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  •   Malcolm Thorne commented on this post about 3 years ago
    Giant road test #1967 #BMW-2000CS vs. #1970 #Peugeot-504-Coupe / #Peugeot-504

    BMW 2000 CS Number built 8,883 – Years 1965-1969

    Peugeot 504 Coupé Number built 20,547 (only 4-cylindres engined cars) Years 1969-1983

    In the mid-1960s, #BMW and #Peugeot looking to rejuvenate their image. German Launches New Class sedans, the French, the 204 and the 504. While attractive models, but a classic strand. Hence the idea to decline in cut ... by Pierre-Louis and Jerome Champeaux Fombelle

    Take two sedans wise appearance, Graft them a much more flattering body, and you get more opulent vehicles inexpensively. This simple recipe is used by the CS 2000 as the 504 Coupe. The first chopping is German in 1965, using as its basis 1500/1800 sedans. Peugeot expects four years to its new 504, then representing the high-end brand. For this comparison, we chose driven versions with 4-cylinder 2.0 of mass, associated with 4-speed manual gearboxes.

    Commoner Tournament

    Noble lovers will be disappointed, others will benefit from proven engines, easy to use and maintain. For, to buy and to use the tariff cut our pretensions are much lower than their 6-cylinder engine with variations. An excellent reason to be interested in the models today in the shadow. Where our rivals oppose the day, it's stylish side. A matter of taste, you say. Luckily, Jerome and Pierre-Louis rarely agree on this point as on many others. The first will carry the colours of the propeller, the second those of Leo. A duel shoulder to shoulder we invite you to discover now.

    The propeller in contention

    In the 1960s, BMW, beset by financial difficulties, decided to explore a niche still scorned by competition, upscale environment. It is in this context that in 1961 the saloon was born in 1500 inaugurating the shark's nose, which will remain in vogue several decades. Four years later, the brand with the propeller draws a sportier version, under the aspect of an affordable cut. Thus appear the 2000 C and 2000 CS, powered by 4-cylinder #BMW-M10 engine worn for the occasion in 1990cc. One only has hundred small horses, the second force-fed by two carburettors body double, develops an output of 120 hp. The latter seems more appropriate to me to face my opponent. A little side benefit performance will not be superfluous, as it is true that before his eyes "slanted" do not unanimous, especially among journalists questionable aesthetic taste like Pierre-Louis.

    Bavarian Softness

    However, the line inspired by the Bertone design for CS 3200 is rather successful. The absence of central upright glass area offers impressive and inimitable style, very different from that of the sedan.

    On board, the same struggle: the cap that houses the four round dials, wood veneer dashboard and door interiors have nothing to do with the other BMW products. This CS coupe is a car apart, which is absolutely not the case of Peugeot. Thanks to Dominique, who had already given me his 2800 CS coupe, here I am on the road, in the rain, to re-join the friend Pierre-Louis and his Peugeot declawed. The few kilometres of highway will swallow a senator train.

    Without fifth report, the engine speed exceeds 3000rpm to reach 110kmh, but the sound is far from deafening. The small 2-liter is not the extension of the large 6-cylinder which will come under the hood of the CS 2800 in 1968, but the times are free and I still have to watch my speed so as not to find myself outside the law . It is on the winding road that follows that the motor admit his faults. He demonstrated an impressive couple, but the regime is not taking his forte. Fortunately, the intake noise generated by the two carburettors #Solex 40 PHH body double is pretty rewarding. Thanks to them, no risk of breaking a found injection pump belt ("Is not it, Pierre-Louis?").

    Also in the axis

    The chassis of behaviour is, meanwhile, perfect. Stable whatever the road conditions, considerate and although slowed by effective brakes, cut Behême is also nice elbow to the door that the knife between the teeth. The rather firm suspension allows good catches curve without the need to seek to catch a train back escaping ... at least in dry weather! But the best thing is to enjoy the ride. The seats, although lacking headrest, are comfortable, both front and rear. The cabin offers a beautiful space for four passengers and a trunk large enough to cram more baggage than necessary. If you want a bourgeois cut at sporting trend, he is you.

    "We like the engine torque, the rigor of the chassis, the overall comfort."

    "We do not like the vision in the mirrors mounted on the wings, the scarcity of body parts."

