised AX range in late 1991. The new version was more strongly built, with revised styling and noticeable changes to the interior included stronger materials and soundproofing adding to the air of extra solidity. There were also changes to the suspension and brakes. The weight jumped by roughly 100kg, and to counter this the engine in the GTi now featured fuel injection and a higher compression ratio, raising power to 75kW (100bhp). However, what with the 
weight gain the extra power meant little, and straight-line performance was similar to the old AX GT, though the handling was further improved. Imports of the GTi to NZ were limited.
MG Metro Turbo
Only a year into the MG Metro’s production run in 1983, the high performance Metro Turbo was introduced. The engineering development of the sporting model was partially handled by Lotus. The powerplant was an evolution of the old A-Series design, and retained carburetion rather than fuel injection.
The 1275cc engine had changes made to the crankshaft (reverting to Cooper S specification), pistons and sodium filled exhaust valves to help it survive the application of the Garrett T3 turbo, though that had a specially designed boost control system which regulated boost to assist power delivery, fuel economy and above all (though MG would likely not admit it) reliability. The boost was regulated to four psi low in the rev range, and increased to seven psi higher in the rev range, with a neat Lotus-developed system which helped minimise turbo lag and made for smooth operation. It also lessened sudden loadings to the weak four-speed gearbox (a standard A-series four-speed sump-mounted ’box with relatively long ratios), but even with the boost control failures were common.
Upgrades over the normal Metro included four-piston disc brakes at the front and uprated suspension, including a rear 
anti-roll bar. These helped to ensure that the Metro Turbo stopped and cornered well enough to match its turn of speed.
Contemporary road tests praised the solid brakes, the useful turn of speed and competent handling. However, while a fairly entertaining drive it faced strong competition from contemporary rivals.
This, combined with reliability issues and often poor build quality, meant the Metro Turbo was never a particularly strong seller. It was available in NZ from late 1986 to late 1988, selling in small numbers only.
Fiat Uno Turbo
In 1985 Fiat decided to try its hand at a hot super-mini and released the Uno Turbo. The boxy yet aerodynamically efficient body, with a low Cd of 0.34, sported the now obligatory ‘Turbo’ decals along with a lower air dam, rear hatch spoiler and 13-inch alloy wheels. Mechanically, the engine was a purpose-built unit that utilised all the latest technology in the form of electronic ignition (including a knock sensor), Bosch fuel injection, and an intercooler. Power was 78kW (105bhp) with strong torque — which meant the stronger gearbox from the Strada was needed for the job, as the normal Uno gearbox was not up to it. In an attempt to quell inevitable torque steer, Fiat used equal length driveshafts.
The Uno Turbo was a real rocket, charging to 96.5kph (60mph) in nine seconds and able to touch nearly 200kph flat out.
The brakes were not really up to the performance, nor was the chassis, despite slightly sharper but heavy steering and the 
addition of an anti-roll bar at the rear. It was nose heavy, encouraging understeer, and suffered from excessive body roll. Though not as lively a handler as its rivals, the Fiat was still a very fast, fun drive but worked much better in a straight line — it was a point-and-squirt device. Still, it was quite a successful model for Fiat, combining strong performance with a relatively affordable entry price (at least in Europe!).
In 1990 the Uno range was face-lifted and, as well as styling changes, the Uno Turbo received a revised motor, with capacity bumped up to 1372cc (thanks to use of the new Tipo 1.4 block) as well as changes to the fuel injection system, boosting power to 88kW (118bhp). Even faster now, the Uno Turbo dropped its 0-96.5kph time to 8.3 seconds and could now crack the 200kph mark flat out. Changes to the brakes helped pull up the Uno better as well, even if the drum rears were still retained.
NZ had the Uno Turbo briefly available in 1986, and in greater quantity from mid-1990, when the 1372cc facelift model was introduced, then in limited numbers through to late 1993.
