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70-470: There were three generations of the model: the 9 Aronde , made from 1951 to 1955, the 90A Aronde , made from 1955 to 1958, and the Aronde P60 , which debuted in 1958 and continued until the model was dropped in 1964. Some 1.4 million Arondes were made in total, and this model alone is largely responsible for Simca becoming the second-biggest French automaker at the end of the 1950s. The first Aronde debuted in

140-567: A transverse leaf spring, while the rear suspension was coil springs with Panhard rod . The 203 was a massive hit in France. In a move which under some conditions might be expected to have encouraged discounting of the predecessor model, the 203 was already depicted and advertised vigorously on the final page of the sales brochure distributed to potential purchasers of the Peugeot 202 in October 1947, nearly

210-608: A basic saloon, while the basic Renault Dauphine was still listed at less than 6,000 New Francs. The changes for the 1960 model year also involved more names, and the three low-end Aronde models were now named as follows: After this the old Aronde body was restricted to a single model, the Simca Deluxe sept also known as the "Aronde Outremer" since it was intended for sale overseas, chiefly in Algeria , at that time blighted by an increasingly bitter war for independence . A new engine,

280-568: A display involving ballerinas, but it proved impossible to confer sufficient structural rigidity on this car without unacceptable cost and weight penalties, and Figoni's Aronde cabriolet was never produced for sale. The 1952 Motor Show saw several manufacturers attempting to broaden the appeal of mainstream ranges with stripped down versions offered at a reduced price. The trend seems to have been started by Renault with their 4CV Service , and they were quickly followed by other automakers in including Rosengart and Simca. Simca's "Aronde Quotidienne"

350-501: A five-door P60 station wagon was introduced in late 1961. The wagon, which was unique to Australia, was based on the four-door sedan and featured an extended roof-line and a tail-gate fitted with a wind-down window. Australian production of the Aronde ceased in 1964. The Simca Sport was a two seater sports car. It originated as a coupé version of the Simca 8 , but with the arrival of the Aronde

420-471: A four-speed manual gear box: power was delivered to the rear wheels using a propeller shaft driving through a worm-and-wheel gearset at the differential. Possibly the most significant upgrade occurred in March 1954 with a new four speed gear box featuring synchromesh on all forward speeds. Cars delivered between 1949 and 1954 came without synchromesh on the bottom ratio. Suspension was independent up front by way of

490-409: A new modern-looking body. The 2,440 mm (96.1 in) wheelbase was unchanged and, apart from a slightly lowered roof-line, the central portion of the body was still broadly similar to that of the original 1951 Aronde, but the discrete tail-fins and rear lights were restyled as were the headlights, set on either side of a larger grill at the front. Mechanically little had changed: more innovative

560-476: A rather anaemic level of performance, buyers enjoyed a small improvement in fuel consumption. The car, known as the Aronde Deluxe Six , was aggressively priced at 598,000 Francs which enabled it to compete with the popular Renault Dauphine for which listed prices started at 594,500 Francs. The "old" Aronde body was also available with the 1290 cc (7CV) unit fitted in the new Aronde P60s, and in this form

630-411: A reliable, economical engine, well judged equipment levels including the sun roof, good manoeuvrability helped by an unusually tight turning circle (possible because of its "old-fashioned" rear-wheel drive lay-out), and not withstanding a rather unfriendly gear box which during the summer of 1954 would be replaced by Peugeot's new all-synchromesh "C2" transmission. The strongest domestic manufacturers in

700-687: A reworked body in 1958 there was no corresponding update for the Simca Sport which changed very little after 1957. Under the bonnet/hood, however, the Sport benefited from the upgraded version of the 1290 cc "Rush" engine, shared with the newly announced Simca Aronde P60 Montlhéry Spéciale introduced for both models at the Motor show in October 1961. The uprated "Rush Super M" engine featured a further increase in compression ratio, now set at 8.5:1, and an increase in power to 70 hp (52 kW) at 5400 rpm. The result