    Owner: Dominique After a coupe CS 2800, I became addicted to the brand to the propeller. So it is impossible not to fall for this coupe 2000 CS with few miles. A first hand barely used, not restored in its original paint and in very good condition, it's a bit the holy grail of the collector, right? "

    Addicted to Behême

    With 419-litres according to our measurements, the boot capacity of the German is more important than the 504. Its generous height allows to cram large suitcases there.

    BMW 2000 CS party at € 6,500 / 1967
    Engine 4 cylinders, inline, 8-valves
    Displacement 1990cc
    Fiscal power 11 CV
    Maximum power 120 hp at 5600rpm DIN
    Torque 167 Nm at 3500rpm DIN
    Food 2 double body Solex 40 PHH
    Transmission For rear wheels drive, 4-speed manual gearbox
    Brakes front discs / rear drums
    175 HR 14 tires
    Dimensions L x W x H 4.53 x 1.67 x 1.36 m
    Weight 1,200 kg
    Maximum speed 185 kmh
    Acceleration D. A. 1000 m 32.3 s
    Fuel consumption average – n/a
    Tank 55 litres
    Safe 419-litrs

    Read Book [in English]
    • BMW Classic Coupes 1965-1989, James Taylor,
    The Crowood Press Ltd Websites
    GPs and forums
    Detached pieces

    The #M10 block is reliable and robust. Starting and idling are unperturbed. A rare thing for engines powered by two dual carburettor body.

    Specific to cut the dashboard mid-luxury mid-Sport combines wood finish and battery meter. In the centre, behind the shifter, two buttons control electric rear windows.

    Quiet, the lioness

    Criticized its launch in 1969 for its lack of range, the 504 Coupé swapped in the fall following its 1.8 against a 90 bhp 2.0 (also injection) developing 104 hp. Without becoming a sport, the Sochaux gets a muscle more to do with her dress. The latter, due to the master Pininfarina, made easily forget the somewhat clumsy line sedan. Especially as our star of the day out in September 1970, the plastic is not yet come to spoil the party. And lights (front double, triple rear), typical of phases 1 (read before 1975), giving it a strong personality. Faced with these-pillars and thin windshield, to the elegance of the bodywork, the ineffable Jerome and his glassy eyes can Behême to go get dressed. I prefer to give up this pair of bumbling elephants to his fate, and am going with my lioness reap the laurels of victory ...

    The flexibility of a cat behind a steering wheel a little less bias than in a 404 (Sochaux appreciate the faithful), which improves the driving position, I quickly found my bearings. Only default, the upper anchorage belts before is too low. You have to contort to capture and, once attached, they rely on the shoulder. Neiman left, I turn the key ("Francis is already in what sense ???") and the "four-legged" soars with discretion. Despite a few technical details footprint nobility, this 1971 cm3 captivated from the outset by its flexibility. Able to resume as soon 2000rpm without a hiccup, it allows to move with ease in the current circulation. If the weight of his leadership at a standstill and gear knob, which appears to be mounted upside down, had me a little aback, the 504 shows sufficient docile to quickly put me at ease. In addition, visibility is excellent simply, and 360°. In sum, this is an old car easy to handle even for a novice driver. She did not forget the passengers, the comfort offered by the seats and suspension are kind of cozy.

    A shy roar

    Whether alone or with family, the 504 Coupé 2.0 excels in the ride registry. It is even possible to go on a long journey without fear, model reliability reputation is well established. Its chassis reassures, calms her conduct, her full loving which seduces (power windows, tachometer and serial centre console). But I must admit that sportsmanship is not his main quality. Certainly there is a propulsion. Nevertheless, and despite the good will of the engine, the car is not exactly a thrill machine. Behind a comely line, the 504 Coupé is primarily a 504. Robust, welcoming, engaging, it remains a friendly marathon, but is surely not a sprinter.

    "We do not like his leadership without assistance, character (too) placid. "

    "We do not like his leadership without assistance, character (too) placid. "

    "We love his line, his behavior, his comfort. "

    Owner: Francis I wanted another ...

    Initially, I coveted a Alpine A110 1600S, but its owner would not part with it. In this plan, he asked that pro 504 Coupé. Over time, what was for me a fallback became a faithful companion, that I would give up for anything. Equipped with a phase within three (after 1979), it had a restoration of his body in 2000. Today it has exceeded 230,000 km and still works as well. "

    The high threshold perched proves somewhat annoying, but trunk space is more than enough to consider a romantic getaway.

