This was written for the Peugeot Car club of NSW and also recently published on Facebook on "Racing Peugeot Australia" in case you missed here it is. Enjoy.

On Facebook, in 24hrs it has reached over 6000 people and over 3000 have clicked to read. 190 reactions and 18 shares. The power of social media.

The fastest Peugeot in Australia:
Car144 History (by Parry Anastakis)

Growing up in a family that never had a car, my obsession of having one kicked off my love affair with the automobile. My first car being a Volvo 144, then a BMW 320i to a V8 SLE Commodore and many other forgettable cars over the years. My soft spot is for the Volvo 144 with twin Stromberg’s and a sports exhaust and a 5 speed manual from a later Volvo, attached to some soft Yokohama A032s Is how I learnt how to drive quickly. Back in the 80s our local race track was the Royal National Park on every Sunday night. We would have up to 20 cars race through from the entry gates to Stanwell tops. Back then it was Escorts, Cortina’s, Gemini’s and an Alfa GTV that we would race through the park.

My passion for Peugeot cars started when I went to the movies and saw the short film “Climb Dance”. What is this Peugeot car I see being thrown around with such finesse? I always wanted a 205Gti, the look was just so sporty and an advertisement I saw in the Sydney Morning Herald that read “How to keep up to the Porsches.” It wasn’t until the year 2002 that I bought my first 205Gti. An immaculate 1992 Series 3 in white and my first introduction to Aussiefrogs. It was an Aussiefrogs track day that gave me my first experience on a race track and with the 205. If memory serves me right my first track day in a stock 205gti I managed a 1m18s only to be beaten by a Gti6 on very soft rubber that was doing 17s. That track day had me booked!

I then started doing Supersprints with the series 3 205 and competing in the Combined Sports Car association (CSCA). It’s here that I met Owen Wuillemin and Peter Taylor and their 2 young kids Adrian and John. This led to a strong friendship till this day and the development and evolution of the Fastest Peugeot in Australia.
It was clear that I was getting serious with my motorsport and I could not have a daily driver as a competition car. My good friend Ashley and I went out and bought a Red 1990 205Gti at Manheim’s Auctions as a write off for the silly amount of $1000 back in 2004 and this is the car that you see today running around Wakefield Park in the 1m5s.

Suspension
The car for many years ran Gaz coilovers at the front with 250lb springs. The rear had stiffer ARBs and Torsion bars. To get camber we ran Compbrake front wishbones coupled with Citroen BX driveshafts. The compbrake wishbones actually collapsed twice during a race when running slicks. The G forces that were created at maximum braking and turn-in at turn 2 at Wakefield Park was just too much for the wishbones and we need to get them reinforced to take the punishment of slick tyres. With this setup we were able to run 4deg camber but only 1.5deg castor.
The rear end was an interesting way of getting some negative camber. We purchased a set of trailing arms from Hans Reihs, previously owned by Peter Taylor, but originally built and run by Simon Crane in a 205 Rally car. Simon had used heat to bend the trailing arms to get the camber and we still run these arms today and we achieve 2degs neg camber but toeing out slightly which is not ideal for turn in.

The cars biggest transformation was when we were introduced to Greg Nolan. Greg runs Concept Suspensions and he transformed how the car handled.
The car was raised and a rake of 10% rear to front was introduced. We went to spax coilovers wearing 600lbs springs on the front with Nolan adjustable top hats. The rear Greg engineered a new coil over system that has never been seen before and now adapted to other cars.
Recently we have removed the compbrake setup and introduced a tubular setup that can now be adjusted without removing the wishbone. With this front end setup we are able to run now 3.5deg camber and 6 deg castor. The car is so easy to drive and we make slight adjustments to the rear track to dial in or dial out oversteer.
Rims help us also widen the track. We run 15inch by 8inch and ET0 normally wearing 205mm or recently 225m tyres.

Engine
For over 10 years we ran a standard 8v motor from a series 3 and did well in supersprints but in MRA and the 300s we always were midfield at best. It wasn’t until we introduced the 16v that was designed by Owen Wuillemin and Peter Taylor that the car become a front runner.
The first 16v we ran was a Xu9 (Alloy Block S1 405mi16) but oil pressure issue and twisting cranks caused us issues so we sacrificed weight and moved to a Xu10 (S16/S2 405 Mi16) block with the Xu9 head and we have never looked back. With the original Xu10 running over 100hrs with no issues.
The Xu10 has all forged internals, solid lifter head and oil pressure is supplied by a pace dry sump system. Fuel is managed by a Haltech E6X (14years old) through Porsche 911 turbo injectors. The car breathes through a Collin Satchel manifold and 48mm EFI hardware throttle bodies.
Cooling comes from a spoox provided 60mm core radiator that is shorter in height and the system runs straight water wetter and water.

The Dyno results show 140kw (183hp) at the wheels. With car weighing 820kgs the power to weight is its winning combination.

Brakes
Early on we had upgraded the original Calipers to 307HDI 283mm setup and have served us very well. The only issue was pad knockoff and we could not use pads below half wear.
Pads were the biggest differentiator. We started off with EBC greens and Ferrodo D2500s and both were useless after 3 laps. Ferrodo D3000s were a little better but still not what you need for a dedicated track car. When we took the leap and purchased $600 worth of pads, Project Mu, we understood what good braking was all about. Winmax W7s are also a good race pad as I have found Project Mus don’t like extreme heat and start to crumble.
We also run compbrake pedal box but there is firewall flex and we have plans for a floor mounted kit eventually. But using a non-assisted pedal box is a great improvement to modulating your braking.
The only issue with the 307 calipers was the knock off and a long pedal in endurance races as the pads wore down.
We have recently moved to Yellowspeed 4 pots and 2 piece discs and so far they seem to be performing very well. I am still learning and getting comfortable with them.

Tyres
Have primarily run Khumo S700 slicks and Yokohama A050 R spec treaded tyres. Yes the slicks are faster by about 0.5 seconds, but I would love to try Dunlop slicks, over the A050s.
But here is the big difference. The slicks last for a handful of heat cycles and lose their grip and time to heat up, where the A050s keep their grip right down to the canvas.
Winton 2015 also taught us the biggest lesson; R spec treaded tyres are not the best in monsoon weather conditions. Dedicated wet tyres are the only way to go, earlier this year at a wet Wakefield park MRA round the little Pug that could got pole position and 5 secs ahead of its nearest competitor.

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Transmission
We are running BE3 box with a BE4 case, (thanks to Andy Baker) 1st and 2nd gears are 405, 3rd, 4th and 5th are Gti6 gears which gives us a 1:1 5th gear. The diff is a Tranx plate LSD, a huge improvement over the Quaife unit, and a 4.4 Crown.
This setup is great for Wakefield Park, but we run out of RPM at Sydney Motorsport park main straight and we need to run higher profile tyre to help compensate and 8000rpm limit. Ideally we should be fitting a different spec box to run at SMP.
We also run a Collin Satchel gear selector.

Big thank you out to #Penriteoil for their support over the last 3 years. Also Harland Engineering, Suspension Concepts, Slotshop for their support of the years.

The future
To be the fastest ever Peugeot in Australia we need to beat 1:03:6 at Wakefield Park set by the BTTC under 2 litre 406 back in the early 2000s.

The choices we have are either a Supercharger kit or Honda power, coupled with some decent aero we could see us set the new record. But my age and funding might be the limiting factor to getting there.

For now we have achieved many milestones and are proud of what we have achieved.

For the full suite of photos please visit the Facebook page "Racing Peugeot Australia" as the photos are too big to post here.

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