Peugeot 604
| Industry | Automotive |
|---|---|
| Founded | February 26, 1810 in France |
| Headquarters | Sochaux , France |
| Products | Automobiles, including the Peugeot 604 executive car |
The Peugeot 604 is an executive car manufactured by the French automaker Peugeot from 1975 until 1985, with a total production volume of 153,252 units. Assembly took place in France and also under license by Kia Motors in South Korea between 1979 and 1981.
Conceived by the design house Pininfarina, the 604 was unveiled at the Geneva Motor Show in March 1975, where its dignified and refined appearance received favorable reviews. Sales commenced in September of the same year. Built upon the Peugeot 504 platform, it shared components such as the bulkhead, doors, and portions of the floor structure with that model. The vehicle was predominantly equipped with a then-new 2.7-litre V6 PRV engine, a collaborative development involving Renault and Volvo.
The introduction of the Peugeot 604 represented Peugeot’s re-entry into the large luxury saloon segment after a hiatus of four decades, following the brief production run of the Peugeot 601 in 1934.
In the marketplace
Manufactured at Sochaux, the 604 marked Peugeot’s inaugural venture into the executive car sector since the 1930s, broadening its lineup to address increasing affluence among French consumers who demanded a more upscale alternative to the 504.
At launch, its price was set at US$10,990, positioning it against competitors in the UK such as the BMW 520 (£4,399), Citroën CX Pallas (£4,361), and Ford Granada 3000 GL (£3,485).
The ride quality of the 604 was characterized by a well-damped and supple suspension system inherited from the 504, drawing comparisons to the Jaguar XJ6. It earned commendations for its handling dynamics, roomy cabin, and steering performance described as "among the finest ever produced." The wide-opening doors enhanced ingress and egress, aligning with its limousine aspirations.
Although it received positive critical reception, commercial success eluded the 604. Total output reached 153,252 units—approximately half that of the Rover 3500 and only one-eighth of Citroën CX production. Despite benefiting from shared manufacturing processes with the 504 that ensured profitability per vehicle, Peugeot discontinued the model without an immediate replacement.
French automakers faced challenges competing internationally within the executive car arena following models like the Citroën DS and CX. The era of the 604 arguably represented PSA Peugeot Citroën’s final substantial opportunity to maintain a foothold in this profitable segment before redirecting efforts toward vehicles such as the Talbot Tagora.
Meanwhile, German manufacturers exploited this market void with high-quality offerings like BMW’s 5 Series (introduced in 1974), which dominated executive car sales through the late 1970s and early 1980s until Japanese automakers entered fifteen years later.
Comparable to American luxury sedans such as the Lincoln Town Car, French luxury cars including the 604 have largely transitioned to fleet service roles.
Introduced amid an economic downturn triggered by the 1973 oil crisis, the 604 confronted a marketplace increasingly resistant to large-displacement engines. Critics pointed to its conservative styling, lack of groundbreaking features, moderate performance levels, and susceptibility to corrosion as reasons for its disappointing sales figures. Its launch coincided with Renault’s entry into six-cylinder saloons, intensifying competition.
In its first full year on sale (1976), over 36,000 units were produced. However, following the debut of the smaller and more affordable Peugeot 505 in 1979 alongside another oil crisis, demand for the V6-powered 604 halved; by 1981 annual production had declined to roughly 7,000 units.
Peugeot introduced less powerful economy variants along with a turbo-diesel version showcased at the 1978 Geneva Motor Show; nonetheless, these versions failed to significantly improve sales results. Marketing efforts highlighted attributes combining Mercedes-Benz engineering quality, BMW-style handling, and Jaguar-like elegance but did not convince a sufficient number of buyers.
Sales continued their downward trend after launching the Peugeot 505 in 1980. Production ended in 1985 after just 581 units were built that year; sales persisted into early 1986. Peugeot’s subsequent executive offering arrived with the Peugeot 605 in 1989, while a V6-equipped version of the Peugeot 505 served temporarily as its flagship model.
By mid-2014, only seventeen Peugeot 604s remained registered for road use in the UK, emphasizing its current rarity.
Development
The Peugeot 604 made its debut in March 1975 at the Geneva Motor Show, initially available as the 604 SL. In 1977, the model was introduced to the US market in a carbureted V6 SL variant, distinguished by twin rectangular headlights and larger bumpers. That September saw the arrival of the quicker 604 TI, equipped with Bosch K-Jetronic fuel injection and a five-speed manual gearbox. Late in 1978, the 604 D turbo turbodiesel was launched for the 1979 model year, delivering 80 horsepower and offered with either four- or five-speed manual transmissions or a three-speed automatic sourced from GM. The six-cylinder versions also received updated gear ratios.
In 1979, minor revisions included replacing the circular petrol filler cap with a square design. US-spec vehicles were fitted with a larger 2849 cc engine, though power output remained unchanged. The 1980 facelift brought several enhancements: a redesigned rear-view mirror, removal of the bonnet badge, orange indicator lenses, and new plastic components for the dashboard and gear lever. A limited "Grand Comfort" edition was introduced, boasting features such as power windows, a sunroof, tinted glass, and additional luxury touches. Despite these updates, American sales continued to decline throughout 1980.
The 604 STi was launched in 1981, featuring Michelin TRX tires and alloy wheels. Starting January of that year, automatic transmissions transitioned from GM's Alsace plant to German-made ZF units. Diesel options expanded to include GRDT and SRDT trims, while comprehensive body anti-corrosion treatments became standard across all models. For US exports, the turbo diesel entirely replaced the V6 engine. By 1982, the base carbureted SL was discontinued; by 1983, both TI and GRD Turbo variants were withdrawn, leaving only STi and SRD Turbo trims available.
