Peugeot 405 Estate
Rachelle Kun
Our high-status estate cars offer a vast amount of space in the rear and numerous storage locations. This makes them the ideal companion for large families and for anyone having to carry goods regularly.
Less spartan, more powerful, more attractive, today's estate car has nothing to envy to other passenger cars. On the other hand, it retains what has always made the segment special: a long silhouette and above all a large load volume.
The first PEUGEOT estate car dates back to 1949, the year the PEUGEOT 203 estate car was introduced. At the time, the segment was still in its infancy and no one knew if there was really a customer base for this type of car. But the Lion brand knew it was onto something good, so much so that it offered two versions of its PEUGEOT 403 station wagon: a Family estate car and a more basic Commercial car.
Given how well these models were received, PEUGEOT was encouraged to further develop its offer. As early as 1956, the Sochaux-based manufacturer launched a PEUGEOT 403 station wagon, which was also offered in Family estate and Commercial versions. It was replaced in 1962 by the PEUGEOT 404 station wagon, whereas the PEUGEOT 203 station wagon waited until 1965 and the arrival of the PEUGEOT 204 for a descendant to appear.
The story continues and new chapters unfold as time goes on: PEUGEOT 304 and 504 estate in the 1970s, PEUGEOT 305, 505 and 405 estate in the 1980s, PEUGEOT 306 and 406 SW in the 1990s. At the beginning of the 2000s, PEUGEOT furthered this offer with two original proposals: a PEUGEOT 206 SW, which came in a particularly small size for an estate car, and a PEUGEOT 307SW which recycles some good ideas seen in the minivans.
The list goes on with the SW versions of the first PEUGEOT 308 and the PEUGEOT 407, as well as the first and second generation PEUGEOT 508. With all these models, it is probably not an exaggeration to say that almost everyone can recall some form of PEUGEOT estate in their memories.
608 litres of load volume, and even 1,634 litres with the bench seat fully folded down: there is plenty of room in the boot of the PEUGEOT 308 SW, a lot of room even! The new PEUGEOT 308 SW is also practical, with a three-piece bench seat that can be folded down directly from the boot using controls on the sides.
The wheelbase of the new PEUGEOT 308 SW has been extended by 55 mm compared to the saloon. This change provides more space for the rear passengers, and also gives the car a more solid silhouette, which appears to stand firmly grounded on its four wheels.
Whether it is a saloon or SW estate, the new PEUGEOT 308 has a 10-inch 3D digital instrument cluster and an innovative 10-inch high-definition central touchscreen with the new PEUGEOT i-Connect Advanced. Fully configurable i-toggles replace the traditional physical controls. The small steering wheel, another integral part of the PEUGEOT i-Cockpit, allows the driver to become truly one with the car.
A 1796cc four-cylinder petrol engine drove the rear wheels from four-speed gearbox to back axle via a forgiving torque-tube driveshaft, and the superbly set-up front coil spring/rear McPherson strut suspension with its abnormally long travel made this a refined and comfy large family saloon. Deeply cushioned seats clad in plastic or brushed nylon absorbed most road surface shocks that rippled through to the cabin. Rack and pinion steering and front disc brakes added to the benchmark specification for the era, but this car also came with a sliding steel sunroof and adjustable front-seat headrests as standard, which were a bit special. Fuel injection was an option.
Mind you, the 504 was expensive, costing 1500 when an equivalent Vauxhall Victor FE was almost 300 less. It would always be a no-discount , upmarket, private purchase in this country, from a chain of Peugeot agencies generally located at family-owned garages; the proprietors would make a tidy margin on each 504 sold and then not fritter it all away in warranty claims, because customers rarely found fault with their cars. Everyone was a winner.
Then it could cruise sedately back to town and look unobtrusively at home in West Ken or Fulham, or sheltering under the mature tress of Barnes or Blackheath side streets, catching the sap. It was primarily a country car quite at home in the town.
Yet the 504 also has an irresistible touch of the colonial explorer to it. An enormous number of the 3m-plus 504s built found their way to the African outposts of the former French empire, where all the robust attributes that made them well suited to the farm tracks of rural England came to the fore, and then some. From Algeria and Senegal to Cameroon, and even more widely in Kenya, Morocco and Nigeria, a 504 made the perfect car. With none of the expense, unreliability and discomfort of a Land Rover. Again, rather like Dorset or Norfolk.
If young Caroline had spent time in Africa teaching local children English, or Henry had been out there installing water standpipes for his D-of-Es, no doubt they saw 504s everywhere, which stuck a metaphorical Post-It note up inside the head about what excellent motors they were, and they should have one someday.
