Year (R/L): 1991-2003 ```````````````````````` Host: GT2, GT4, & GT5
Type: 3-door hatchback
Country of Origin: France
GT2 Price: $19,230 ('99 1.6 Rallye)
GT4 Price: $12,630 ('03 1.6 Rallye)
GT5 Price: $11,520 ('03 1.6 Rallye) $18,519 (S16)
GT5 Rallye Mileage: 10,990.6
S16 Mileage: 1,932.5
Length: 145.3" // Width: 63.8" // Height: 53.9"
Overhang: @4 feet 5 inches
Track: 53.2" [F]
Ground Clearance: 6.1"
Construction: unit steel
Weight: 1,961 pounds (Rallye 1.6) // 2,116 pounds (S16)
Steering: power-assist rack & pinion
Layout: front engine / front drive
Tires: 175/60R-14 (Rallye 1.6)
Suspension: MacPherson struts, coils, anti-roll bars, wishbones
R. Suspension: trailing arms, torsion bars, anti-roll bars
vented discs [F] solid discs [R]
GT5 Rallye had oil change for all testing below
GT5 S16 was
tested without oil change or engine rebuild
Engine: 1.6 liter inline 4
the Rallye has a SOHC engine; the S16 a DOHC
Fuel System: EFi
Valves / Cyl: 2
Bore x Stroke: 3.09 x 3.23"
Final HP: ````107 @ 6,200 rpms (Rallye, GT4)
Fnl. Torque: 102
@ 3,500 rpms
Final HP: 101 @ 6,200 rpm (Rallye, GT5)
Fnl. Torq: 92 @ 3,500 rpm
HP: 116 @ 6,200 rpm (S16, GT5)
Tstd. Torq: 107 @ 5,000 rpm
GT4 Rallye GT5 Rallye GT5 S16
Credits per HP: $118.04 $114.06
Pounds per HP: 18.32 19.41 18.19
per Liter: 67.4 63.6
GT4 Rallye Idle: 1,000 // Redline: 7,250 // RPM Limit: 7,500
cars) Idle: 800 // Redline: 7,250, RPM Limit: 7,500
Transmission: 5-speed manual
GT4 Rallye: 10.700 seconds
GT5 S16: 9.736
GT4 Rallye: 30.650 seconds
GT5 S 16: 27.483
18.256 @ 81 mph
18.030 @ 80 mph
GT5 S16: 17.642 @ 82 mph
GT4 Rallye: 32.933 @ 103
GT5 Rallye: 32.644 @ 101 mph
31.742 @ 103 mph
Full Lap Testing, Test Course (GT4) and Daytona (GT5):
Brakes: 100-zero: 3.75 seconds 5.033, 5.184
Top Gear RPM @ 60 mph: 3,200 (Rallye & S16,
GT4 & 5)
Top Speed at Redline (GT4 Rallye)
1st: 32 mph
2nd: 59 mph
3rd: 86 mph
4th: 111 mph
mph @ 6,650 rpms
Top Speed at Redline (GT5)
1st: 33.7 mph
mph @ 6,575 rpm (Rallye)
127.3 mph @ 6,750 rpm (S16)
Ready for a bit of fun? Well here we go.
I don't have too much to say about this car, so this will wind up being one of my "short" reviews. On
the other hand, the 106 is such a great vehicle, and definitely deserves its place on this website.
There are many versions of the Peugeot 106 in real-life, from 1.1 liter slug-boxes and diesels...to those
with a faster predicament. But GT2, GT4, and GT5 thankfully gave us only the sportiest: the Rallye
1.6, and the slightly-stronger (but heavier) S16. Both cars are extremely useful and capable in
For every minus, there is a plus. Yes, these cars are underpowered, but they have extreme cornering prowess.
Yes, they accelerate poorly, but they have some of the best braking abilities, which can take you deep into
turns past many Ai. Yes, the 106 hasn't got much power on the aftermarket, but drop what few pounds there are to drop, and it'll
be able to keep up with some pure sports cars. ++
Lightweight these are, and nimble as hell. The Rallye and the S16 boast small differences in appearance;
the former has a boxier look (being based on real-life rally versions) while the S16 is a tad more "curvy". Give a spin
in either, and one can appreciate some of their bossy behaviour on the tracks. That's a good word: BOSSY.
These cars are bossy little punks at the tracks.
...If you don't mind some occasional slowness...
-------------------ENGINE / DRIVETRAIN------------------
In some regions of France, it is well-known that snails are on the menu. People eat
snails. Yuck. So is it possible that a car that seems (at first) snail-ish could eat others? Let's find out.
So as noted above, we have two versions of the 106: the Rallye and the S16. Not only do they have visual
differences from one another, under the hood there is also some difference. The Rallye is equipped with a single-overhead
cam engine, and the S16 has a dual-overhead cam. The difference in power, however, amounts to just a few horses--before or
Either way, these cars start with just over 100 horsepower, and the rest is predictable: sluggish acceleration,
sub-standard speed at the limit, and low torque as well. There are some good things to note, as well. These cars have extremely
grippy front-ends, and stay well within their range of capability lots of times. This means you'll often be able to jump
on the gas and stay on it before leaving some corners. The power-band is also wide and easy to
work with. No Civic-like wheelspin or torque-steer, though higher revs still create the best power. Peak power is often well
below redline for some reason, which is great for those who are driving these with manual boxes. Never shall the evil RPM
limit raise its ugly head, assuming the driver knows when to shift, and stuff. Typical front-drive issues are kept to
a minimum (at least while the car is near-stock or modified up to Stage 2) and these merits generally stay with us till the
engine is modified up near 200 horsepower.
