At 6'4" and with a build that could be politely described as generous, you might think that a souped-up shopping trolley would be low on the list of replacement cars but when the car it is replacing is a highly tuned, original Mini then the 106 seems positively spacious and refined. Five years of Mini ownership, tuning and repairing had taken its toll on my sanity and the lure of a more modern option was strong. After a day comparing the Mini and a very good friend's 106 Rallye my mind was made up.

The Peugeot exhibited a number of the same characteristics as the venerable Austin but with an additional 30 years of development and extra sophistication. Its lack of unnecessary creature comforts facilitates its light weight and, combined with throttle adjustability and nimble but sure footed handling, the result is a superbly assured car that seems to punch way above its weight on the road and track.

After joining the 106 Rallye Register (www.106rallye.co.uk) and benefiting from lots of advice and expertise, L950XFB was found up the M1 in Bradford. With very low mileage, very few modifications and a decent price of £2,300 I was soon driving it away and heading for the Pennines for a shakedown.

First impressions were good, taut suspension, the renowned steering feel and the junior Touring car soundtrack were all there although a degree of the usual light-footedness seemed absent. It became clear that this was down to the 106GTi alloys that were fitted by the previous owner and retro fitting the standard Michelin steel wheels with the correct size Yokohama A539s returned the car to its best.

The first modification to accommodate my extra girth was the fitment of the Momo Corse steering wheel together with a Snap-Off boss that I had been saving for the right car. The standard wheel is a cheap plastic affair that is designed to be replaced for competition use so the Momo is a much-welcomed improvement. The Snap-Off boss has the joint benefits of allowing wheel removal for security and also bringing the wheel about 2 inches closer to me. Removing the steering wheel also looks cool when in the paddock.

The first major outing for the Rallye was a long weekend trip around the highlands of Scotland with some friends from the Evo Forum. After meeting up with the two Porsches and the Integra Type R we completed a 1000-mile tour of the West Coast taking in some incredible roads (and eating some excellent salmon chowder.) As the conditions were treacherously wet, the Rallye proved to be the ideal car on the tight twisty roads due to the small size and chuckable nature. The small fact of being the cheapest car there also helped.

Over the weekend the Rallye performed faultlessly but upon returning home I found that the front pipe of the exhaust was blowing. It turned out that the joint between the front and main pipes had rusted completely so replacement was the only option. This was to prove to be the start of a learning experience with Rallye ownership. Because the series 1 Rallye is a one-off homologation special, there are lots of parts that are unique. For unique, read expensive. The search for the front pipe was met with blank stares at a couple of exhaust centres but with one found and then fitted all was well again, apart from the dent in my wallet.

Shortly after this and with track days and more comfort in mind, a pair of Sparco Torino 2 seats were fitted. These are reclining sports seats with proper slots that would accommodate my Sabelt harnesses properly. The seats proved to be much more supportive than the standard Peugeot seats and considerably more comfortable. In order for me to have enough headroom whilst wearing a helmet the seats were almost mounted on the floor. This suddenly meant that all the instruments, mirrors and even the sun visors were properly in my eye line as my head was now in a more normal position which was an added bonus.

The seats and harnesses were put to use on track days at Cadwell Park, Elvington Airfield and the Ty Croes circuit on Anglesey. The Rallye proved again that it was capable of punching way above its weight by keeping up with and out-handling far more exotic machinery. It also proved to be a bit of a crowd pleaser with an abundance of sideways antics. The Anglesey day was ended early though when the catalyst, that was less than three months old, decided to break up, blocking the exhaust completely and causing an almost total loss of power. After returning home on one of the RAC's finest flatbed lorries and a visit to the Peugeot dealer who had fitted the exhaust, the Cat was replaced free of charge and all was well again.

A further interesting trip where the Rallye shone was for the Dusk Til Dawn mountain bike race in Thetford forest on the Norfolk/Suffolk border. The race started at 8pm and the teams ride laps of the forest until 8am the following morning so lots of kit and support are required. With my housemate and I both competing, the 106 was stuffed full of kit including both of our full-suspension mountain bikes, tents and lots of food, but it coped well and everything fitted inside the boot helping the fuel consumption. A good effort from the small car we thought.

Running costs are generally pretty low. With the engine only being 1294cc it falls into the lower road tax category and insurance is also reasonable with my last renewal being just under £380 for fully comprehensive cover and that's with the car parked on the road in a less than favourable area. Fuel economy is also good for a performance car. With a peak of over 47 mpg on motorway runs dipping to around 30 mpg from more enthusiastic driving including track days it could be considered good for any car, let alone one as entertaining as this.

Track pics by David Sanderson