    Peugeot 504 Coupe From € 3500 1970


    Engine 4 cylinders inline water cooled, 8-valves
    Displacement 1971cc
    Fiscal power 11 CV
    Maximum power 104 hp at 5200rpm DIN
    Couple 164.8 Nm at 3000rpm DIN
    Injection Kugelfischer Food
    Transmission For rear wheels drive, 4-speed manual all synchromesh
    Brakes front / rear discs / Drives
    175 HR 14 tires
    Dimensions L x W x H 4.36 x 1.70 x 1.36 m
    Weight 1,220 kg
    Maximum speed 179 km / h
    Acceleration D. A. 1000 m 32.9 s
    Consumption average 10-litres / 100 km
    Fuel tank 56 litres
    Safe 310 litres

    • The Peugeot 504 my father, François Allain, ETAI
    • The Peugeot 504 sedan good days, Xavier Chauvin, ETAI
    • Auto Collection No. 52, Auto Passion
    Technical journals
    • RTA No. 285, Peugeot 504,
    injection engines, ETAI
    • RTA Peugeot 504 Ti and injection (occasions our 285, 301 and 330), ETAI
    Detached pieces

    Nice steering wheel, tachometer series, it does not need more to turn the dashboard of 504. Here, velvet upholstery from a Phase 3 (1979-1983).

    Offered on vintages 1971 to 1974, the two litres will return for the 1978 vintage with a gearbox 5-speed.


    From very different origins, these fine cut are found close to use, reliable and very civil. They deserved two testers forged from the same metal for the tie. Too bad, we do not find one! Jerome abandoned the Lion - which he treated the claws during his career mechanic - to defend the Propeller, the most represented brand in his garage. As for Pierre-Louis, who is crying - it rains as much in his native Britain - to find no marked equivalent Chevrons, he wears the colours of cousin Sochaux. Which has the last word?


    A stroll, our two testers in the back, can appreciate the comfort of cars. Since a large cut that respects itself must be welcoming for four. Headroom does not play in favour of BMW. But there's a little more room for knees and a centre armrest. As for the soft seat of the Peugeot, it promises its passengers on long trips without lumbago, and even good naps.

    COST OF PURCHASE / SERVICE Advantage 504 Coupe

    Buy a high quality cut, that's good. But proper care is better. Especially as he is called to swallow kilometres. A look in ads and a walk in the pros are needed to the current situation of the market. The tuners are both reliable. And side parts tariff is white and half a dozen, even if sometimes you get out of the Hexagon to equip the BMW. The latter pay dearly for their body parts, for rare elsewhere when the purchase price is already more than double that of the Peugeot.

    Ten cents, okay? Pierre-Louis

    You can do the bottom of your pockets, I have a wing to change? Jerome

    PERFORMANCE CS Advantage 2000

    The sporty coupe requires that it be motorized even in its entry-level configuration, here with a 4-cylinder. First engaged, it's time to talk about the powder. On your mark ... With 77 kg less and 16bhp more, the 2000 CS logically takes the advantage over any terrain acceleration as maximum speed.

    Straddling the Rhine

    Both coupes represent what each manufacturer does best. And they are good at the same things! Peugeot turned to Pininfarina to coat in fine style its indestructible engine. At BMW, it is the home designers, inspired by the 3200 CS Bertone, which offer brilliant 4-cylinder line worthy of the dress. So on some adjustments that differentiate these elegant cars. When looking for a BMW sport inspiration, Peugeot is seen in more bourgeois. And you ? You are more chic or casual jogging suit?


    Rates mechanical parts are equal. But the body components of the CS 2000, no abundant, cost almost ten times the price those of the 504. A tip, do not hesitate to to hand the portfolio for 2000 CS whose body is in good condition.

    PARTS 2000 SC 504 Coupe

    Filters (air, fuel and oil) € 43 and € 44 candles
    Accessory belt € 11 € 8
    Discs + brake pads front € 350 € 125 + Trim wheel cylinders AR 100 € 142 € **
    Shock AV / AR € 850 € 276
    Silencer € 115 € 105
    Distribution Kit Chain
    Clutch Kit € 300 € 172
    Headlight € 40 € 124
    Taillight NC € 25
    Tyres (x 2) € 120 € 108
    * Average prices recorded on,, Sé, and on and
    ** Records + Rear brake pads.

