INFO GUIDE: 1987 - 1990 Peugeot 205 GTI Phase 1.5 (1.9l)

• Phase 1.5 and later cars were fitted with a revised dashboard design distinct from the Phase 1 cars, but retained the same light grey plastic. The new dashboard had a different overall shape to the earlier phase dashboards, and had rotary controls for the heater (as opposed to the earlier sliding controls applied to the Phase 1).
• Phase 1.5 trim options included the following:
  
  • For the main European market cars:
    • Half grey leather with red stitching (on the bolsters and head rests). These had dark grey / silver "Quattro" velour cloth panel inserts with a red stripe through the middle (These were known as "Ramie" / "Ramier" in France). In French market cars, seats were also available with cloth bolsters in place of leather. This trim was the same as offered on Phase 1 vehicles.
    • From July 1989 (the 1990 model year) a new interior trim was offered: Black half-leather (on the bolsters and head rests) with black and red “Quartet” velour cloth insert panels.⁴
    • Special edition Miami Blue metallic and pearlescent Sorrento Green cars were sold in the main European markets with grey full-leather seats with red stitching, and grey carpets in place of red.
  • Export market cars (those exported to Australia, Japan, Sweden and Switzerland) received new "Monaco" seat trim inserts, with grey cloth seat bolsters and headrests.
• Redesigned door cards were introduced on the Series 1.5, trimmed in the same grey vinyl. The new door trims have a red pin-stripe placed higher up on the door card, a re-designed arm rest, and the trim now extended the entire height of the door up to the base of the window. The lower quarter of the door card retained the red carpet trim (with grey carpet applied to the special edition cars).
• Carpets were a velour cut pile type, bright red in colour for all models except the special edition cars, which had grey carpets.
• A Philips model 569 4-speaker radio cassette was installed in the Phase 1.5 GTIs up until early 1989 (replacing the Philips 553). From early 1989 (date unconfirmed) a Clarion 4-speaker radio cassette system was fitted (part numbers sighted for this later Clarion unit include PU-9492A, PU-9833A and PU-9679A). See images for examples of both.⁵
• Redesigned leather wrapped three-spoke steering wheel with GTI centre badge replaced the 2-spoke design if the Phase 1.
• The gear change pattern in Phase 1.5 cars remained the same up until July 1989, with reverse located at the top left position. From August 1989, (following the introduction of the BE-3 gearbox for the 1990 model year), reverse gear was relocated to the bottom right position. The pattern was printed in red on the gear knob. The gear shifter boot was grey leather with red stitching, (matching the seat bolsters in "Quattro" velour trimmed cars, and special edition models with full grey leather).
• Phase 1.5 cars from August 1989 had a carpeted boot, and central locking standard.⁶
• Alll cars were fitted with a cargo cover attached to rear hatch (as applied to all Phases).
• Inertia front seatbelts and manual adjustment rear seatbelts carried over from the Phase 1.
• Electric windows and central locking were standard in most markets for the Phase 1.5 cars.⁷ When electric windows were optioned, a blanking disc was placed over the crank handle hole in the door card, and switches placed at the front end of the door bins. On the Phase 1.5, illuminated switches were introduced.
• A sliding glass sunroof was optional.⁸
• The instrument cluster included a 230kph / 140mph speedometer and rev-timer (redlining at 6,000 rpm).
• Peugeot GTI floor mats were optional.
• Air-conditioning was optional.

The following table provides the original paint colours available on the Phase 1.5 GTI:⁹   

Special edition or low production colours:¹⁰

Note: Colours other than red or white were extra cost colours in most markets, explaining the disproportionate number of cars produced in Cherry Red and Alpine White.⁸

Paint code location:

The colour code for the 205 GTI is located on top of the front bonnet slam panel / cross-member above the left side headlight. The code was painted on cars in the factory using a stencil. See images for a better description of the location and typeface. This may have been lost due to new paint / restoration work, however, we have been advised that these codes were not necessarily painted onto every car, so in some cases may be absent.

