While it’s undisputed that the Raymond Loewy-designed International Harvester Metro van remains an icon of American commercial vehicle vision, it remains precisely the latter to this author’s eyes, in that I’ve never seen one. Today’s encounter on the other hand, far from veiled, may best be seen from just behind the covers. Welcome to the beast that many find beautiful – the Citroën H van.
Similarities between the Yankee and that oh-so Gallic commercial vehicle are limited to their periods of production. The Metro boasted a firm quarter century before changing in no way for the better, whereas the French fancy managed thirty one at a glacial rate of change. But for the worse? Don a beret, spark up a Gauloise and swing those rear doors open wide to Continue reading “Occupation H. Monster”
“At the age of six I wanted to be a cook. At seven I wanted to be Napoleon. And my ambition has been growing steadily ever since.”
André Citroën, the French industrial giant, may not have possessed a level of ambition quite as extreme as that claimed by the controversial Spanish artist, but few amongst his peers in the automobile industry could match his boundless energy and determination to lead the way, often eschewing received wisdom and conventional thinking in the process. These attributes brought him fame and fortune, but would also eventually prove to be his undoing.
A salient example of the double-edged sword of Citroën’s ambition and overreach was the Traction Avant of 1934. It was a revolutionary, highly modern and accomplished design in almost every possible way. Citroën’s original plan was for the Traction to be equipped with a newly designed fully automatic transmission, the brainchild of a prolific Brazilian inventor. Continue reading “Shift Happens”
The roaring twenties was a favourable decade for Citroën; not only did his cars gain a reputation for reliability, economy of operation and modernity, but the carmaker also was one of the first in the field to appreciate and apply the power of publicity on a grand scale. And we do mean grand. During the 1922 Paris motor show he hired an aeroplane to fly over the city and write his company name in the sky – over three miles long – the first time this was ever done.
A few years later, the Eiffel tower would become the world’s largest lighted commercial display by means of 250,000 light bulbs; upon his final descent to the airport of Le Bourget after his 33-hour solo flight, Charles Lindbergh used the lighted Eiffel tower as a guiding beacon. Seizing the publicity opportunity, Citroën invited the aeronautic pioneer to Javel where the entire workforce as well as the domestic press greeted the first man to Continue reading “When Henry Met André – Part 2”
Observing 50 year old events through modern eyes can make for a faulty tool, yesterday’s visions of the future tending to appear somewhat naive to twenty-first Century sensibilities – as much a consequence of socio-economic factors, evolving customer tastes, not to mention the relentless march of time itself. Few carmakers have done more to define the modern automobile than Automobiles Citroën – especially during the post-war era – not simply in design, but also in terms of systems engineering, in particular its widespread adoption of aviation-inspired, engine-driven hydraulics.
If only Citroën could have made a car as technologically and stylistically advanced, as resolutely modern as the 1970 SM, it could only have done so during this fecund (some might say profligate) period of their history. Today, the SM still appears thrillingly futuristic, yet the future to which it spoke so promisingly seems more the subject of fond regret; one where to Continue reading “The New Frontier : [Part One]”
Citroën cars were like no other, nor were Citroën’s engineers – least of all its greatest exponent.
Few carmakers operated quite like Automobiles Citroën, not only during the tenure of the company’s eponymous founder and chief architect, but equally in the years that followed the carmaker’s initial collapse and takeover by Michelin in 1934. Michelin had placed Pierre-Jules Boulanger as company President, under whom existed an environment which permitted Citroën engineers a great deal of freedom to Continue reading “Soul of the Chevron”
What can there possibly be left to say about the Citroën 2CV? Should we simply rehash its backstory, acknowledge its long commercial career, mention the cars it sired, and allude to its afterlife once production ceased? Surely this alone will not do. The problem with approaching cars which have attained the status of holy relics, is finding a means to Continue reading “Simple Soul”