Aside from the usual “production” FWD Citroëns, there were a number of rare cars at this 15th International Citroën Car Club Rally (ICCCR). There usually are a few RWD cars (i.e. necessarily pre-war) and some interesting period accessories, modifications and coachbuilt specials, which are always a treat. The folks at the Conservatoire Citroën also like to participate, taking the time to ship over some interesting prototypes such as this DS-powered Panhard. And a few folks even try to venture into this extremely mono-marque event in a non-Citroën…
Pre-war cars
This is the ur-Citroën: a 1919 “Type A” 10 HP. Andre Citroën had the capital and the experience to switch to car production after the Great War and decided to emulate Ford’s production methods as much as possible. The Type A was consequently very cheap for its size and sold very well.
In 1922, Citroën tried their hand at the 5HP tax band, which was highly favoured in those days. The tiny 850cc Citroën Type C was another great sales success for the firm. The Type C was ubiquitous on French roads until well into the ‘50s. The most popular variant was the 3-seater boattail cabriolet, which Citroën fans know as the “Trèfle” (clover). Sales were excellent but profits quite low – the C was ditched in 1926.
The Type A was replaced by the B2 (1921-26), whose chassis was used to create the B10 we see here in 1924. The B10 was the first European all-steel bodied car, using Ambi Budd technology – a dramatic step forward. The B10 and B2 were superseded by the B12 in 1926, which evolved and changed names several times in the ‘30s.
A British-made C4 (circa 1931) – from this point on, except for marginal cosmetic changes and new engines after 1934, the RWD Citroëns pretty much stayed like this until 1938. All eyes were now on the Traction Avant.
This is what a genuine pre-war Traction should look like. One stop light, no door or wing brightwork, no turn signals, optional two-tone paint. This is a post ’35 car, as the trunk can be accessed from outside.
This is a genuine rarity – the Traction Avant fixed-head coupé, weirdly termed “faux-cabriolet” by Citroën. Only made for five model years (1934-38), it was never as popular as the convertible. A highly prized collector’s item today, of course.
Citroën never resumed its two-door Traction convertible after production was halted in 1940. Consequently, a number of owners got their pre-war cabriolet tarted up to continue standing out in the post-war traffic. This 1939 11B cabriolet was thus partially re-skinned by Clabot, a specialist of this sort of thing, in 1947. Good segue to coachbuilt and modified cars, isn’t it?
Coachbuilt and Modified Cars
Staying with the Tractions, here are two I’ve already used in my post on the breed in general and the 15-Six in particular. This 1951-52 car has a convertible roof, probably made by AEAT. This was a rather popular modification in the ‘50s – some carmakers, such as Peugeot and Renault, even made those in-house. Citroën never did (except for the 2CV, the Dyane and the short-lived Visa Décapotable), but a period-installed soft-top such as this greatly increases a Traction’s value. This car also has the Grégoire rear suspension, another highly-prized period aftermarket gadget.
Swiss coachbuilders such as Langenthal made a number of proper two-door convertibles with the invincible Traction in the ‘40s and ‘50s, since Citroën did not do their factory convertibles any more. 6-cyl. cars like this ’52 are especially valuable, but that didn’t prevent these guys from taking the ferry like us mere mortals. It’s still a Traction after all – still capable to keep up with modern traffic, except maybe on highways…
The AEAT company continued making business into the ‘70s, but they usually left the C pillars alone on the DS. This more elaborate solution was made by Chapron, a.k.a the last traditional French coachbuilder, on a 1970 DS. The big downside being that one of the car’s coolest features, the roof-mounted turn signals, are sacrificed for the cause…
Henri Chapron forged a relationship with Citroën after he presented a two-door DS convertible at the 1958 Paris Motor Show, which roused the carmaker’s interest. Chapron ended up with a lucrative subcontract to make the “production” DS convertibles, but he also proposed his own, more bespoke and chrome-laden designs.
These two nearly identical 1959 “La Croisette” convertibles were there. It’s rare to see two almost-identical Chapron DSs – there were two- and four-seater convertibles and coupés, as well as a saloon. A handful of cars were made of each type every year until 1975. The cost of Chapron’s work usually equaled the cost of a DS, making these very expensive, but still shy of Rolls-Royce territory. Then costs started spiraling out of control in the ’70s, eventually leading to the coachbuilder’s closure in 1985.