770-400: A small increase in claimed maximum power which, for the models as displayed at the motor show in October 1955, now given as 45 hp (34 kW) at 4,500 rpm or 48 hp (36 kW) at 4,800 rpm (and more in some low volume more highly tuned versions). Externally the Aronde for 1956 had an updated 9 Aronde body, with restyled front and rear ends. A very slight lengthening of the car at

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840-458: A starting price of 595,000 Francs for the Simca Aronde with which the Sport shared its engine and other mechanical elements. Mechanically and visually the new cars were not so different from those they replaced, but they were readily differentiated by their fashionable wrap-around "panoramic" windscreens. In 1956 the 1290 cc Flash Spécial engine with 57 CV (42 kW) was introduced; this

910-596: A team that averaged 113.8 km/h (70.7 mph) for 8,047 km (5,000 miles) driving an Invicta , and became the first woman to be awarded the Dewar Trophy by the Royal Automobile Club . The Grand Prix revisited the track in 1927. In 1929, Hellé Nice drove an Oméga-Six to victory in the all-female Grand Prix of the third Journée Feminine at the Autodrome de Linas-Montlhéry. The Grand Prix revisited

980-497: A wheelbase lengthened by 20 cm (7.9 in) to 278 cm (109.4 in). By taking the trouble to extend the wheelbase for the estate and family versions, the company set a pattern which they would follow with several succeeding generations of large family Peugeot estates such as the 404 and 504 . In October 1952 the Paris Motor Show welcomed a modified 203 which now featured hinged quarter light windows on

1050-459: A year before the 203 could be offered for sale. There seems to have been a good deal of pent-up demand by the time the 203 was actually launched, and the practicality, price and reliability of the car wooed many motorists. 200 were coming off the production line each day by 1950, and that year the 203 achieved 34,012 domestic sales, commanding 19.5% of the French auto-market , where it was second only to

1120-482: Is a motor racing circuit, officially called L’autodrome de Linas-Montlhéry , owned by Utac , located south-west of the small town of Montlhéry about 30 km (19 mi) south of Paris. Industrialist Alexandre Lamblin hired René Jamin to design the 2.548 km (1.583 mi) oval shaped track for up to 1,000 kg (2,205 lb) vehicles at 220 km/h (140 mph). It was initially called Autodrome Parisien , and had especially high banking. A road circuit

1190-460: Is always the record holder with 7 victories despite riding alone during 24 hours : his average speed was 107 kilometres per hour (66 mph) in 1953. The year after, two riders were allowed. In 1969, a Japanese bike, Honda Four, wins for the first time. In 1970, a British one, Triumph Trident, wins for the last time. Another race open the year in France, the Côte Lapize , climbing around

1260-417: Is the two-door coupé coachbuilt by Facel . The Facel-built coupé was replaced for 1953 by a coupé based on the saloon Aronde body, called Grand Large , featuring a large three piece wrap-around rear window and a "pillarless" side window effect when both side windows were wound down. A two-door cabriolet conversion, prepared by the coachbuilder Figoni, was presented to the public for the 1953 model year in

1330-558: The 90K modelcode. An Aronde Chatelaine 3-door station wagon and an Aronde Intendante Pick-Up were also offered. In January 1957, the 500,000th Aronde was made, and the cars were now exported even to the United States. In October 1957, two new versions joined the Aronde range: the Océane , a 2-seater cabriolet , and Plein Ciel , a 2-seater coupé, both with bodies by Facel . An Aronde Elysee

1400-545: The Rush 1290 cc unit, with the same cylinder dimensions as before, but now incorporating a five-bearing crankshaft , was fitted to the Arondes beginning from October 1960. A wide range of power outputs for the new engine was offered according to model, ranging initially from 48 hp (36 kW) to 57 hp (43 kW). During this period higher octane fuels were becoming the norm at filling stations across France, and some of