The following VIN / chassis number formats applied to the Phase 1.5 GTI 1.9l:¹²

1. VF320CD62######## = 130cv engine.
2. VF320CDK2######## = 122cv engine with the optional catalytic converter.
3. VF320CDF2######## = 105cv export market engine.

The VIN is made up of 3 sections:

The Phase 1.5 205 GTI (1.9) VIN can be interpreted as follows:

Serial numbers and model years:¹²

Note – model years (apart from AM88) started on 1 July of the previous year. The above information contained in the tables has been confirmed by our contact at 205gti.info.

Chassis number location:

The chassis number should be present in two locations:

1. Embossed on the vehicle’s data plate (Riveted to the body, under the hood, you will see the plate just behind the right hand side suspension strut, mounted on the flat area between the suspension strut and firewall).

2. Stamped into the body of the car (On the flat edge of the firewall / bulkhead, directly above the chassis plate, you will find the chassis number stamped into the scuttle panel, which should match the number provided on the data plate).

Examples of the chassis plate and body stamping are given in the images, including a close up example of the typeface used for the VIN stamping on the body. For further details of the 205 VIN including other non GTI models, see 205gti.info.

The Phase 1.5 GTI 1.9l cars came with either the XU9JA, XU9JAZ or XU9J1/Z engine depending on the vehicles market or options selected.¹⁰ These engines had two tags riveted to the engine block (at the timing belt end), close to where the alternator mounts. The two tags contain relevant numbers to determine the specification of your engine.

Tag 1 provides the engine type code (including capacity and power specification)

Tag 2 provides the engine prefix applicable to the engine type code, and the unique engine number. Please note, we have confirmed that "1CW" refers to the 1.9l engine, however, we are still researching the meaning of the two characters that follow "1CW". There appear to be numerous codes applicable to each engine type (as outlined below), and it may be the case that these codes represent the date on which the engines were completed, or some other similar data. Please contact us if you have any information in this respect.

Three engine types available:

• Non-catalyzed engine (main European market engine):

​Tag 1: D6B = engine XU9JA 1.9l (130cv / 94kw @ 6,000 RPM / 168 Nm torque @4,750 RPM / 9.6:1 compression ratio).

Tag 2: 1CW, followed by one of the following codes: 44, 2P, 3U, 45, 6D, 6E, 6L or 70 stamped into the tag, followed by a 7-digit unique engine number for that block stamped below.

• Catalyzed engine (A catalytic converter became optional in 1989 for the European market cars,¹³ and is identified as follows¹⁴):

Tag 1: DKZ = engine XU9JA/Z 1.9l (122cv / 88kw @ 6,000 RPM / 151 Nm torque @3,000 RPM / 9.2:1 compression ratio - with catalytic converter).

Tag 2: 1CW, followed by one of the following codes: 3M, 2E, 3N, 6P or 6U stamped into the tag, followed by a 7-digit unique engine number for that block stamped below.

• Emissions regulated export market engine:

Tag 1: DFZ = engine XU9J1/Z 1.9l (105cv / 76kw @ 6,000 RPM / 146 Nm torque @ 3,000 RPM / 9.2:1 compression ratio - This engine was fitted with a catalytic converter to meet stricter emissions regulations in those countries).

Tag 2: 1CW, followed by one of the following codes: 75, 46, 24 or 3H (Sweden) stamped into the tag, followed by a 7-digit unique engine number for that block stamped below. 

Note, we have not as yet confirmed the specific engine details for vehicles from Switzerland, so cannot confirm with any certainty whether they comply with the same engine numbering as applied to export market cars such as those in Australia. We note that data from a contact confirmed Swedish and Japanese cars are believed to have been fitted with both the DFZ and the DKZ engines. An engine change in those markets may have occurred for the 1990 model year during the changeover to the BE3 gearbox. Any information and evidence is appreciated to improve the accuracy of this section, so please don't hesitate to get in touch if you have relevant data.