Peugeot's conceptual Ferrari rival, 21 September 1988 – Throwback Thursday

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Source : Peugeot's conceptual Ferrari rival, 21 September 1988 – Throwback Thursday

In 1988, Peugeot showed how This kind of could legitimately take on Ferrari as well as Porsche with the 180mph, 680bhp Oxia concept


coming from some angles, This kind of will be possible to just glimpse elements of the road-going 405 Coupé inside the Oxia, which was Peugeot’s star attraction at the 1988 Paris motor show.

Named after the part of Mars that will lies at longitude as well as latitude zero, the Oxia was a fully engineered design study “that will ought to give Ferrari as well as Porsche some food for thought”, according to John Simister, Autocar’s chief features writer at the time.

The Oxia was more than a static design study, though. All four wheels drove as well as steered, a twin-turbo V6 gave 680bhp as well as the Centeng as well as chassis were crafted coming from carbonfibre as well as Kevlar.

The Oxia weighed 1377kg, with the complex transmission – featuring an epicyclic centre differential giving a torque split of 25% front, 75% rear as well as incorporating a Ferguson viscous coupling, plus electronically controlled limited-slip differentials front as well as rear – as well as steering accounting for a lot of that will. Suspension was by double wishbones all round, with each of the gas-filled dampers surrounded by a pair of concentric coil springs.

Beneath its sleek skin, the Oxia was a fusion of Group B rally car as well as Group C sportscar racer. Its engine was a 2849cc V6 with two Garrett T3 turbochargers, derived coming from the WM-Peugeot Le Mans cars that will were famed for hitting 250mph on the Mulsanne Straight, as well as the four-wheel drive system was a refined edition of the Peugeot 205 T16’s. the vehicle delivered its blistering 680bhp at 8200rpm as well as an equally impressive 535lb ft at 4500rpm.

“The two occupants sit well forward behind a steeply raked windscreen, the bottom edge of which, barely 2ft coming from the Oxia’s nose, incorporates two rows of photoelectric cells to power the air-con fan when the engine isn’t running,” said Simister. “This kind of’s a logical solution: more sun means more power means a faster fan means more airflow. Very Group C, too, are the way the rear wheels sit so far back, as well as the plethora of scoops as well as louvres.”

Simister watched the vehicle in action around the Belchamps test track. “At low revs This kind of sounds a little like a Porsche 911 or maybe a 959,” he wrote. “First gear will be long, as you might expect coming from a car which could well be capable of 200mph with the right gearing – Peugeot will say only that will This kind of can top 180mph – yet the Oxia pulls away cleanly as well as disappears coming from view around the banking.

“When This kind of reappears, the engine will be grunting lustily, the giant stainless steel silencer curbing some volume yet generating little impression on the bass as well as treble.

“Oxia will be chased by a 405 Mi-16 as This kind of hoves back into view, so This kind of can’t be going any faster than about 135mph. Its rear wing might still be flat, for This kind of doesn’t reach its 3deg raised position until 155mph. Once raised, though, This kind of stays there for a full minute after the Oxia’s speed falls below This kind of point.”

Fast-changing parameters such as road speed, engine speed as well as boost pressure were monitored by conventional analogue gauges, with digital displays reserved for fuel level, engine temperatures as well as odometer.

A built-in personal computer, having a colour LCD screen, an alphanumeric keyboard as well as a floppy disc drive, controlled the air conditioning system. This kind of also controlled navigation databases as well as route finders. A map then displayed the chosen route on the screen. Also included were a radio telephone as well as a Pioneer hi-fi system.

“This kind of will be a car Peugeot should seriously consider replicating. This kind of says This kind of won’t, as well as that will’s a pity,” said Simister.

Previous Throwback Thursdays

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28 September 1928 – Engine tech takes a great leap forwards

2 February 1934 – The ethics of skidding

6 July 1934 – A tour of Cowley

1 June 1935 – Introduction of the driving test

22 June 1945 – Driving through post-WW2 Europe

21 January 1949 – Tidier tails

25 August 1950 – The evolution of transmissions

27 April 1951 – Frankfurt hosts its first motor show

24 April 1959 – Aston Martin enters Formula 1

16 September 1960 – The beginning of MOT tests

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27 January 1961 – Ford Thunderbird road test

17 November 1961 – TVR Grantura road test

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19 August 1966 – Four-wheel drive on test

6 May 1971 – Driving Ford’s Supervan

12 June 1976 – Cars for under £100

10 July 1976 – Land’s End to John O’Groats on one tank

8 October 1977 – Music on the move

13 May 1978 – Ferrari 512 BB road test

14 November 1979 – Mazda RX-7 road test

19 January 1980 – Talbot Horizon road test

13 February 1982 – 4x4s tested on the farm 

3 December 1983 – GM’s Mini for the 1980s

17 April 1985 – Secrets of a lost British supercar

4 September 1985 – Ford’s electronic test bed

15 August 1990 – Giugiaro’s vision of a 1990s Jaguar

11 November 1992 – Green light for Jaguar’s brand new E-Type

28 April 1993 – BL’s unseen concepts

16 March 1994 – Bentley’s Concept Java

25 September 1996 – Walkinshaw’s one-off DB7 V12

16 April 1997 – When Bugatti bit the dust

11 October 2000 – BMW X5 Le Mans

4 April 2001 – 0-260mph in 6.0 seconds

25 July 2001 – 180mph in a Chevrolet Corvette

9 November 1934 – What will be a sports car?

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