PRICE WATCH
STEERING AND STOPPERS
There’s not much to worry about with the rack-and-pinion steering, so just check for play or vagueness caused by worn bushes and joints. Power-assistance didn’t arrive until 1982 and just requires the usual check for fluid leaks. The brakes – all-drum at first, disc/drum later and all-disc for the Gordini – are equally trouble-free and the usual maintenance is all that’s required. ‘Ventoux’ cars feature a handbrake that operates on the front wheels, but all versions need a check to ensure that mechanisms aren’t corroded or seized.
LOOK FOR HIDDEN WOES
Some later models sported a vinyl roof – you’ll need to be wary if there are signs of bubbling because there could be extensive corrosion festering away beneath. The plastic lower body cladding could also be hiding plenty of
CHECK THE SUSPENSION
The suspension features telescopic dampers and torsion bar springs at both ends – with the latter longitudinal – transverse at front and rear respectively. It’s the springs that require the most careful checks, ensuring that there’s no rot around the mounting points, or that the bars aren’t cracked or broken; experience is needed to get replacements set-up properly. Assuming that all’s well here it’s just a case of satisfying yourself that ball joints and bushes are free of wear and perishing. All 5s used three-stud wheels, with a few models getting alloys as standard. rot. Attention is required underneath, too, with careful scrutiny needed of the cabin and boot floor. Inner rear wheel arches can rust around the damper mountings, so it pays to spend plenty of time examining the metalwork from within the boot.
WATCH OUT FOR RUST
Later cars were better at resisting corrosion but it’s still why so many 5s ended up in the scrapyard. Start by examining the inner and outer front wings – top and bottom edges and around the headlights – before moving on to the bottom of the doors and tailgate and the bonnet’s leading edge. Rear arches, the sills, front and rear screen surrounds and the area around the fuel filler are also common rot-spots and major repairs will involve plenty of labour. Replacement panels can be hard to find but it’s well worth trying specialists in France.
Rarity makes accurate valuation trickier than for other classics, but the figures here show how affordable these cars are. Okay, so you’ll pay five figures for a good Gordini, but bagging a standard model won’t break the bank.