And we have mods a-plenty. GT2 106's can be equipped with....GT4 versions get 3 levels of naturally-aspirated
systems, and 3 turbo stages. Ultimate power can't be tweaked past 250 hp in any game, but since these cars
are so light, there's still a lot of races they can participate in.
The 106's 5-speed drivetrain is spaced evenly and I have no real complaints about it. You will need
taller gears (via a full-custom transmission) at some tracks, though. And at other, tighter tracks like CŰte d'Azur, Laguna
Seca, and Autumn Ring, close gearing comes in handy as we'd expect.
There isn't much more to say. I told you this one would be short!
----------------------CHASSIS / DRIVETRAIN-----------------
Power may be limited, but never fear! All is not lost.
French cars are famous for having soft suspensions to deal with bad roads that were either cobblestoned
or damaged after World War II. CitroŽns, Renaults, Peugeots, etc, have a generally cushy feel...or at least
they used to. The 106 doesn't follow this trend. It has a surprisingly solid undercarriage mounted on tight coils up front
and torsion bars in the rear.
Solid & tight....those are the two words that came to mind
as I piloted this car around many tracks, skimming by walls with inches to spare, and bouncing (literally) over
minor curbs and bumps. Aftermarket suspensions will allow us to tighten those springs even tighter than can be found on some
faster cars, as well. This car never lets you forget how desperately sporty it's trying to be, and often it succeeds in doing
What we have here is a very sensitive front-end. Sensitive to minor changes in throttle
position, taps on the brakes, and mid-corner steering re-calculations. Typical front-drive malaises
(understeer, torque-steer, and wheelspin) are all present, but before they show up, there is LOTS of grip. LOTS
of front-end dominance. The 106 is a great car for both beginners and pros alike ... manueverability is always available,
and most understeer is often tamed with a momentary backing-off from the throttle.
Does this car have a limited-slip in place, even when stock? I couldn't find an answer to this question
as I searched the 'net...but I'm guessing it probably does. Not only is wheelspin low, but this car (despite its light-weight)
will grip out of corners, even as the 106 starts to lean. I never experienced any inner-wheel spinning.
A bit off-topic, but here goes. Guess that's one of the advantages to running my own website; I can go off-topic
at will without being reprimanded. ;-)
Recently I drove a CitroŽn C3 (I've been on a French-car kick lately). Now the C3 apparently has an
open differential--as most civilian people-moving cars do. The C3 is more top-heavy than a 106, and at times, it leans
so heavily out of tighter turns, it will occasionally STOP DEAD as its inner front-wheel starts going haywire! Not the
Matter of fact, I found I didn't even need to install a 1-way until the 106 was equipped with at least
Stage 2 power! I only bring all this up to illustrate how dominant the 106 is as a racing auto. Both cars (106 and C3) were
similarly powered in these driving experiences--and neither had over 150 bhp. ++
So in general, the way the 106 handles itself is also at a premium with just a couple exceptions: bumps
easily disturb it, and since these cars are so light, understeer (which is usually out on an extended cigarette
break) often comes back for a visit as the car is driven over the crests of hilly areas.
But overall, what we have here are some fun, fun cars.
2). Lightweight, too. Both the S16 and the Rallye get race-kits in GT2.
3). Great front-drive cars for beginners & pros alike.
4). A tremendously grippy front-end that steers under pressure with few complaints. Yes, the 106 is low
on power, but often you can use ALL of the power this puny engine lends, all the time. Wheelspin is rare once you're out of
5). Limited-slip action not needed till at least Stage 2 power is being applied.
6). Sporty design...lots of colors to choose (except for the Rallye in GT2).
7). Growly engine noises.
8). Body-sway oversteer, spins, and other such behavior simply never happen in a 106. Unless you happen
to suck, of course.
9). GT5: Lots of glass, despite being in such a small
car. The mirrors also help a lot, as the driver's side and center mirrors are almost fully on-screen, for those who use Wide
1). Low power, less torque. You can do a lot with this since the car is light and its footprint is
tight, but this is definitely not one of our firecracker front-drive powerplants.
2). The 5-speed stock gearbox is useful, but eventually a lot of money will need to be parted with for
a full-custom unit at some longer tracks.
3). Minor bumps, grids, and curbs tend to jounce the 106 to no end. The usual front-end traction must
be carefully guarded at these times.
4). Even with full upgrades, GT4 versions never surpass 250 horsepower. GT2 versions of the 106 rate at
just 187 hp (Rallye) and 208 hp (S16).
5). Understeer & torque-steer may not be immediate, but they eventually show up just like in any other
6). Not much redline area. Manual shifters may try and keep these cars in gear as they accelerate up hills,
only to find there is just 250 rpms of redline before a shift is needed.
7). Great brakes, but it doesn't take much to lay them on too heavy at times, and then find the car's
1.6 struggling to regain any speed it previously had moments ago.
Published: April 22, 2008
for GT5: ?
Edited again for GT5: July 31, 2014