The 404 was manufactured under licence in various African countries until 1991 (in Kenya) and was manufactured in Argentina by Safrar/Sevel in El Palomar; in Québec, Canada at the St-Bruno-de-Montarville Sociéte de Montage Automobile (SoMA) Ltd. plant (1965-1968); in New Zealand by Campbell Industries; in Australia by Renault Australia Pty.

[6] Introduction of the Super Luxe model: Superstructure painted silver, chromed headlight rims, large diameter hubcaps, tan leather interior trim, front armrest.

The Peugeot 404 cabriolet/convertible made its first appearance at the Paris Motor Show in October 1961[9] and the accompanying coupé version was launched six months later.

[6] The convertible and coupé bodyshells were made by the Pinin Farina workshops in Turin and only the floorpan and mechanical elements were shared with the saloon.

The 404 Super Luxe sedan has the 86 PS (63 kW; 85 bhp) fuel injection engine (XCKF) and has door cappings trimmed with leather.

Between July and September, the carburetted engines of the sedan adopts five bearings (XC5), as do the fuel injected models (XCKF1).

Rubber over-riders were now fitted on the bumpers, and bi-colour oval front indicator clusters were equipped on coupés and convertibles (a similar design was used later on sedans and derivatives).

For the new model year, XC5 carburettor engine power is increased to 76 PS (56 kW; 75 bhp) in September 1964.

New seat pads for Grand Touring, with cloth quilted to form longitudinal ridges similar to the 404 Super Luxe.

Cigarette lighter fitted on all models, Super Luxe has automatic light on lockable glovebox.

The front of coupés and convertibles is redesigned, incorporating a new grille with integral driving lamps and rectangular indicator clusters.

[13] Despite a price about ten percent lower than the 9CV model, the step-up in taxes between an 8 and a 9CV was minimal at this time and the 404/8 was not a strong seller, apart from with government agencies.

[6] By this time Peugeot customers in Europe strongly favoured the newer 304 and 504 models, and French 404 production was much reduced, with only 15,780 – all berlines/saloons/sedans – produced during the first five months of 1975.

[5] In South Africa, where the 404 saloon continued in production until the end of 1978, the GL and Automatique versions received the more powerful 1.8-litre (110 cu in) XM7 engine also used in the 504.

The Luxe featured sporty alloy wheels and a special grille with integrated extra lamps.

The punitive British taxes of the 1960s made this a very expensive car indeed, equivalent in cost to a Jaguar Mark X.

[25] Autocar magazine tested the 96 hp (97 PS; 72 kW) fuel injected KF2 version of the 404 saloon/sedan in the spring of 1965.

The testers summarized the car as follows: "100 MPH maximum and high cruising speeds; very well developed fuel injection giving easy starting and moderate fuel consumption; powerful fade-free drum brakes; accurate steering and good compromise suspension; comfortable seating with leather trim; sun-roof a standard fitting; priced rather high in the U.K." Mean maximum speed was measured at 100 mph (160 km/h) with a best leg of 101 mph (163 km/h); the standing start 1⁄4 mile (0.40 km) was measured at 18.8 seconds.

The styling was criticised as square cut, perpendicular and appearing rather dated, while the interior was considered "austere" compared to British cars of the time (the article includes a performance comparison with the Triumph 2000, Ford Corsair 2000E and Humber Sceptre).

However, great praise is given for build quality, with the article stating that the car is suitable for African safaris and Arctic gales alike.

The car's quirks (the unusual original column-shift gearbox gate and awkward body roll at low speed) are listed.

Build quality was praised and the interior described as "quietly tasteful", although the authors felt that the appeal of the car was limited.

The article is critical of the car's styling, calling it "square cut" and "hardly avant garde", but then relents and opts for "mature rather than dated" as its final comment.

Of some concern to the testers was the driver's difficulty in reaching the handbrake when wearing a fixed seat-belt – inertia reel type belts would not have this problem.

[30] During the 1960s Peugeot, along with Mercedes-Benz, were pioneering large scale production of diesel engined passenger cars.

In terms of performance the Peugeot comfortably outperformed the diesel Austin Cambridge and the Mercedes Benz 190D also included in the comparison.

They reported the characteristic diesel rattle when idling and the 'roar at high revs', but found the performance 'very reasonable'.

The cars "oddities" are listed as the reverse-acting gearbox gate, window-sill door locks and windscreen wiper controls.

[33] In June 1965, a 1962 model 404 convertible - in fact the 34th 404C built by Pininfarina - equipped with the Indénor 88 Diesel engine, displacing just under 2 litres and rated at 68 BHP (SAE), and streamlined with a single seat and a fighter aircraft style canopy over the driving seat was brought to Monthléry racetrack near Paris and run for 103 hours at a 161 Km/h (just over 100 MPH ) average on the banked oval track of Montlhéry, covering 16,627 Kilometres.

A team of five pilots took two hours shifts and had to stick to a tight average (not just full speed pedal-to-the-floor run) helped by a clever device , an adjustable "snail" shaped stopper on the throttle linkage.