1470-405: The Simca 8 before that model received a larger engine in 1949. The old 6CV unit was now fitted in a reduced specification Simca Aronde, but the bodies of these downmarket Arondes still, at this stage, were those of the 90A Aronde of 1955-58, and not from the new Aronde P60. The cylinder stroke of the two engines was the same, but the bore diameter on the 1090cc unit was smaller and in return for

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1540-413: The (far smaller and cheaper) Renault 4CV in terms of unit sales. Home market success was followed by the export of 203s, notably to West Germany. Six years into its production run a growing body of data on second-hand sales became available. In early 1954 it was noted that in France the 203 lost value more slowly than any other French car generally available, thanks to a combination of virtues including

1610-562: The 1950s were Citroën and Renault who in the ten years after 1945 concentrated on different areas of the market from Peugeot. The success of the 203 was therefore a tribute both to the excellence of the product and to the absence from its sector, in its early years, of mainstream competitors. A powerful mainstream competitor appeared in 1951 with the launch of the Simca Aronde , but with the post-war economy finally beginning to experience useful growth there seems to have been ample capacity in

1680-417: The 203's production run, though removing the roof from an early monocoque design necessitated extensive body strengthening which added to the car's weight and reduced the performance. For a number years the leading edge of the car's nose carried an angular, forward-leaning chrome lion bonnet ornament  – the lion image being Peugeot's trade mark. That was removed for 1959, due to safety concerns, and

1750-474: The American Chevrolet Fleetline fastback , although its wind cheating profile also reflected the streamlining trend apparent in some of Europe's more modern designs, including some of Peugeot's own 402 model, from the 1930s. The 4-door saloon was the major seller, but from 1950 a commodious 4-door version (Commerciale) and a 6-seat (Familiale), with three rows of seats, were also offered on

1820-555: The British Motor magazine in 1951 had a top speed of 73.9 mph (118.9 km/h) and could accelerate from 0-60 mph (97 km/h) in 30.2 seconds. A fuel consumption of 34.1 miles per imperial gallon (8.3 L/100 km; 28.4 mpg ‑US ) was recorded. The test car was reported to cost 970 Francs on the French market. It was not at the time available in the UK but the price

1890-518: The Coupé de Ville in the fall of 1954. In October 1952 a cabriolet version of the now chassisless Simca Sport was exhibited, but the cabriolet version only entered production more than two years later in the Spring of 1955, presumably reflecting the challenges involved achieving sufficient structural rigidity in a slim and shapely cabriolet body, without incurring an excessive weight penalty. A new generation of

1960-480: The Montlhéry models. This had a slightly higher top speed of 83.6 mph (134.5 km/h), faster acceleration from 0-60 mph (97 km/h) in 19.6 seconds and a better fuel consumption of 35.0 miles per imperial gallon (8.1 L/100 km; 29.1 mpg ‑US ). The test car cost £896 including taxes on the UK market. The P60 Aronde saloons, presented at the Paris Motor Show in October 1958, came with

2030-509: The Nanterre plant passed 100,000. The company's flamboyant boss, Henri Pigozzi , was keenly aware of the publicity that could be generated from the craze for record breaking runs. In May 1952 an Aronde broke five international records by covering a distance of 50,000 km (31,000 mi) at an average speed of 117 km/h (73 mph), and in August 1953 another Aronde, selected at random from

2100-431: The October 1951 launch was a four-door saloon/sedan/berline , but other configurations very soon became available such as the three-door estate (branded initially as the "Aronde commerciale" and later as the "Châtelaine") with a horizontally split tailgate. There was also a van, called the "Messagère", and a "commerciale semi-vitrée" - part panel van and part estate - became available in 1953. Of more interest to collectors

2170-418: The Simca Aronde, the Simca Sport is now usually presented as a low volume stylishly rebodied version of the Aronde. The arrival of the 2,440 mm (96.1 in) wheelbase in 1952 coincided with the loss of a separate chassis, and from now on the Sport used an elegant monocoque body. The new monocoque bodied car was offered only as a two-seater hardtop coupé, there being for the time being no replacement for

