I thought I’d get the obligatory Columbo reference out of the way in the title. The Peugeot 403 is chiefly associated with that show for a lot of you, I suspect. For those of us who were born on a different continent however, these Pugs are definitely not unkempt two-door cabriolets driven by a guy in a raincoat. Though they can be raincoat beige, as this one probably is under all that grime.
The 403s that I remember from my ‘80s and ’90s French youth were either tired saloons like this one, or rusty pickup trucks. They were 20- to 30-year-old Peugeots, not worth much but still able to serve if called upon to do so. Much like how 405s are nowadays. In fact, this unrestored but unmolested example, still bearing its original license plate, gave me some serious childhood flashbacks. I found it between Christmas and New Year’s on a trip to the old country that yielded very few CCs, but quality can be a substitute for quantity.
I’m sure we’re all more or less acquainted with the 403, so let’s keep this brief. Following in the capable footsteps of the 203 (1948-60), Peugeot’s first unit body model, the 403 was launched in 1955 with a larger 1.5 litre engine and Pininfarina styling. This was to be the Peugeot way for the next half century: the new flagship, with fresh PF styling, would not displace the old one for several years.
Other Peugeot traditions included the introduction of several body variants: the aforementioned (but extremely rare) cabriolet, the LWB wagon and the pickup, these having a different rear suspension. The demise of the 203 in 1960 meant the creation of the 403 Sept (bottom right), i.e. a de-contented 403 with the 203’s 1.3 litre engine – another Peugeot tradition that would be observed with the 404 Huit, the 504 L and (in a way) with the 505 V6.
Our feature car is not one of those poverty-spec 403s, far from it. It’s the “Grand Luxe” 1.5 litre model with the optional sunroof – yet another long-standing Peugeot tradition.
Although the 404 was recently introduced and would ultimately replace it, the 403 was still the heart of the Peugeot range in 1961. This 1960-61 period was the model’s apex: from MY 1962, the 403 started to retrench. At first, they came for the cabriolet, and we said nothing. Then, for MY 1963, they came for the wagon, and still we said nothing. Then, the sedan was terminated in 1966 (in France, at least), followed by the pickup the following summer.
How did the 403 do in its decade-long production span? Well, it was the first Peugeot to tally over six figures – over 1.2 million made, overwhelmingly of the 4-door saloon type. So we can safely say that this model was appreciated. And it was exported far and wide, too: the Peugeot’s sturdy construction, simple but competent mechanicals and no-nonsense suspension made for a perfect vehicle in Africa, Asia and South America. Sure, the Citroën DS was futuristic and cool, but try and fix one up at a local mechanic shop in Kenya, Chile or Indonesia.
Not that the 403 was in the same class as the 2-litre DS anyway. Peugeot would not field a direct competitor to the flashy Citroën until they started fitting fuel injection to their 404 model later in the ‘60s. The 403’s main domestic rival was the Simca Ariane, i.e. a big Vedette with a small Aronde motor. On the French market, there weren’t that many cars that could compete with the Pug and the Simca, given the tariffs still in place for foreign-made cars.
All the British cars in the 403’s size and displacement class were over the FF10,000 mark – and let’s not even consider Alfas, Lancias or Volvos, which were even dearer than that. Of course, the 403 would have faced a different crowd in certain foreign markets. A very different crowd. In fact, because I looked and I’m feeling generous, here’s another table for the same model year, but in the UK.
Really dumps the humble Pug in a pool full of sharks, doesn’t it? You would have to be a seriously hard-core Francophile to forego the lavishness of the Humber, the flashiness of the Vauxhall or the performance of the Austin in favour of the 403. Yet some people did. Peugeot’s reputation for quality and durability was that widespread.
There is another Peugeot “tradition” that is worth mentioning: innovation. Not world-leading, pioneering stuff like Chrysler’s Turbine Car or the Lancia Aurelia’s V6, but definitely something on the leading edge that Peugeot had never sone before. The 203 was a unit body car – not a rarity in the late ‘40s, but still pretty advanced. The 404 introduced fuel injection; the 504 had IRS and the front-drive 204 had an all-alloy transverse engine. The 403’s claim to fame was an in-house Diesel engine, first seen on the wagon in 1958, then on the saloon the following year. In those days, only Mercedes had those in their car range.
In the past couple of decades, Peugeot have lost some of that spirit – the marque seems to be coasting on their past reputation. Not that they cheapened out or started aggressively cutting corners like the aforementioned Stuttgart-based firm, but the well-thought-out innovative steps, as well as the clear but gradual progression from one generation to the next, have been etched away.
They’ve been stuck at the -08 generation since the 2010s, but at least there are a few reminders, like this 403, of what Peugeot used to stand for. It’s not running, obviously, but I imagine it wouldn’t take much, other than a few cheap parts and a lot of elbow grease, to awaken it from its slumber.
Hopefully, that’s what is in store for this one. Oh, and just one more thing: don’t put 20-inch rims on that venerable veteran and paint it purple. Do that to the Opel cabriolet tha’t parked next to it if you must, but have some pity for the proud Pug.