Peugeot 106
The Peugeot 106 was built on the Citroën AX platform, and introduced in 1991. The XSi model used the same 1360cc engine as 
the Citroën AX GTi, in a slightly lower state of tune at 71kW (95bhp).
The 106 XSi was heavier than the Citroëns at 890kg (approx), but was little slower and would run 10 seconds to 100kph and top out at 190kph (118mph). The handling of the 106 XSi was very good, with road testers often ranking it at the top of its class.
In late 1993, the iconic 106 Rallye was released, so named to reflect the homologation requirements to enter the 0-1400cc rally class. The Rallye was developed from the XSi, with equipment levels pared right down until it weighed only 825kg. It shared the body styling of the XSi, without the front fog lights, but it also featured widened wheel arches and Peugeot Sport insignia. The motor used in the 106 Rallye was a combination of the older cylinder block from the 205 Rallye and the new cylinder head from the 106 XSi, both modified for the purpose. It displaced 1294cc and was fitted with EFI, producing 75kW (100bhp) at 7200rpm (with the redline at 7400rpm). The suspension was very similar to the XSi, the main difference being thicker anti-roll bars and uprated front suspension arms, but the springs, shock absorbers, ventilated front discs and rear drum brakes were retained from the XSi.
The 106 Rallye was a completely different animal to the XSi, raw, thrashy and pure driving excitement, further improving on the already good handling of the XSi.
In 1995 the 1360cc motor in the XSi was replaced with a new 78kW (105bhp), 1587cc sohc injected motor, and it was now 0.5 seconds quicker to 100kph at 9.5 seconds, with a top speed of 195kph.
This model was not on sale for very long, as in 1996 it was phased out with the 1996 facelift of the 106.
The facelift (often referred to as the ‘phase 2’ or S2) included a mild restyle of the 106, and offered more equipment for each spec level.
The XSi was replaced by the car that Peugeot enthusiasts had been waiting five years for, the reincarnation of the GTi nameplate on a small Peugeot, the 106 GTi.
The 106 GTi sat low on 14-inch alloy wheels and used a variant of the 1587cc engine introduced in the XSi, with an all-new 16-valve twin cam head that helped the GTi make a strong 89kW (120bhp).
The handling of the GTi was superb, grippy and ultimately controllable with lots of steering feel and responsiveness. These qualities, along with the strong engine, solid build quality and reliability are what caused the 106 GTi to be often referred to as a contender for the title for the best hot hatch of all time. The GTi was as much fun as the Rallye at ten-tenths, but retained the fun factor in normal spirited driving while remaining totally useable as an everyday car with all the amenities that the Rallye lacked.
The Rallye was revised also, being based this time on the GTi. It also used a derivative of the 1587cc engine, but it used a simpler single cam eight-valve unit similar to the late XSi, producing 77kW (103bhp). Externally the Rallye was similar to the GTi, though it lost the front fog lights of the GTi for some air intakes, and the rear spoiler was no longer there.
NZ availability of the 106 performance models began with the XSi 1.4 in late 1993, with a one-year run, with the XSi 1.6 replacing it, through to mid-1996. The GTi came in from July 1997 but only for about a year before imports were discontinued, while Rallye models were either special or personal imports — there are a few around, including a few further competition-ready clubsport variants.
Buying Tips
With less well-known European makes like the ones mentioned in this article it is always essential to find a specialist workshop with marque experience, to check them out pre-purchase and for regular maintenance.
Citroën AX
The revised AX, from 1991 onwards, fixed the main complaints of indifferent build quality and lack of overall refinement made about the original cars, but in doing so lost some of its peppy performance and great fuel economy. Though there are not many around, the AX GTi is arguably a more sensible buy, with better build quality and refinement, while still retaining good performance, and is regarded as a more fun car to drive. Still, consider an AX GT as they are a very entertaining car and slightly more common. The AXs are built down to a weight and, simply put, they do tend to fall apart, and interior trim and some electrics can be very flimsy. The body panels were made of thin metal in as many areas as possible to save weight and they dent and mark easily. Later cars are noticeably better though. Mechanically, they are relatively simple, but cars that have been well maintained are always a better choice.
