The Peugeot 504 was
produced between 1968 and 1983, with licensed production continuing until 2006.
It replaced the Peugeot 404. Peugeot's flagship, the 504 made its public debut
on 12 September 1968 at the Paris Salon. The press launch which had been
scheduled for June 1968 was at the last minute deferred by three months, and
production got off to a similarly delayed start because of the political and
industrial disruption which exploded across the country in May 1968. The 504
was a sunroof-equipped four-door saloon, introduced with a carburated
1796 cc four-cylinder petrol engine 97 bhp (72 kW;
98 PS)with optional fuel injection and 82 bhp (61 kW;
83 PS) . A column-mounted four-speed manual transmission was standard, a
3-speed ZF 3HP22 automatic available as an upgrade. The 504 was European Car of
the Year in 1969, praised for its styling, quality, chassis, ride, visibility,
strong engine and refinement. The 504 Injection two-door coupé and two-door
cabriolet were introduced at the Salon de Geneva in March 1969. The engine
produced the same 97 bhp (72 kW; 98 PS) of output as in the fuel
injected saloon, but the final drive ratio was slightly revised to give a
slightly higher road speed of 20.6 mph (33.2 km/h) at 1,000 rpm. The
available models were the 504 4-door saloon ; 504 Injection 4-door saloon ; 504
Injection 2-door coupé and the 504 Injection 2-door cabriolet. The 504 received
a new four-cylinder 1971 cc engine, rated at 93 bhp (carburated) and
104 bhp (fuel injected), and a four-cylinder 2112 cc diesel rated at
65 bhp (48 kW; 66 PS). The 1796 cc engine remained available. In
September 1970 an estate was added, featuring a higher rear roof and solid rear
axle with four coil springs. It was joined by the 7 seat "Familiale",
which had all its occupants facing forward in three rows of seats. In April
1973, Peugeot presented the 504
L due to the oil crisis. It featured a live rear axle,
1796 cc engine rated at 96 bhp (81 bhp for Automatic). At the
Paris Motor Show of October 1976 the option of an enlarged diesel engine was
introduced. The stroke of 83 mm
(3.3 in) remained the same as that of the existing 1948 cc diesel motor,
but for the larger engine the bore was increased to 94 mm (3.7 in),
giving an overall 2112 cc along with an increase in claimed power output from
59 bhp (44 kW; 60 PS) to 70 bhp. This diesel engine would also
find its way into the Ford Granada since Ford did not
at the time produce a sufficient volume of diesel sedans in this class to
justify the development of their own diesel engine. In 1980, the Peugeot 504
received the worst score ever in the NHTSA crash test in the US. Peugeot 504 production in
Europe was pruned back in 1979 with the launch of the Peugeot 505, and the last
European example rolled off the production line in 1983, although the pick up
version continued in production, and was available in Europe
until 1993. Chinese production of the 504 pick up truck has only just ceased
(2009). The 505 shared most of the Peugeot 504 mechanical parts, along with the
Peugeot 604 and Talbot
Tagora. More than three million
504s were produced in Europe, ending in 1983.
Manufacturing continued in Nigeria
and Kenya
until 2006, utilising the Peugeot knock down kits. Kenya production was 27,000 units. Egypt
had its own production facilities. The car was assembled in various countries,
under license of Peugeot. In Australia
it was assembled by Peugeot's arch-rival Renault,
and sold through Renault Australia's dealer network. The
Peugeot 504 is also one of the most common vehicles employed as a bush taxi in Africa. In China, the 504 was produced, until
recently, in pick up form, with a four-door crew cab combination fitted, on an
extended "Station wagon" platform. The Peugeot 504 was also produced
in Argentina
until 2002, and later models were slightly restyled at the front and rear, with
the lamps and bumpers changing design. The cars were also given a new interior.
The French company Dangel also produced Peugeot approved four-wheel drive
estate (station wagon) and pickup models. Its engines and suspension were used
in later models of the Paykan, the Iranian version of the Hillman Hunter.
The car was rear wheel drive, with longitudinally-mounted engines, canted over
to bring a lower bonnet line to the styling. Manual or Automatic transmission
was offered. The suspension system consisted of MacPherson
struts and coil springs at the front and with either semi-trailing arms with
coil springs or coil springs and live axle at the rear. The station wagon and
pickup versions were available with a live axle. The car used disc brakes at
the front, and either disc brakes or drum brakes at the rear, depending on the
model. The steering was a rack and pinion system. Huge suspension travel, and
great strength, meant that the 504 was suited to rough road conditions, and the
car proved extremely reliable in conditions found in Africa, Asia, Australia
and the like. The Peugeot 504 was widely available with diesel engines and an
automatic transmission option, which was a rare combination at the time.
Engines were of the Indenor design and included 1948 cc, 2112 cc, and
a 2304 cc. The Indenor engine was also used in the Peugeot 403, Peugeot
404, Peugeot 505, Peugeot 604, Peugeot J7, Peugeot J9, Peugeot P4, Ford Sierra,
Ford Granada, Talbot Tagora, Mahindra Jeep, Leyland Daf 400, Cournil 4x4, UMM
4x4, UMM 4x4 Cournil, Belgian-assembled Scaldia-Volga M21,M22,M24D
(GAZ-21,GAZ-24) and for marine application. There were two petrol engines
available in Europe, a 1796 cc and
1971 cc. The latter was also available with Kugelfischer mechanical fuel
injection, first available on the earlier Peugeot 404. Gearboxes were either
the BA7, four-speed manual or ZF three-speed automatic. Later pickup trucks in Europe gained a fifth gear. Export market vehicles had
different variations available. Starting 1980, a sporty version of
the 504 was available, it had a 1997 cc engine rated at 128 hp
(95 kW) and mated to the regular gearboxes. It had a live axle and
adjustable suspension. Very few were produced.
Ove Andersson was a
Swedish rally driver and the first head of Toyota's F1 program. His nickname was
"Påven" ("the Pope"). In 1971, Andersson won the Monte
Carlo Rally, Rallye Sanremo, Österreichische Alpenfahrt and Acropolis Rally
with an Alpine A110, taking Alpine-Renault to the International Championship
for Manufacturers title. After the inauguration of the World Rally Championship
in 1973, Andersson, driving mainly a Toyota Celica, achieved seven podium
places in his 28 outings in the series and won the 1975 Safari Rally in a
Peugeot 504, co-driven by Arne
Hertz. In the early 1970s,
Andersson was also the owner of his own rally team Andersson Motorsport,
which later became the Toyota Team Europe and achieved much success in the
World Rally Championship. Andersson was the first head of Toyota's F1 program, debuting in 2002. He
retired from that position in 2003, but still worked as a consultant to Toyota
Motorsports.
This is a very nice and very rare photo that reflects a wonderful era of
Peugeot ‘s automotive history in a wonderful way. This is your rare chance to own this
photo, therefore it is printed in a nice large format of ca. 8" x 12"
(ca. 20 x 30 cm). It makes it perfectly suitable for framing.