    COAST 2000 504 CS Coupé
    To restore € 2,700 € 1,300
    Revise € 6,500 € 3,500
    Ready to roll € 10,000 € 4,800
    To restore: Can not take the road without any major preparatory work.
    Revise: smallest possible path, but called into necessary state.
    Ready to roll: the car is capable of traveling 1,000 km without worry.

    INSURANCE 2000 CS 504 Coupe
    Normal third € 215 € 222
    All normal risks * € 363 € 342
    Former third € 41 € 41
    Former All Risk * € 131 € 91
    Profile: annual bonus, 45 year old male living in Orleans, 50% bonus.
    * With theft and fire.


    Future investment 13/20 14/20
    Daily 16/20 16/20
    Parts availability 12/20 14/20
    2000 CS 504 Cup
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  •   Chris Hrabalek reacted to this post about 3 years ago
    votren911 updated the picture of the group
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  •   Chris Hrabalek reacted to this post about 3 years ago

    When Pininfarina sliced the roof from Peugeot's 504 saloon, it created a car beyond the sum of its humble parts. Words Richard Heseltine // Photography Manuel Portugal.

    The Lycra-Clad septuagenarian nods a look of approval, pulsing his chceks in and out like bellows before breaking into a toothy smile. He appears transfixed by our 1972 Peugeot 504 Cabriolet, scanning every inch from tip to tail, before turning his attention to the chap behind the wheel; the pasty guy with tan-repelling skin. He is clearly more impressed with die car than the driver's idiosyncratic grasp of Portuguese. This is not an unusual occurrence. Each time we stop, be it at traffic lights or outside a restaurant, onlookers mingle, merge, mill and jostle to get a closer look. A rapid-fire interrogation invariably follows.

    What is clear is that this car baffles as many as it bewitches. It’s the famous lion badge that throws people, onlookers expecting it to be something more exotic than a 'mere' Peugeot. But then in many ways it is, this being a coachbuilt offering. Sort of.

    There once was something alchemical about the relationship between Peugeot and Pininfarina, the association stretching back to #1951 . Aside from the many mainstream production cars penned in Turin, the legendary styling house also shaped many handsome niche-fillers for Peugeot, this four-seater being arguably the pinnacle of their longstanding alliance. It offers a rare combination of inventiveness and simplicity that is both chic and practical. The shame of it is that Peugeot didn't feel it necessary to share the love, only selling its halo products in select markets. Great Britain wasn't one of them.

    In many ways, this only heightens the sense of intrigue, scarcity equating to desirability and all that. And it is a desirable car despite its humble ancestry. That it is based on a 504 saloon platform is of little consequence. What's more, Pininfarina's role went beyond merely shaping the car. It also constructed the body assemblies at its Grugliasco factory, which were then transported to Peugeot's Sochaux plant in Alsace for final completion.

    Launched at the 1969 Geneva motor show, the Cabriolet and its Coupe sibling were a natural progression of the 504 saloon, which was also styled by Pininfarina (or rather by unheralded stylist #Aldo-Brovarone ). And, while the donor vehicle may not set heartbeats racing today, it's worth remembering that the 504 saloon was voted European Car of the Year in 1968. The Peugeot platform was shortened by 19cm but, save for a wider rear track, stiffer springs and uprated dampers, it was otherwise unchanged for this new application.

    Power came from a sturdy if underwhelming 1798cc in-line four-banger, a capacity hike to 2.0 litres and a consequent boost from 90 to 108bhp a year into production aiding its cause somewhat. Standard- equipment Kugelfischer mechanical fuel-injection added a sense of refinement while also increasing fuel economy.

    However, the alloy-block #Peugeot-Renault-Volvo ' #Douvrin ' V6 came on-line in 1974, this 136bhp 90° unit making its debut in the sharp-suited 504. What's more, it temporarily ousted the four-cylinder. This latest strain also featured a redesigned grille, different alloys and all-new taillight clusters. The ultimate iteration - although this is debatable - was the 160bhp fuel-injected V6 that arrived in #1977 . However, only the Coupe received this unit. By then, the Cabriolet once again had to make do with the injected two-litre because of concerns that the open-top 'shell was insufficiently stiff to shoulder the extra power.