MG Metro Turbo
The MG Metro Turbo was a typical ’80s British car, never assembled particularly well. However, near the end of its run Metro quality did improve. It was still not perfect but an improvement over the earlier cars. Since NZ only got the very last MG Metros it is likely they are at least some of the better ones. The best things about the MG Metro are its oddball nature among hot hatches, and they are likely to have been owned by MG or British car enthusiasts who have cared well for them. If you find one for sale it is always essential to get it checked over by an expert regardless.
Fiat Uno Turbo
The Uno Turbo has developed a following worldwide for being a tuneable little package; this has even extended to NZ, though we would recommend restricting your search to unmodified examples. Replacement parts are quite hard to get and/or expensive in NZ. Parts that are not unique to the Uno Turbo are easier to find, as there were a reasonably large number of Unos on the road in NZ in the late ’80s and earl ’90s. The Uno Turbo falls prey to the Italian car rust issue, especially around the wheel arches and sills. The facelifted cars were better, but rust can still plague them. Electrical difficulties can be a problem, as this model Uno is well equipped with electrical devices that can fail, but always check the earthing — it’s sometimes an easy fix. Fiat specialists are definitely the place to go for servicing needs.
Peugeot 106
The 106 in all its forms is a solid buy, probably the most sensible choice of the cars covered here, as they are the most reliable and well put together and arguably, are dynamically the best in this size bracket. As long as the 106 has a decent, known service history and has been well maintained it will likely be a nice, reliable, useable car. As with most cars, Peugeot has got the quality control sorted in the later models, and early niggles and faults have been rectified. Low kilometres are usually better, but don’t necessarily shy away from a car with higher kays if it has good history.
The XSi models are the most common and the cheapest and still offer a fun, warm hatch drive. The Rallye is perhaps the most rewarding 106 to drive fast, and while it lacks the refinement of the other 106s it could still be used also as a daily driver if you are somewhat of a masochist. However, being a special model they are very unusual and often fetch more than a 106 GTi, which many consider the best buy of the 106s, with all the speed and handling of the Rallye in a more usable package. You are also more likely to find one for sale, and it may even be cheaper than a Rallye.
Specifications
Citroën AX GT and GTi
Production: 1987-’91, 1991-1995
Engine: AX GT: 1360cc four-cylinder 8v sohc twin-choke carb, 63kW (85bhp). AX GTi 1360cc four-cylinder 8v sohc EFI, 75kW (100bhp)
Performance: AX GT 0-96kph (0-60mph) in 9.5 seconds, top speed 175kph (108mph). AX GTi 0-96kph (0-60mph) in 9.3 seconds, top speed 183kph (114mph)
MG Metro Turbo
Production: 1983-1990, 21,968
Engine: 1275cc four-cylinder pushrod ohv single carb turbo, 69kW (93bhp)
Performance: 0-96kph (0-60mph) in 10 seconds. Top speed 175kph (110mph)
Fiat Uno Turbo
Production: 1985-89/1989-’94
Engine: 1300cc four-cylinder 8v sohc EFI turbo, 78kW (105bhp) then 1372cc 8v sohc EFI turbo, 88kW (118bhp)
Performance: 0-96kph (0-60mph) in 8.3-9 seconds. Top speed 193-203kph (120-126mph)
Peugeot 106 XSi, Rallye and GTi
Production: 1991-’96, 1996-2003
Engine: 1294/1360/1587cc four cylinder sohc/dohc, 72-90kW (95-120bhp)
Performance: 0-96kph (0-60mph) in 10-7.4 seconds. Top speed 190-204kph (118-127mph)
Words: Phillip and David Cass
This article is from Classic Car issue 222. Click here to check it out.
