Can any one tell me the difference between 106 xsi, gti and rallyee

[Dikt8r]

Hi there,

Can any1 tell me the difference between peugeot 106 xsi, gti and the rallye. Thanks

[Pee Dubbaya]

There are series 1 & series 2 106's. S2 is facelift & looks a lot more modern. The model range also changed & the Xsi was replaced with the higher spec GTI.

Series 1
Rallyes are lightweight, have tuned single cam 1.3l, stiffer suspension & lots of styling differences.
Xsi's are either 1.4l or 1.6l single cam and are the next step down in terms of sportiness.

Series 2
Rallyes changed to tuned single cam 1.6l
GTI's introduced with twin cam 1.6l

There are a number of small design changes but I won't bother detailing as I figure you're after a general comparsion.

[Dikt8r]

Woww thanks a lot. Very informative. This is the first peugeot i have owned.

Mine is a bit weird spec. Its 1994 series 1 with 1.6l engine xsi but 16v so little confused is this would be equivalent to later model gti.

Has no power streering or Ac but has power windows.

Once again thanks a lot!!

[DRTDVL]

Don't forget the 106 clubs ports pee....

[MYRUSH]

Clubsport = rallye

[cams16v]

badges are different 

[DRTDVL]

Didn't the clubsport also get the group n chip,  Peugeot sport shocks/Springs, and bolt in roll cage....

[Pee Dubbaya]

Yup sure did, though it's just a dealer spec essentially, not a completely different model.

[DRTDVL]

Thought they where only made for the 1 make race series they had? You couldn't get them any other way and we are the only country in the world to have them?

[MYRUSH]

We bought over 24 rallyes, 20 went onto being modified, dubbed/registered a clubsport and then raced. 4 were registered as rallyes, plus you might get a couple odd imported too. Because whoever modified the other 20, they registered at as clubsport (Maybe they felt like they 1 upped a rallye = new name). But yeah, chip, cage, motorforms, exhaust, suspension, bonnet catches (Usually) is a good way to spot one, as they still stickered them as 106 rallye's

[Pee Dubbaya]

^ What he said. Edgell Motorsport did the mods.

[Pee Dubbaya]

Also found this info that gives some background to how the sporty 106's evolved.

Peugeot 106 General Information

The Peugeot 106 as a competition car was fully Peugeot Sport engineered, but it was mainly aimed at amateur and privateer drivers. The plan was there from the beginning, but it took off slowly. The problem was that at first there was no clear sporty model in the road car range. Well, there was, but in the form of the 106 XSI. This 106 XSI had the 1.4 engine, which Citroen kept using in their Visa and AX models, but until now Peugeot made a point to avoid that engine for motorsport, especially since with 1360cc it would fit in an unfortunate way into the then 1301-1600cc class. The step was taken nevertheless and the car got to some minor fame as a works car in the hands of Christian Bruzi and Gilles Panizzi in France.
May the early groupA 106 have been unfortunate in its cc class, it showed very soon that Peugeot had created another giant killer. Gilles Panizzi gave his WRC works driver debut in a 106 XSI 1.4 on the 1993 Tour de Corse. Gilles crashed early, but his team mate Christian Bruzi came 13th overall. Better even, in the Italian WRC round that year, San Remo 93, Angelo Medeghini even made it into the top10 overall! A 1360cc FWD car for overall results!
Some years later the 205 was nearing the end of its production live and with it went the hugely famous and successful homologation special, the 205 Rallye 1.3 - a car designed to be light, cheap and in a way to take the mick of the FIA and the groupA era. Confusingly meanwhile we also had the 106 as an XSI 1.6, but this being an 8 valve engine, it wouldn't really have been much more interesting for competition than the XSI 1.4. Further confusion was created, when the FIA - exactly because of the unbeatable 205 Rallye 1.3 - moved the smallest cc category up to 1400cc. Now the XSI 1.4 all of the sudden was a suitable car for class wins, although this move did not stop the 205 Rallye 1.3 to be competitive. After all this confusion Peugeot decided to revive the 205 Rallye 1.3 idea and created a 106 Rallye 1.3 on the very same lines. This 106 Rallye 1.3 repeated the Panizzi/Bruzi 106 XSI 1.4 success story as a works car with Fabien Doenlen in France and David Higgins in the UK.
In 1996 the competition story of the 106 received a massive boost when there was a major face lift to the 106 model series. At least one face lift half way through a comparatively long production life of a model is quite typical for Peugeot, but the 106 face lift was unusual for Peugeot standards as even the size of the car was affected. The "new" 106 grew by no less than 100mm and such moved much closer in size to the 2-series Peugeots (being i.e. just 28mm shorter than the good old 205). And it was only this 2nd edition 106 that became a real big story in rallying.
To add to all the confusion we already had, there was a Rallye version of the "new" 106 as well, but this moved away from the original concept of the "Rallye" series: It had a 1.6 engine! It also had a mono point injection system rather than carburettors, but it stayed with the idea of stripping the car of all unnecessary luxury to make it super light. However it still had an 8 valve engine at a time when the 1.6 16v 106 S16 wasn't too far from becoming reaility, so the Rallye 1.6 never became too big a story and never had any noticeable results in groupA form.
Then the 106 S16 in groupA showed nicely what the 106 in competition was all about. The groupA version we note with 140BHP. This is not a misprint, Peugeot did that on purpose. We all know that by the late 1990s it already was no problem to get a groupA 1600cc 16v to 200BHP. But the whole point of the entire range was to be an amateur friendly car. The most common 106 S16 groupA had power lifted from 118BHP standard to only 140BHP. This did not cost much more than groupN preparation and the car had reliability. This version was often referred to as "Challenge Spec", as it had all carpets, parcel shelves, etc kicked out to minimise weight. The engine was close to standard and the gearbox was borrowed from the 306 S16, which is a 6-speed standard. So we have a very light car with budget standard components, but then stretch to proper groupA brakes and a limited slip diff = fun, fun, fun! And that turned the 106 S16 into the next toy as a base car for the Peugeot Cup in UK and France. The Peugeot Cup is the most famous one-makes-series, creating stars as Richard Burns, Francois Delecour & Gilles Panizzi. Discoveries from the 106 Cup include Mark Fisher, Kris Meeke, Cedric Robert, Alex Bengué & Daniel Sola. And Séb Loeb had one as his first rally car.
Indeed the 205 GTI is most famous for many car fans and rally fans as a car with supurb fun handling. For some reason the 106 did not quite reach this same fame in public, but for insiders, and especially British and French 205 Cup drivers, the 106 S16 was the true successor to the 205 GTI and if anything even more fun. The 106 S16 also had the same suspension basics, read the 205 groupA chapter for an explanation on Peugeot's torsion bar rear axles and their effects. And if you are still not convinced, it probably needs some searching youtube and shops, but in Jeremy Clarkson's 1997 movie "Apocalypse Clarkson" the main feature is to identify the best handling car in which Richard Burns and Tim Harvey join Clarkson for the test and they all agree the 106 S16 beats Porsches, Ferraris, Nissan Skylines, BMW M3s for the best handling car. And if the Challenge Spec groupA car was not that powerful, it combined all that with affordable price, lighter weight and big brakes, and you have smiles guaranteed.
For the big or rich guys (and gals!), there also was a 106 Maxi created, but this being under F2 kit car rules has its own chapter.