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2240-517: The Simca Sport acquired a new grill in October 1951, and six months later it gained an extra 20 mm (0.8 in) of wheelbase, from 1952 sharing its 2,440 mm (96.1 in) wheelbase with the Aronde as well as its (at this stage) 1221 cc (7CV) engine. The Simca Sport would continue to share its engine and other technical components, as well as its wheelbase, with the Aronde until its withdrawal in 1962. It became increasingly expensive and correspondingly rare. Although its origins predated those of

2310-408: The Simca Sport was launched at the 1956 Paris Motor Show . There was, as before, a choice between a two seater sports cabriolet and a two seater sports hardtop. The bodies came from Facel . The cost of organising and producing a coachbuilt body was reflected in the price of the Sport, which at the 1957 Motor show was listed as 1,079,000 francs for the fixed roof "Plein Ciel" version: this compared with

2380-468: The back made it possible to position the spare wheel under the floor of the boot/trunk which allowed for a substantial increase in usable luggage capacity. New trim levels, marketed as Elysée and Montlhéry (named after the Autodrome de Montlhéry ) appeared. The "Commerciale" and "Messagère" vans remained available, with a 45 PS (33 kW) version of the 1.3 litre "Flash" engine. They received

2450-683: The best French and British racers. The Bol d'or , the well-known French motorcycle endurance race of 24 hours, was held in Linas-Montlhéry before the Second War from 1937 to 1939, and after the Second War in 1949, in 1950, from 1952 to 1960, in 1969 and in 1970. British motorcycles were victorious usually from 1931 to 1959, ( Velocette , Norton or Triumph ); American Harley-Davidson , French Motobécane , German BMW , Italian Moto Guzzi , Austrian Puch and Czechoslovakian Jawa won only once. A legendary French racer, Gustave Lefèvre ( Norton Manx)

2520-545: The body of the earlier Aronde 90A Châtelaine, but by 1960 a more luxurious estate version, branded as the Simca Aronde P60 Ranch , combined the new front end (resembling, according to one source, the 1957 Ford Thunderbird ) from the new Aronde P60 with the back end of the previous generation of Aronde estates. The announcement of the Aronde P60 coincided with a resurrection for the old 1090 cc (6CV) engine last seen in

2590-554: The car was known as the Aronde Super Deluxe . A year later the entry-level Arondes acquired the P60 body that the other models had received in 1958, and the 1960 cars exhibited at the Paris Motor Show in October 1959 combined the newer bodies with the engines and the reduced specifications of the previous year's entry-level models. The price had crept up too, with the entry level Aronde Deluxe Six now listed at 6,050 New Francs for

2660-582: The changed power outputs correlated with changed compression ratios. The situation is further complicated by changes to the basis for computing power output in France (and elsewhere in Europe) at the end of the 1950s. A 70 hp (52 kW) version of the engine, called Rush Super M , debuted in September 1961 in two models - the Montlhéry Spéciale saloon and Monaco Spéciale hardtop coupé. The 90A Aronde

2730-534: The driver could enjoy an unimpeded view of the sky, was now branded as the Simca Sport Océane while, bizarrely, the fixed roof version was branded as the Simca Sport Plein Ciel (Simca Sport Open Sky) . Although precluded by their prices from becoming big sellers, the eye catching sports models served the company well, adding glamour to Simca show rooms and exhibition stands. When the Aronde received

2800-418: The end of May, the model disappeared from the price lists. A month after the production of the last 203, Peugeot launched the 403-sept which was a version of their larger newer 403 model with the smaller 7CV (7 fiscal horsepower ) engine from the 203. At the time of the 203's demise, this stripped down version of the Peugeot 403 was presented as the replacement for the 203, though it could be argued that

