|Chrysler/Simca/Talbot 2.2 OHC Turbo
(N9T, N9TE, N9TEA)
The 2155cc petrol/gasoline engine fitted to the 505 Turbo was designed by Simca in the late 1960's. At that time Simca was a part of Chrysler Europe. It started off life as a 1.6 litre and 1.8 litre engine fitted to the Chrysler 160/180 sedans. In the mid 1970's a 2 litre type was produced to power an automatic version called the Chrysler 2 Litre. In Australia this car was called the Chrysler Centura and was available with manual transmission, and the option of 6 cylinder engines.
In the late 1970s a 2.2 litre version of the engine was developed. Around this time Chrysler's European operations were purchased by Peugeot. Under Peugeot the company formerly known as Simca had a name change to Talbot. In the early 1980's Talbot released a new sedan called the Talbot Tagora which shared many components with the Peugeot 604 and 505. This car was most often sold with the 2.2 litre engine. A modified 2.2 was also available in the Matra Murena sportscar.
In the early 1980's, when Peugeot decided to create a turbocharged version of the 505, they wanted to use a 4 cylinder OHC engine which was stiff enough to handle high turbocharged power outputs in competition form. The 2165cc all alloy Renault/Peugeot engine was not considered stiff enough, so Peugeot decided to use a 2155cc version of the Chrysler/Simca/Talbot OHC engine. In the 505 Turbo, this engine had electronic fuel injection for the first time. Early versions (N9T), made in 1983 and 1984, had very low compression, no intercooler and produced about 150hp (USA versions had 142hp and 221Nm of torque). Later versions (N9TE, N9TEA) had higher compression, a smaller Garrett TB03 turbine, more boost pressure, an intercooler and engine management changes which resulted in higher power and torque outputs with less turbo lag. The N9TE was released in 1984 and had 160hp and 245Nm of torque (USA versions had 150hp), resulting from 0.51 bar of boost at the torque peak at 3000rpm. The boost pressure at maximum power (5200rpm) was limited to 0.44 bar. The engine was limited by the computer to 3000rpm if for any reason the boost pressure exceeded 1.1 bar. The N9TEA was released in 1986 and used up to 0.78 bar of boost to give 180hp and around 260Nm of torque.
Peugeot Sport designed a kit for the 505 Turbo, which gave it 200hp and 280Nm of torque. In production car racing form, the 505 Turbo used 1.15 bar of boost to give around 240hp and 330Nm of torque. In all out racing trim, the 505 Turbo used a high performance head and other parts produced by Danielson, combined with 1.9 bar of boost to give around 540hp and 570Nm of torque.
In 1984 a 4X4 competition version of the Citroen BX was released. This car shared the engine of the 505 Turbo, but with its capacity reduced to 2142cc, to keep it within a certain engine size class. This car was called the Citroen BX 4TC. Interestingly, the road going versions had an electric motor attached to the turbo charger to reduce lag.
A few years earlier, the ROC firm developed a high powered version of the Chrysler/Simca/Talbot OHC for Formula 2 racing. This engine had a 16 valve cylinder head and produced around 300hp at 8000rpm.
|to go to a webpage with videos of a 505 Turbo doing wild things|
|to go to a webpage with pictures and information on 505 Turbo race cars|
|to see some sketches of some 505 Turbo engines|