This is a “Concorde” four-seater coupé. From around 1964 to 1970, most Chapron DSs had these slight rear fins à la Facel-Vega.
I’ve already featured this 1972 Chapron-built SM “Opéra” – one of eight ever made – in a previous post, but I can’t decently leave this stunning machine out of this compilation. Jaw-dropping. If only Citroën had gone through with the prototypes they designed for a production SM saloon….
Prototypes
Speaking of which, here are a few of the prototypes that Citroën managed not to destroy over the past few decades. This is the C60, which was Citroën’s first stab at making a mid-sized car to fill the massive gap between the DS and the 2CV.
The interior is surprisingly elaborate for a prototype that was never going to go into production as was. Couldn’t be anything but a Citroën though, could it? The company then started afresh with the Projet F, which was a complete debacle. Finally, the GS plugged the gap in 1970.
By that time, a replacement for the DS was well under way. The Project L was the first complete draft of the CX, which was launched in 1974.
The rear of the car was certainly improved in the final design – this is too close to the GS. But the overall CX concept is already there in many ways. Citroën were still the undisputed heavyweights of the automotive avant-garde, having gobbled up talents from Maserati, Berliet and Panhard.
The 1963-67 Panhard 24 – the marque’s final civilian vehicle – was entirely made under Citroën’s watch: Citroën had gradually swallowed Panhard in the late ‘50s. Some Citroën product planners wondered how the pretty Panhard might fare with a full hydro suspension and a special DS engine…
It seems another Panhard 24 CT was also modified to test the Maserati V6 used on the SM in 1968. Being lighter and very aerodynamic, the Maserati-powered Panhard could reach over 240 kph – the SM was a good 20 kph slower.
Other Marques
Officially, Panhards are always welcome at the ICCCR and regarded as “cousins” by the average Citroëniste. Panhard aficionados, on the other hand, usually regard Citroën as “remorseless killers.” They’re both right. One could see a smattering of Panhards (all post-war FWD) as the event, such as this UK market 1960 PL 17.
This is a higher-spec Tigre model – the front suicide doors also make it a 1959-60 car.
By 1963, the Panhard saloon had changed a little bit – more discreet trim, new taillights, new alloy drum brakes, etc. Production ended in 1965.
But the undisputed Queen of Panhards is their final effort, the 24. This is an early CT (short wheelbase) model: the ventilated “ETA” drum brakes on this car were superseded by discs on all four wheels in 1965. The colour is called “quetsche” (a type of plum) and is typical of earlier models as well.
I vividly recall the impression this car made of me as a teen. Panhards were rare by then, though I must have known about the PL17, which is by far the most common model. The 24 was unknown to me until I saw one in a car mag. Love at first sight. This subsequently happened again several times, most notably when I learned about a certain Czechoslovakian streamliner… What’s the white car next to that Panhard, you ask?
It’s a DB HBR 5 (1954-60) much like this one. These are to Panhard what Alpine was to Renault: high-performance, low-volume sports cars based on a popular saloon. The Panhard flat-twin, gearbox and brakes were used, but the backbone chassis and fiberglass body were made by Deutsch & Bonnet (DB), using their experience from racing Panhard-powered prototypes at Le Mans and other endurance races. Pretty exclusive (about 600 made), but not particularly beautiful, especially without the earlier pop-up headlamps.
Staying with baby-blue sports cars, someone showed up with a UK-spec Porsche 356, which was presumably happy to be surrounded by air-cooled boxers. It’s unfortunate that there was no Rosengart Supertraction like there had been in Rome, but this event is obviously a Citro-centric affair, first and foremost.
Well, sometimes the old Citroën charm fails to work at the last minute and one is relegated to attending the rally by way of clever disguise. A few interesting cars could also be seen around Harrogate, chief among which was a pre-war MG I wrote up recently. But at the event, the most impressive non-Citroën was probably the double-decker Daimler seen below.