2870-549: The feat in under a month. They were armed with their own 203s, one co-driver respectively and a film crew. On April 23, 2006 in Sydney, about a dozen Peugeot 203 vehicles (together with other Peugeot models - 204 , 403 , 404 ) set off in the "Peugeot 2006 Round Australia Rerun". An event organised by Graham Wallis from the Peugeot Car Club of Victoria to celebrate the 50th anniversary of the 1956 Ampol Round Australia Trial which

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2940-469: The former Simca Sport cabriolet as the monocoque body did not offer the same levels of rigidity. The three-window 9 Sport, using very similar bodywork to the earlier 8 Sport model, arrived in April 1952 but only lasted for less than a year, with the 1953 9 Sport receiving new five-window bodywork from Facel. Somewhat heavy and expensive, Simca made the fully equipped version into the standard version and renamed it

3010-432: The front ends of the front doors and an enlarged rear window on the saloon versions. This upgrade also saw the removal of the speedometer from the centre of the dashboard to a position directly ahead of the driver. Publicity shots from the early 1950s tend to avoid showing the rear of the car from the right side. That changes with 203s displayed at the 1953 Motor Show , after which the hitherto protruding fuel filler cap

3080-625: The full range of body colours offered on the "Aronde Berline Luxe". The company was keen to stress that the stripped down Aronde was not as fully stripped down as the Renault Frégate Affaires (available only in black), the Renault 4CV Service or the Rosengart Artisane (these last two being offered only in grey). The 9 Aronde was well received, especially in France. It took only until 17 March 1953 before total production of this model at

3150-586: The hill of Saint-Eutrope : the new engines confidentially prepared during the winter months were shown. In early 1950s, Pierre Monneret riding the famous Gilera Four, 500 cc, sent by the official Italian team, was one of them. Some races were open to production motorcycles like the Coupe du Salon (morning for motorcycles, afternoon for motorcars) or the Coupes Eugène Mauve . Fatal accidents at Autodrome de Montlhéry include Benoît Nicolas Musy (1956), and

3220-408: The light metal cylinder heads. At launch, a power output of 42 PS (31 kW; 41 hp) was claimed, which was increased in 1952 to 45 PS (33 kW; 44 hp) for the October 1952 Paris Motor Show . Peugeot advertising pointed out that the increase in power came without any penalty in terms of fuel economy or car tax (which was a function of the unchanged cylinder capacity). Reference

3290-483: The logo was incorporated into a baguette shaped flatter emblem on the car's nose. A military variant was developed and presented to the military who showed little interest. The prototype was converted into a factory fire engine for the Peugeot plant. The 1290 cc four-cylinder TM engine was unusual in its 'oversquare' cylinder dimensions, and was noted for the hemispherical form of the combustion chambers included in

3360-533: The market for both cars. By 1955 when Panhard gained access to the Citroën dealership network, the 203 was well established in the market place and Peugeot themselves had moved beyond their one model policy. The 203 nevertheless continued to sell well till the end of the decade. The final Peugeot 203 rolled off the production line at the Peugeot Sochaux plant on Thursday, 25 February 1960. Three months later, at

3430-486: The previous Simca model, the Simca 8 , fuel feed being provided by a Solex 32 carburetor. Power was delivered to the rear wheels via a traditional four-speed manual gear box incorporating synchromesh on the top three ratios. The car had independent suspension at the front using coil springs, with a live axle at the rear, suspended using semi-elliptic leaf springs. Hydraulically operated 9.85 in (250 mm) drum brakes were used all round. The only body style offered at

3500-532: The production line, returned to the Montlhéry circuit for a new record attempt whereby during the course of forty days and forty nights the car covered 39,242 laps which represented 100,000 km (62,000 mi) at an average speed of more than 104 km/h (65 mph). This achievement, which involved breaking more than 30 international records, was undertaken under the supervision of the ACF . A car tested in France by