The last 504 was built in France as late as 1983, barely changed or even face-lifted from its 1969 original. Indeed, its replacement, the 505, had arrived in 1980, but was largely the same car in a slightly different shape, bar the offering of a 2.8-litre V6 in a later luxury performance model. Just two years later came the estate. Not only was its total luggage space a thumping great 2240 litres but the Familiale was also now an incredible eight-seater after an extra chair had been squeezed in right at the back.
I still have the nob_van. It managed to feature in Retro Cars and Practical Classics in the same year, because the pool of classic car journalism talent* really is that small. I'm sorry if you ended up reading about it, nothing I write is worth a wet fart.
Underrated car, decent runner, insurer refused to cover it on a classic policy despite initially agreeing to it. Mechanically sound. Will soon be for sale. Bought soon after the V6 Laguna debacle; I don't learn. A good car for someone.
Attempt #3: Volvo 960 24v estate. Very cheap, head gasket blew on fourth day of ownership. PO fooled me into thinking everything was fine by changing the oil and filter, thus obviating the mayo hunt. Probably off to a new home. Very nearly scrapped out of spite because Volvo enthusiasts lack basic comprehension skills.
The rear three quarter dent will pop out, but the NSR door will need replacement, despite not breaking the paint. I think the P/O gently giffered it along a bollard. He also managed to knacker that side's door mirror and a good s/h one will no doubt get chucked over my fence by the post man or something.
I think the MoT was a tad lenient looking at some of the other 'fixes' applied by the seller (who bought it to plate rape). Supplied by a dealer in Triggerland, it was originally registered C200 ANG. Bloke wanted it for his wife 'Ange' to put on her 'dream car', a Mercedes 200. At least he kept it on the road.
There was a treasure chest of stuff left by the previous owner. Every tax disc it's had since new (kept), Kent frequencies for Classic FM and Radio 4 on LW (kept), an old 80's ice scraper - stuff like that.
I listed the 960 on said groups last night and ended up in a bizarre flame war with a bloke who gave me a torrent of abuse because, according to him, I hadn't listed where the car was located. I had - on the listing. He was replying to comments on one of the pictures from said listing which got hived off above the listing and turned into its own thread. When I pointed out to him that he needed to, er....read the listing and not gob off, he had a bit of a meltdown.
Then another bloke expected a fully serviced, MoT'd and running 960 estate to cost 200 when they all hover around 750-1000. Advised him that it was a project and no, knackered 246k 960 PROJECTS haven't generally had a grand's worth of belt servicing lavished on them and/or Astrid Lindgren read to them in hushed tones at nightfall. He didn't like my response, either.
On the subject of the 305 plate, I believe the seller (who bought it off the pinball bollard specialist original owner, with me it's on its third custodian) already had the car his wife was running and clearly didn't chuck him much for the plate, which was all he wanted it for. He was a bit gutted the car didn't sell for more but I think the autobox and body panel situation put a lot of people off.
Strangely, I didn't particularly like the 305 when it was new. I'm not sure why, since I was a big fan of that era of Peugeots. These days I can see that I was wrong. They're handsome things - I can see 504 and 505 styling elements in them and they have a great many other virtues to boot. Peugeot's beige was a fine one - full of interest, unlike some beiges. I like the ivory colour they sold in the early 1980s too - the 604 looks superb in it.
Absolute rubbish based upon the quality of this post. What a true survivor this car is. I too have a rear door probably dented beyond redemption, but as the first stage of removal in the workshop manual states 'use diagnostic computer to disable all airbags', I'll not bother.
Production of the 508 began in 2010 as an indirect replacement for the 407 and 607, for which no direct replacement was scheduled. It shares its platform and most engine options with the second generation Citron C5: the two cars are produced alongside one another at the company's Rennes Plant,[2] and in Wuhan, China, for sales inside China.[3]
The 508 saloon is 4.79 m (189 in) long, while the 508 SW (estate) is 4.81 m (189 in) long.[5] Compared to the Peugeot 407, the 508 has a shorter front overhang and a longer rear passenger compartment.[6]
After a few initial leaked spyshots, the first definitive details and images leaked to the web on 12 July 2010.[7] Peugeot released additional information on 6 September 2010.[8] The 508 was officially launched at the 2010 Paris Motor Show. PSA Peugeot Citron build the 508 in China in partnership with Dongfeng Motor. It was launched there on 10 August 2011.[9]