Classic British buses are always a joy to behold. Which brings us to the final section of our little tour.
Trucks and vans
I’m not overly passionate (nor very knowledgeable) about these vehicles – and was even less keen on them back in 2012. But there is one Citroën truck that always piqued my interest. These were styled by Flaminio Bertoni (who also did the Traction, 2CV, DS and Ami 6) and looked so bizarre that this series of trucks was nicknamed Belphégor, after a popular 1965 TV movie villain whose face sort of coincided with the new truck’s appearance.
The Citroën Belphégor was made until 1974 and was often seen about France into the ‘90s, but now these are getting rare. The HY van behind it, though, is still relatively common – and quite an icon in its own right. That one seems to be a ‘70s Benelux model (front-hinged doors).
I’m afraid that’s it for the heavies – and for this post. Hope you enjoyed this immersion in the Sea of Troën.
Related posts:
Automotive History: Three French Deadly Sins (Part 2) – Panhard Dyna Z / PL 17, by T87
CC Global Outtakes: Citroen DS Cabrio and Sedan Lorraine Spotted Together – A Chapron Convention, by PN
Car Show Classic: 1972 Citroën SM Opéra – The Final Stretch, by T87
This is the perfect opportunity to find out if Tatra87 … or anyone else … can identify this car. It belonged to my maternal grandfather, in Shanghai, China. That’s my mom and her governess on the right. Judging from my mother’s age, I’d estimate this picture was taken around 1933-34. Note the “SIX” on the grille; otherwise it looks similar to the B Series but presumably with a six cylinder engine.
I am at a loss, but it really looks American.
When I first got this photo about 7 years ago, a Google search turned up nothing. But as soon as I posted the above, I realized that I should try another search, and I was successful; the Web certainly has far more pictures now. This is definitely a 14CV C6 Citroen from the late twenties/early thirties. If you think it looks American, well it’s probably the last Citroen for many decades that could be mistaken for a Detroit (or Kenosha or West Bend) product, given the style of the TA, 2CV, DS, SM etc. However, with a few exceptions, today’s Citroens do look pretty generic.
Wow, that is the most American looking European car I have ever seen. Unless its scale is masked by the photo, that car would not have looked out of place in nearly any U.S showroom of its time.
Yes, I also confirm this to be a C6 (1928-31), probably a ’28-’29 model. This was the 1st big Citroen (and their first 6cyl), though it shared its body with the C4.
Some contemporaries called it “la Chrysler de Javel”, as André Citroën was very keen on the Chrysler cars of the late ’20s. One special C6 sedanca de ville was made for the Pope in 1929 – all the chrome was gold-plated, even the headlamps and the grille. It still exists and it looks more like a Pimpmobile than a Popemobile, I can tell you…
BTW, I mislabeled the 4th pre-war Citroen as a C4, but that is a ’32-’33 Rosalie, which had a different body (and engine) from the C4/C6.
Great pictures
The Panhards engineering and style fascinate me, especially the 24, never seen one in real life yet, and the Citroen DS is one of my all time favourite designs
On my first French car after British, Swedish, German and American and enjoying the change, will have to make an effort to attend a French car show, or pop over the channel, that’s if they still let us in post Britex
Every now and again I consider a Citroen C6 but gone off diesel a bit,
So I guess Panhard and Citroen fans have the kind of relationship that Packard and Studebaker fans have. I really picked up the Panhard bug when we visited the Lane Museum in Nashville a couple of years ago, so I enjoyed seeing those.
” I guess Panhard and Citroen fans have the kind of relationship that Packard and Studebaker fans have.”
Exactly. Or how Hudson fans see Nash/AMC. At least Citroen didn’t sell that “Citrohard” 24 CT to the general public.
More goodies. Well, the Belphegor may not quite fit that description, but it is true to the marque. And it’s my first exposure to it.
Thanks for the tour!
Thanks Tatra87 for some great shots and details on some fascinating cars.
The SM saloon could have been a real Jaguar and Mercedes beater, if it had come off, and with that style would have made a plausible DS successor rather than the CX. I love the CX but it never looks quite as right (as opposed to good through difference) as the DS.