3570-427: The same wheelbase and the same length/width footprint: Although the engines were unchanged, direct comparisons between the Aronde P60 Élysée and the previous model disclosed a small deterioration in overall top-end performance which was attributed to various "improvements" to the car's overall profile which, taken together, reduced the body's aerodynamic efficiency. The Aronde Châtelaine (estate) at this stage retained

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3640-454: The seat covers and a moulded plastic dash-board which at the time appeared very modern when compared to the metal dashboard on the Aronde's most obvious competitor, the Peugeot 203 . A few months later, at the start of 1952, space was found to position the battery under the bonnet/hood: in the earliest cars the battery was stowed under the front seat. The Aronde was fitted with a front-mounted 1221 cc 44.5 bhp (33.2 kW) engine from

3710-542: The spacious front-wheel-drive 1300 cc Peugeot 304 , which appeared only in 1969, or indeed the consecutively named Peugeot 204 more directly occupied the market niche which in the early 1950s the 203 had made its own. The 203 was released on the Australian market in September 1949. The 203 was also assembled in Australia , beginning in 1953, and thus becoming the first Peugeot model to enter production in that country. This

3780-466: The spring of 1951 but initially only a few hundred pre-production cars were distributed to carefully selected "guinea-pig" buyers, and the full production version was finalised only in time for the Paris Motor Show, becoming available for sale in October 1951. The full production version incorporated various detail changes when compared to the pre-volume production cars, including a changed material for

3850-437: The track each year between 1931 and 1937. The "Coupe du Salon", "Grand Prix de l'Age d'Or" and the "1000 km" were arranged irregularly since then, as the track has had several high-speed problems. The Grand Prix de France (UMF French Federation) was organized in Linas-Montlhéry in 1925, 1931, 1935 and 1937 with the best worldwide racers. A competitor Grand Prix de France (MCF Club) was also organized from 1924 to 1937 with

3920-473: The war. In December 1946, it was again sold to Union technique de l’automobile et du cycle (UTAC). The last certification for racing was gained in 2001. The first race, the 1925 French Grand Prix , was held on 26 July 1925 and organised by the Automobile Club de France . Robert Benoist in a Delage won; but Antonio Ascari died in a crash of his Alfa Romeo P2 . In July 1926 Violette Cordery lead

3990-465: Was Peugeot 's first new model launched after World War II . During its twelve-year production run nearly 700,000 203s were assembled in Sochaux , France . Between the demise of the 202 in 1949 and the launch of the 403 in 1955, the 203 was the only model produced by Peugeot. The 203 was the first monocoque bodied production Peugeot. The car was eye catchingly modern and bore a marked resemblance to

4060-515: Was 20,196, according to Facel's records. Peugeot 203 The Peugeot 203 is a small family car which was produced by the French car manufacturer Peugeot between 1948 and 1960. The car was exhibited at the Paris Motor Show in 1947, but by then had already been under development for more than five years. Volume manufacturing was initially hampered by strikes and shortages of materials, but production got under way late in 1948, with buyers taking delivery of 203s from early 1949. The 203

4130-425: Was a small gain in performance and a useful improvement in flexibility. At the end of the 1950s prototype replacements for the Simca Sport were developed and four cars were built, but the project did not progress to production. In 1961 the Sport was still priced at nearly twice the level of the entry level Aronde, and in 1962 production of the car ended without replacement. Total production of Facel-bodied Simca sports

4200-417: Was added in 1925. The first race there, the 1925 French Grand Prix , was held on 26 July 1925 and organised by The Automobile Club de France. It was a race in which Robert Benoist in a Delage won; Antonio Ascari died in an Alfa Romeo P2 . The Grand Prix revisited the track in 1927 and each year between 1931 and 1937. In 1939 the track was sold to the government, which deprived it of maintenance during