    The Cabriolet continued in production until #1981 , the Coupe for a further two years. The real tragedy was the last-gasp makeover that, thanks to the application of colour-coded plastic bumpers and suchlike, was more of a make-under. In much the same way that the #Pininfarina - styled #Alfa-Romeo-Spider suffered late-in-life styling revisions, these changes to the 504 served only to highlight the age of the design.

    All told, 26,477 Pinin' 504s were made over a 14-year run, just 4472 of them Cabriolets. If anything, the first-series example pictured here is the purest of the breed.

    ‘Few can match the 504 cabrio’s perfect proportions: it’s a proper four-seater yet looks like a roadster’

    Given some of the more challenging home-grown outlines to emerge from Peugeot in recent years, it's easy to forget that it once made attractive cars. Few can match the 504's artistry and perfect proportions: it's a proper four-seater rather than a comedy 2+2, yet from ten feet away it still manages to look like a normal roadster. There is nothing 'family' about it.

    What's more, pre- #1974 cars had yet to be cheapened: the quad headlight treatment was ultimately dropped on cost grounds, replaced with larger and more conventional units, one per side. The bumper design was similarly simplified five years into production, and the distinctive taillight treatment became another casualty of the desire to drive down costs. This was a crying shame because the earlier arrangement was one of the most distinctive aspects of the design. What's more, this styling feature has since served as the inspiration for latter-day models such as the #Peugeot-308 and #Peugeot-508 .

    As was typical of Pininfarina in its pomp, there is little embellishment here. It's hard not to use words such as 'elegant' or 'chic'; harder still not to launch into a tsunami of purple gush because it is such an alluring shape. Unusually for a car of its age, the roof can be folded out of sight and stored under a tonneau cover behind the rear seats. Nothing upsets the flow and, tellingly, it also looks good with the roof in place. The yellow headlight lenses and gold wheels merely complete the ensemble. Those 14in Dunlop alloys were only ever offered as an option on first- series 504s and are the same size as the regular steels.

    What is dear is that the 504 doesn't look out of place in Cascais, a cosmopolitan coastal town west of Lisbon that isn't exactly lacking in exotica. While ostensibly a tourer rather than a sports car, this is no mere boulevardier despite any preconceptions you might have. The cabin initially comes as a bit of a disappointment, though. The exterior wondrousness sets it up for a fall, unrealistically raising your expectations. Pininfarina may have disguised the donor car with elan, but its origins are all too obvious once inside: the instruments, column stalks and assorted door furniture are all sourced from the 504 saloon, but then parts bin robbery does rather go with the territory. Its period rivals are no different in this regard.

    The thing is, it isn't a bad office. The design of the dashboard might lack flair, but everything is logically laid-out and the drilled-spoke steering wheel is more inspiring than a Paris taxi's. What's more, it's comfortable. Supremely so. The seats look a little flat, but they embrace your lower extremities without pinching and the faux leather looks remarkably convincing. The driving stance isn't skewed, either, which cannot be said of some its contemporaries. Intriguingly, while the model was never officially sold in Blighty, Peugeot UK did give its blessing to Hodec Engineering of Byfleet, which offered to adapt cars to right-hand drive. Some sources claim as many as 150 were converted.

    In view of the car's relatively humble ancestry, you don't approach the Cabriolet expecting it to scorch backroads. And it doesn't. But - and it's an important but - the 504 is enjoyable to drive. The five-bearing, hemi-headed four isn't a rev-happy jewel like an Alfa Romeo or Lancia twin-cam, but it has plenty of torque. As such, it's a relaxed cruiser when you want it to be.

    Below and right. Yep. it’s certainly a 1970s Peugeot in here, though at least the dashboard is a different moulding than the saloon's; the transformation is more dramatic outside.

    However, this example is equipped with a freer-flowing Abarth exhaust system, which was an aftermarket offering in period. The pushrod four-banger normally sounds less than exotic, but here it pops and fizzes, making it all the more difficult to resist making use of all available revs.

    Either that, or double-declutching on downshifts to hear the exhaust note rear-up with each blip. The five-speed box - a late-70s 504 item in place of the original four-speeder - doesn't offer lightning-fast changes, but it is easy to guide between planes and offers a satisfying ker-klunk as each cog slots into place.