The lineup for 1984 introduced the 604 GTi with a larger 2.8-liter engine supplanting the STi’s previous 2.7-liter unit and added the GTDT diesel model. Sales in the United States ceased after this year. Production of the Peugeot 604 ended in November 1985. Its market position was partially filled by a V6 version of the Peugeot 505 before being fully succeeded by the front-wheel-drive Peugeot 605 in 1989, which took over Peugeot’s executive sedan role left vacant by the discontinuation of the 604.
Turbodiesel
Introduced in 1979, the "604 D turbo" was Europe's pioneering production turbodiesel vehicle, powered by a 2,304 cc Indénor Diesel engine (XD2S). While known for durability, it experienced difficulties with cold starts—a typical challenge for diesels during that period. The engine was inclined at a 20° angle to accommodate the vehicle's low bonnet profile. Around 1983, this powerplant was upgraded to a larger 2.5-liter variant (XD3S) delivering increased output, later further enhanced by electronic fuel injection (XD3T) raising performance levels. North American models predominantly utilized a three-speed ZF automatic transmission, which limited top speed to , compared to manuals that could reach .
In a 1981 review for Autocar, Edward Eves commended the turbodiesel for its practicality and fuel efficiency of approximately 32.5 mpg (8.7 l/100 km). He highlighted its robust torque delivery and comfortable ride over long distances, recommending it particularly for drivers covering high mileage. The interior accommodated four to five passengers comfortably according to global standards; however, he noted that velour upholstery tended to wear prematurely.
Heuliez Limousine
Between 1978 and 1984, French coachbuilder Heuliez crafted a total of 124 long-wheelbase limousine versions of the Peugeot 604. These extended models featured two additional foldable seats to increase passenger capacity and enhance comfort.[1]
The boot volume debate
Conflicting reports persisted regarding the Peugeot 604's cargo space, with capacity estimates fluctuating between 356 and 501 litres. Officially, Peugeot stated a figure of 498 litres. Reviews differed significantly: Motor magazine in 1976 described the boot as "merely average" at 356 litres, whereas Autocar in 1975 praised it as "truly spacious," suggesting a capacity as high as 699 litres. The boot’s depth was frequently commended for its ability to hold awkwardly shaped items and upright full-sized suitcases. Despite thorough evaluations, no universally accepted measurement was determined.
Critical evaluation
At its UK debut, British automotive publications generally commended the 604 for its smooth ride and refined character, although Motor regarded it as a somewhat "middling" offering. Its ride comfort was often considered superior to rivals such as the Mercedes S-Class W-126 and comparable to Jaguar models of the period. As a classic vehicle, it is remembered as an overlooked model yet recognized for its exceptional ride quality and accurate steering.
In August 1975, Car magazine emphasized the meticulous engineering and smooth powertrain but pointed out minor shortcomings including underperforming ventilation, limited seat support, brake fade issues, and absence of central locking. The publication anticipated strong competition from models like the Jaguar XJ6, BMW 525/528, Fiat 130, Mercedes 280E, and Volvo 264 GL.
Subsequent testing affirmed the Peugeot’s superior cornering abilities relative to the BMW 528 and quieter cabin compared to the Jaguar XJ3.4, with road-holding that met or exceeded Jaguar’s performance in wet conditions.
The UK's Motor weekly appreciated the understated design, excellent ride comfort, and roomy rear seating but criticized certain refinement aspects and ergonomic flaws such as awkward control placements and average fuel efficiency. Positioned between the luxurious Jaguar XJ6 and sportier BMW 520i, the Peugeot occupied a unique market niche.
When introduced to the US market in April 1977, Motor Trend praised its precise rack-and-pinion steering, supple yet controlled suspension reminiscent of BMW’s standards, and robust braking capabilities. Although acceleration was modest by petrol engine benchmarks, its competence in sustaining high average speeds on demanding routes rendered it competitive within the luxury segment.
In November 1977, Car magazine placed the Peugeot ahead of both the BMW 728 and Mercedes 280E in a comparative test. Meanwhile, Autocar’’s long-term review highlighted refinement strengths but noted drawbacks such as front seat ergonomics and minor mechanical faults.
By 1980, What Car? lauded the Peugeot for its remarkable ride quality, effective headlamps, spacious rear cabin, and generous boot space but favored the Vauxhall Royale for its more balanced design. The Peugeot outperformed rivals like Ford Granada and Renault 30 TX in top speed (119 mph), acceleration (0-60 mph in 9.7 seconds), fuel efficiency, and price (£9,258).
A lengthy Autocar evaluation of the turbodiesel variant concluded that the Peugeot delivered luxury combined with large-car attributes at an affordable price point while setting high standards for ride comfort and handling within its segment. Benefits included passenger comfort, ample luggage space, low noise intrusion, and precise steering; diesel performance was competitive against contemporaries.
In April 1983, Car magazine compared the Peugeot against the Volvo 760 and Ford Granada Ghia X. The Peugeot stood out for interior spaciousness, headlight performance, and ride comfort but suffered from an outdated cabin design alongside lagging powertrain performance and fuel economy. Nonetheless, it retained its reputation as "the best-riding car available."
Classic & Sportscar contrasted it with the Lancia Gamma Berlina by praising its smooth operation but criticizing dashboard styling and a somewhat clumsy four-speed gearbox. The tri-choke Solex carburetor contributed to a mid-range flat spot despite otherwise lively acceleration.
Engines
- 2.3 L (2,304 cc) XD2S Diesel inline-four
- 2.5 L (2,498 cc) XD3S/XD3T Diesel inline-four
- 2.7 L (2,664 cc) PRV V6
- 2.8 L (2,849 cc) PRV V6
External links
- ↑ Heuliez Limousine production details