4270-409: Was converted to £657. The second-generation Aronde debuted in October 1955. The new Aronde was now powered by the ungraded and newly named 1290 cc Flash engine. The unit retained the 75 mm (3.0 in) cylinder stroke of the previous engine, but the cylinder bore was increased to 74 mm (2.9 in). The Solex 32 carburetter was unchanged but a raised compression ratio provided for

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4340-441: Was made to a change in cylinder design but there was no change in the compression ratio, which remained at 6.8:1. Advertised top speed increased accordingly, from 115 to 120 km/h (71 to 75 mph): the longer estate versions were significantly slower. 0- 97 km/h (60 mph) time was 20 seconds, and fuel consumption was 14.1–8.1 L/100 km (20–35 mpg ‑imp ). The column-mounted gear change controlled

4410-498: Was offered from January 1953 with an advertised price of 630,000 francs, which was a saving of 45,000 against the previous base model (confusingly branded, even then, as the "Aronde Berline Luxe"). The interior of the Quotidienne was simplified and the heater disappeared, as did most of the exterior trim. Nevertheless, chrome headlight surrounds remained in place: importantly, too, buyers of the "Aronde Quotidienne" could still choose from

4480-520: Was produced in Australia from 1956 by Northern Star Engineering which, along with Continental and General Distributors, had been contracted to assemble the model from CKD kits, using local content. In July 1959, Chrysler Australia announced that future production of the Aronde would be undertaken at its factories in Adelaide . In late 1959 the P60 was introduced, selling alongside the 90A well into 1960, and

4550-497: Was sunk a couple of centimeters lower into the rear wing, and gained the protection of an opening flap set flush with the line of the bodywork. Along with improvements to the existing cars, Peugeot introduced a 2-door 203 coupé at the end of 1952, although this was not as successful as hoped and quietly disappeared from the brochures a year later. There were several low volume cabriolet and coupé conversions produced by outside specialists in collaboration with Peugeot available during

4620-459: Was tested by the British magazine The Motor in 1956 and was recorded as having a top speed of 82.6 mph (132.9 km/h) and could accelerate from 0-60 mph (97 km/h) in 23.9 seconds. A fuel consumption of 32.6 miles per imperial gallon (8.7 L/100 km; 27.1 mpg ‑US ) was recorded. The test car cost £915 including taxes on the UK market. In 1960 they also tested one of

4690-437: Was the route taken by Andre Mercier and Charles de Cortanze in 1953, it was 15,000 km (9,300 mi) and they performed it in a record time of 17 days. The event also sparked interest in the incredible fuel economy of the vehicle – a single tank lasted 900 km (560 mi), even with the tough terrain. In 2003 to commemorate the 50th anniversary of the heroic journey, Didier Pijolet and Leigh Wootton both completed

4760-497: Was the wide range of versions and permutations now offered, with customers able to choose from a range of engines offering four different levels of power output (40, 45, 47 or 57 hp) and an options list that even included leather upholstery and a "Simcamatic" clutch. In line with the manufacturer's determination to offer customers more choice, the Simca Aronde P60 was offered with various names. The following cars all shared

4830-404: Was upgraded to 60 CV (44 kW) during 1960. This was further upgraded in 1961 with the 62 CV (46 kW) Rush Super engine with five main bearings, when the lower-priced "S" model was also added. In 1957 the two versions of the Simca Sport received extra names, which was in keeping with the manufacturer's marketing strategy at the time. The Cabriolet version, from which on a sunny day

4900-518: Was won by Wilf Murrell and Allan Taylor in a Peugeot 403 sedan after covering 19,000 kilometres (12,000 mi) of rugged Australian roads and tracks. In 2003, Graham Wallis organised a 50th Anniversary Rerun of the 1953 Redex Round Australia Trial in which eleven Peugeot 203s started and ten finished. The 203 win in the original Redex Trial significantly raised the profile of Peugeot in post WW2 Australia. Autodrome de Linas-Montlh%C3%A9ry Autodrome de Montlhéry (established 4 October 1924)

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