    How much extra horsepower is liberated by the special exhaust system remains unclear. The #Peugeot-504 doesn't feel particularly quick: according to official figures, the Cabriolet was capable of 111mph outright, the 0-60mph dash taking 12 seconds. However, it feels long- legged and responsive when pressed. Ultimately, there will be naysayers who will shoot this car down for its less-than-racy underpinnings, but remember that Jean-Pierre Nicolas and Jean-Claude Lefebvre guided a 504 Coupe to outright victory on the #1978 Safari Rally. Mechanically, the Pug is as tough as they come and has a better ride quality than most modern-day production cars. It's almost soporific, absorbing the worst topographical nastiness with no corresponding creaks, groans or shudders through the structure.

    It also handles a lot better than you might expect. The rack-and-pinion steering is perhaps a little low-geared, but it offers reasonable levels of feedback. On fast sweepers, it's all very undramatic, the Pug cornering with little accompanying body roll. On slower, tighter bends, lean is more pronounced, which is to be expected of a 42-year-old car. However, the Cabriolet doesn't feel remotely threatening. There's merely a little stabilising understeer as you straighten up. You can provoke the rear end into breaking away, but why would you want to? This car doesn't have a tearaway streak, so why pretend that it does? The disc brakes also work commendably well: there are no snatching or locking-up shenanigans, even when pressed firmly into action. There's excellent pedal weighting, too.

    There is much to love here. You could argue that the #Peugeot-504-Cabriolet is merely a gussled-up saloon, but only If you've never driven one. While it may not quicken your pulse, it does recalibrate how you feel. Sure, driving it along Estrada do Guincho - the road alongside the beach, which appeared in the opening scene of the James Bond film On Her Majesty's Secret Service - makes it hard not to romanticise. However, chances are you would feel much the same way driving just about anywhere. It has that effect on you. This is such a relaxing car to pilot, you just to want to keep going, basking in the sun's rays and the reflective glow of appreciative looks.

    When this car was new, it represented automotive couture at off-the- peg prices: in its home market, it cost roughly 40% more than a regular 504 saloon. Nothing has changed: it is still a relative bargain, prices starting at around £20,000 for a usable if not mint example. The Peugeot has all the charm and charisma of something far more exotic and vowel laden but without the punishing running costs. It's a car for fashion victors not victims, but then true style is timeless.

    THANKS TO owner Adelino Dinis and Pousada de Cascais Cidadela Historic Hotel.

    Above. Simple 2.0-litre pushrod engine isn't without charm, thanks to its ample torque; a coastal road and sunshine put the 504 Cabriolet in its element.

    Car #1972 #Peugeot 504 Cabriolet
    ENGINE 1871cc four-cylinder. OHV, #Kugelfischer fuel-injection
    POWER 97bhp 5600rpm
    TORQUE 124lb ft @ 3000rpm
    TRANSMISSION Four-speed manual, rear-wheel drive
    STEERING Rack and pinion
    Front: MacPherson struts, coil springs, anti-roll bar.
    Rear: semi-trailing arms, coil springs, telescopic dampers, anti-roll bar.
    BRAKES Discs
    WEIGHT 1170kg
    PERFORMANCE Top speed 111mph. 0-60mph 12sec

    ‘There is much to love here. The 504 Cabriolet may not quicken your pulse, but it recalibrates how you feel’
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  •   Chris Hrabalek reacted to this post about 3 years ago
    The #Peugeot-504-Coupe , 1969-1983 the pretty boy / #Peugeot-504 / #Peugeot

    Gone, missed opportunity. A few years ago you would have a good 504 coupe and even useful Cab can purchase for medium four-figure sums Rios. Meanwhile, moves the elegant cabriolet beyond the 20,000 euros. Only the coupe are still affordable, but are becoming increasingly rare. If you them a neat and affordable copy, you can be sure that it is a safe investment. The styled by Pininfarina four-seater convinces even today with space, charm and style. The four-cylinder in the bow is not a muscle man power, but arrived to feel good in 504. And if the French Beau then comes to rest in front of the crackling decorated with cheese and baguette picnic blanket, it is left to the imagination, what happens after the first red wine glasses.

    Model: Peugeot 504 Coupe
    Engine / Transmission: 4-cyl series, V6, water-cooled, 1.8-2.6 litres, 5-speed
    Power: 97-144 hp
    Original price: 37.000 DM (V6 Coupé), the market value (2 states.): 12,000 euros
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