The Peugeot 504 took over from the much-respected 403 and later 404 models in early 1971, retaining the in-line layout with rear-wheel drive. Our first test was in May 1971 and the model lifespan was much longer than we typically experience today; over 10 years. Peugeot had a close association with Pininfarina and the origin of all three ranges was Latin. Of special note are the particularly beautiful 504 coupé and cabriolet versions. These are collector’s items but we may look at these exotics at a later stage as they are very special, rare and pricey.
PACKAGING
The 504 employed shorter overhangs than the 404, resulting in a more compact look, despite the wheelbase increasing by 90 mm. Circular headlamps gave way to trapezoidal units and rear drum brakes were switched to discs.
The interior was straightforward with a switch to floor gearshift and no rev-counter (except on the TI). The last model tested by CAR was the Super 7 wagon in May 1982. This replaced the previous station wagon model by adding a third row of seats. The wagons were especially popular, with outstanding interior space. It had a different build to the sedans, incorporating a longer wheelbase and increased ground clearance. The 504 TI of 1973 added a complimentary sunroof, unusual standard equipment for the times.
POWERTRAIN
Peugeot cannot be accused of not providing a wide spread of powertrain options to customers. Two petrol engines were used: 1,8- and 2,0-litre with outputs of 60 and 71 kW.
Supporting these and following the trend set by the 404 diesel bakkie was a 2,4-litre turbo-less diesel (in 1977) producing a low 52 kW and finding about 2 000 buyers. Replacing the Zenith twin-choke carburettor with fuel injection resulted in the TI, using a Kugelfischer KF-5 mechanical pump system. Power output rose to 80 kW.
SUSPENSION AND STEERING
MacPherson struts are used at the front with independent coils and trailing links at the rear. The steering uses rack and pinion without power assistance. Steel, 14-inch wheels were fitted with chrome hubcaps.
WHICH ONE TO GET
They are all worthy of consideration. The wagons are particularly spacious and carburettor fuel feed will be easier to maintain. Reconditioning a carburettor will cost about R2 500 but the high precision fuel-injection piston pumps may cost considerably more to overhaul. Diesels are few and far between and, if badly worn, would also be pricey to return to as-new efficiency.
AVAILABILITY AND PRICES
In the first 10 years, around 50 000 cars were sold and sales remained steady thereafter until the end of local production. Prices vary according to condition. Unfortunately, rust prevention was imperfect and few remain on our roads, which is a great pity as these are excellent starter classics. In the classifieds we found units ranging from R27 000 to R88 000.
INTERESTING FACTS
Once again, the styling of marques from this era shows exemplary artistry, the likes of which have largely disappeared. The robust nature of the 504 was well suited to rough terrain and did well in Africa, Australia and South America. On the African continent, it was assembled in South Africa, Nigeria and Kenya, well into the new millennium. While the 505 looks a lot larger than the 504, it has the same wheelbase.
In 1978, local production was moved from Natalspruit factory near Alberton to the Sigma plant in Silverton, now owned by Ford. Sigma assembled Mazda, Colt, Peugeot, Citroën and then Ford under Samcor (South African Motor Corporation).
Following the diesel-powered version of the 404, this was repeated with the 504, no doubt realising many cars were used for off-road and farm duty. The 504 won several World Rally Championship races. Even as I write this, a Peugeot 504 diesel bakkie is competing in the 2021 Dakar Rally in the new Classic Car class for vehicles made before 2000.
Model: Peugeot 504 TI
0 to 100 km/h: 13,4 seconds
Top speed: 161 km/h
Fuel index: 8,60 L/100 km
Price: R4 299
CAR test: August 1973 (plus 13 others)
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