Related posts:
Curbside Classique: 1958 Peugeot 403 – A Vendre, Grand Choix de Voitures Neuves et d’Occasion, Petit Prix*, by Roger Carr
The World’s Greatest Wagons: Peugeot 203, 403, 404, 504, 505 – An Illustrated History, by PN
CC Capsule: 1960 Peugeot 403 – Thai Frog Havana Style, by T87
CC Cohort Day: Peugeot 403 and Renault 11 GTX, by PN
Cohort Capsule: Peugeot 403, by PN
Cohort Outtake: Peugeot 403 Pickup – Le Truck, by PN
So great to learn about a humble work-horse that’s rare in my area. I’ve never seen a 403 in person, but I did watch Columbo back in the day with my parents. It was the perfect pairing of character and car.
That’s in about the same condition as the one I had. I picked it up for peanuts, as it was not running, pushed it into our assigned parking spot in the ground floor parking area under our apt. building in Santa Monica, and then just didn’t get to it. A big promotion and a new baby will tend to do that. I used to go look at it and imagine it all fixed up. And then one day I got rid of it; I don’t remember just how, but someone carted it off or maybe I took it back to the same little foreign car junkyard in Culver City where I originally got it from?
Always had a great love for French voitures, and dearly loved our ’81 504 diesel wagon, picked up during the gas shortages, and sadly sold not long after. Still would love a 505 wagon.
The ’54 303 reminds me of a ’58 Rambler American (never made that association before!). Have always thought the Volvo 122 Amazon was sort of a Swedish 303, albeit some years later and with ’55 Chrysler and ’54 Chevy detailing. Our 122 lived up to it’s reputation for 10 years, and the 303 certainly deserved its’ during very extensive “colonial” service.
meant 403 not 303 of course…
These are elegant nicely made family cars. I most recently saw one at Roscoff, it was well restored and had gathered a small but appreciative crowd most of whom didn’t look like car types. If I was on the other side of the Channel permanently (once the plan but now almost impossible thanks to Brexit) I would give strong consideration to a 403 estate for local day to day errands etc.
403s have become collectable judging by the prices asked for survivors now, they have certainly become rare, parts to repair them quite likely just as rare, but they are out there if you search online.
Great car.
The beginning of the glorious Pininfarina era for Peugeot. Many say that the best cars of this brand range from the 403 to the 406, and it’s true.
This model is beautiful, and even more so the coupe-cabriolet that Columbo used.
I don’t know if the 403 came with the Indenor diesel engine in the US like the 504 and 505.
For me, it’s one of the most beautiful European cars of the 1950s and 1960s.
It’s always astonishing how small the engines of European cars were in the 1950s and 1960s.
At least a 1.8-liter engine would have been a good fit for a car of this size.
I grew up in Toronto and these were rare. When I started University in 1968 I stayed in residence and another student living there had a 403. I never had a ride in it, but it seemed interesting, and yet practical.
I think that Peugeot were very proud of the 403, and rightly so. They made a detailed film about its production.
Surprising number of these have survived here – there’s always at least one for sale on Trade Me. I gather they were popular in rural areas as solid unpretentious transport. TV series Death in Paradise has had a two-tone one as a taxi for years now.
These rounded Frenchies did well in There’ll-Always-Be-An-England Australia of the ’50’s, enough to be locally assembled. Pug had won respect by winning various round Australia rallies (which such things were truly appalling for cars), and developed a bit of a rural following.
The trick was to get 6-cylinder Holden-loving folk to just drive one: synchromesh, o/d 4th, properly engineered suspension (and in-house damping), sharp steering and long-travel ride, they were much nicer to sit in at speed on the quite crapulous country roads of then than any US-based car. For one thing, they stayed on it! Aussies, perhaps understandably, were pretty leery of 4-cylinder cars, having lived too long with ‘orrible Morries and rotten Rileys struggling to maintain 45 mph, and worse, needing rebuilds at 30-40K miles. The Pug, like the Holden, would do 100K miles plus.
The 403’s I saw in my ’70’s and ’80’s youth looked very much like this one, fallen down the ladder to enthusiast (or weirdo) banger status, but still running fine, and respected by any mechanic who was evolved enough not to dimiss it as “bloody frog rubbish”!
I received an early education on the goodness of Peugeots from my schoolmate Trevor, whose Dad drove a Rambler as the main car, but kept a couple of these Pugs around, a 403 and a 404, both in a dark grey color.
Peugeot have often been touted for producing their dampers in-house, the allusion being that this is a Brand-unique selling point of difference. Justy I quietly smile at this sanctification because in this regard Peugeot weren’t exactly Robinson Crusoe.
For example, Holden also manufactured their own dampers in-house, obviously to their (various) specifications. In theory their ‘shockers’ are likewise fully rebuildable, although OE Nasco replacements (if eventually needed) were so inexpensive you’d never bother.
However it’s true the Peugeot units were, by repute, excellent. IIRC weren’t these a patented design, exotically featuring 6 valves or somesuch?
Ooh, now that I wouldn’t know. (I’ve owned a couple of older Pugs, but don’t join cults, having given up sanctification and saints generally on about my 12th Catholic birthday).
I’d add to your point that the Holden had telescopics early on, whereas the 403’s still had lever arms, which were fully part of the suspension layout. But if you scout about online, rebuilding the 403 shocks turns out to be a proper engineering workshop’s job (damned if I can follow it) and that multi-valve thing does ring some vague bell. I can certainly say that the French car’s shocks did a wonderful job: some alchemy whereby a bump squidged very softly but then on rebound, it just sort of hovered without reaction. Very comfy.
I always wanted a car powered by a smooth Holden six (or eight), with GM’s skill for lovely looks – which the French cars never had, Pininfarina be damned – with a Pug’s seats, ride, damping, handling, and steering.