And full marks to Citroen for bringing the Type F and Type L to a car show. Type F seems a valid attempt to bring the Ami look to a larger car and build on the Panhard legacy. Opting for the GS was probably a sound idea though.
Type L has clear CX overtones but does look unfinished and somewhat spartan. And the Panhard PL17 is just awesome with the bonnet up!
Beautiful photos Tatra. Thank you. Speaking of custom versions of the DS, I remember being rather blown away as a very young kid when I first saw the ‘flying DS’ in the Fantomas series of movies from the 60s. This was quite a few years before the ‘flying Matador’ scene in the James Bond Man with the Golden Gun from 1974. A scene better known to North American movie goers. The ‘flying DS’ likely inspiring the Bond scene. I would have loved a die cast version at the time.
These Fantomas movies (three were made in the 60s) are still regulars on French TV and remain extremely popular. My Citroen-obsessed brother was loaned a white 1st gen DS once. As he drove around town with it, a group of teenagers on the street saw the car and all screamed “Fantomaaaaaas!”
The DS also remains iconic in France because it was caught on celluloid so many times in movies, comics and the news, as it was the typical VIP car for 20 years. Which doesn’t mean everybody loves them: a lot of French people, like the rest of the world, don’t care for the styling, and many people got motion sickness in the DS (especially as kids) because of the boat-like swells of the early hydro suspension. But whether they like it or not, most people – even millennials – know the DS. Not bad for a ’50s design…
Great stuff. I especially love the Panhard 24 CT coupes. Whilst I love the SM, the elongated 24CT with the twin cam Citroen engine has fascinated me every since I first saw it it a book.
Sad the twin came engine never made production in a DS Sport.
Speaking of the DS Sport, I once saw a photo of a black 2 door DS prototype (can’t remember if it was pre facelift or with the swivelling headlights) with pillarless construction (not just a 2 door like the others) and the SM carbon fibre alloys. If anyone knows where there is a photo of this and can post a link I’d appreciate it ?
Too right on the LWB Panhard 24. That extra length completely transforms the shape; it throws that beautiful greenhouse back and makes the whole thing totally dynamic.
1968 Chausson. Not black, maybe pillarless.
…
Fantastic run of shapes. First that Clabot, a beautiful ship’s prow that works against that body. Nice. So is the Belphégor cabin; they really knew how to break up a box shape back then. DB v 356. No competition. Gorgeous soft blue is perfect. CX proto – best in show. If it weren’t for the fact that the final product looked better, that L would be the best shape of its kind at that time. Thanks T87
Love em, I particularly like the TA coupes, Ive had a good look around one, in Wellington one seems to reside at a Citroen repairshop Ive bought parts from beautiful cars close up, saw a DS break, a SM and a tin snail at transport world since the founder died its not all trucks now,
Whole bunch of random thoughts and ponderings here.
Panhard 24 Ct LWB cest superb, as per many here. Toyota’s 4th gen T160 Celica take on it was also very pretty.
That Project L I’ve never seen before, and I feel no loss. Remarkable proof of how it is that the movement of a few lines and proportions can transform a design (the rear half). The front is very Austin wedge (no thanks), and the overall impression much closer to that 1968(?) Pinininfarina BMC concept. The production CX is lovelier than any of these, especially in el strippo form.
Not for the first time do I ponder that Chapron wasn’t much of a designer. Too much odd-proportioning and general unresolved messiness (and outre Baroque finishes when possible) for my money.
But since I have no money, I can’t afford that 4 door SM, and anyway, not entirely convinced I like it. I ponder that it looks much different in the flesh, just like the SM itself, which can look a bit obtuse in pictures but is quite stunningly whole in the flesh.
Pity the poor bastard whose fallback car is a Renault Scenic. Having only recently escaped ownership of this exact model (well, part-ownership with the local mechanic), you can put good money on the fact that he completed his journey home to France on the Scenic Fallback, aka a flatbed. Makes you wonder what the hell Quai de Chavel produit he couldn’t bring that was less reliable than this.
I like his humour, though of course it by law states in the handbook of every French car sold since October 1932 that “this product is not suitable for use by those who have an inability to laugh at themselves.”