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, Thailand, 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 1992 with 1,116,868 of these being saloons/sedans.
History
thumb|left|An early 1980 Peugeot 505, photographed in 1981
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. It is known as the "Work Horse" of Africa today. The front-engine, rear-wheel-drive layout differentiated the 505 from many of its marketplace competitors.
After initially being produced only in left-hand drive for its first few months, the 505 was available in right-hand drive for RHD markets from October 1979. Its best selling competitor in the UK was the Ford Granada.
left|thumb|Peugeot 505 interior
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. The 505 also had good ground clearance; if that wasn't enough though, Dangel offered a taller four-wheel drive version of the 505 Break/Familiale equipped with either the intercooled turbodiesel engine or the 2.2-litre petrol, engine. The four-wheel drive 505s converted by Dangel also have shorter gear ratios. Initially higher-end petrol models used a fuel-injected alloy engine while lower-end models models used a carburettor, with a diesel also sold. In October 1982, the 505 Turbo Injection was introduced. This used a 2.2-liter version of the Simca Type 180 engine, developed by Chrysler Europe, as this block was stronger than the Douvrin engine used in the STI. The initial model developed ; thanks to the introduction of an intercooler this increased to in early 1984. In 1985 a dealer-installed Kit de 200ch, developed by famous Peugeot tuners Danielson, became available. A further upgrade at the time of the 1986 facelift increased power to thanks to a slight increase in boost, at which time ABS brakes were also added to the 505 Turbo. In March 1981 Leyland Australia took over and kept assembling the 505 until the end of 1983. The first diesels (XD2) arrived in July 1979, two months after the petrol versions.
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|XN6||Bosch K-Jetronic fuel injection with catalytic converter|| at 5000 rpm|| at 3500 rpm||8.35:1|| ||Reserved for the North American market and other countries that required catalytic converter.
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|1995 cc<br />OHC I4||ZEJK 829B||Bosch K-Jetronic fuel injection|| at 5250 rpm|| at 4000 rpm||9.2:1|| || "Douvrin Engine"
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|rowspan="4"|2165 cc OHC I4||ZDJK||Bosch K-Jetronic fuel injection|| at 5750 rpm|| at 3500 rpm ||9.2:1|| || This was a longer stroke version of the ZEJK
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|ZDJL 851B||Bosch LE2-Jetronic fuel injection|| at 5500 rpm|| at 4250 rpm||9.8:1 || ||Acceleration from 0 to 100 km/h: 10.0 s
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|ZDJL 851Y||Bosch LE2-Jetronic fuel injection|| at 5750 rpm|| at 4250 rpm||9.8:1|| ||Practically the same as ZDJL 851B, but with little changes to meet other countries legislation requirements.
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|ZDJL 851X||Bosch LU2-Jetronic fuel injection with catalytic converter|| at 5000 rpm<br />or at 5000 rpm|| at 3500 rpm<br />or at 3500 rpm||8.8:1|| <br /> ||
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|rowspan="3"|2155 cc<br />OHC I4||N9T||Garrett Turbocharger, Bosch L-Jetronic|| at 5200 rpm|| at 3000 rpm||7.5:1|| || Also known as the "Simca Type 180" engine. Acceleration from 0 to 100 km/h: 8.8 seconds.
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|N9TE||Intercooler, Garrett turbocharger, Bosch L-Jetronic|| at 5200 rpm|| at 3000 rpm||8:1|| ||
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|N9TEA||Intercooler, turbocharger, Bosch L-Jetronic|| at 5200 rpm|| at 3000 rpm||8:1|| ||Equipped with an electronic boost controller; acceleration from 0 to 100 km/h: 8.4 seconds.
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|rowspan="2"|2849 cc<br />OHC V6 ||ZN3J 154F||Bosch LH-Jetronic fuel injection|| at 5600 rpm|| at 4250 rpm||10:1 || || Acceleration from 0 to 100 km/h: 9.2 s
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|ZN3J 154X||Bosch LH-Jetronic fuel injection with catalytic converter|| at 5000 rpm|| at 3750 rpm||9.5:1|| ||
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{| class="wikitable collapsible collapsed"
! Diesel
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!Engine layout
!Model
!Fuel system
!Power
!Torque
!Compression ratio
!Top Speed<br />km/h (mph)
!Notes
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|rowspan="3"|2304 cc<br />OHV I4||XD2|| rowspan="2" | pre-chamber IDI || at 4500 rpm|| at 2000 rpm||22.2:1|| ||From the Peugeot 504, was used on early models, and was also supplied by Peugeot to Ford for the Sierra and Granada
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|XD2C|| || || || ||
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|XD2S|| Garret turbocharger, IDI || at 4150 rpm|| at 2000 rpm||21:1|| ||
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|rowspan="3"|2498 cc<br />OHV I4||XD3|| pre-chamber IDI || at 4500 rpm|| at 2000 rpm||23:1|| ||
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|XD3T|| Garret turbocharger, IDI || at 4150 rpm|| at 2000 rpm||rowspan="2" | 21:1|| ||Used on 1985 and newer models
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|XD3TE||Intercooler, turbocharger IDI|||| at 2000 rpm || || GTDT
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Trim levels
thumb|left|1985 Peugeot 505 GTi sedan (Australia)
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.
North America
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.
Diesel sales were strong in the aftermath of the energy crisis, with diesels reaching a peak level representing 85 percent (14,430 diesels) of the company's US sales in 1981 (their best year in the US). Both the XD2S and larger XD3T were available in the US for model years 1985 and 1986, with the smaller engine being fitted to station wagons. By 1986, after the Oldsmobile diesel debacle and many years of stable fuel prices, only the turbodiesel remained and diesel sales were down to a share of just over 10 percent (1,545 out of 14,439). New for 1987 was the limited edition Liberté model (so named in honor of the centennial celebration of the Statue of Liberty). Diesel engines were no longer available in the US after 1987.
All North-American bound 505's were built in Peugeot's Sochaux Plant, in France. In December 1980, as a late introduction for the 1981 model year, a 2.3-liter turbodiesel model with arrived. Unlike the naturally aspirated model, the turbodiesel received a five-speed manual as standard fitment. The turbodiesel was very successful as it had no direct competitors in the United States market and represented nearly half of all Peugeot sales during the first model year. The engine was similar to the one seen in Europe, albeit initially without an intercooler. Max power for 1985 was .