The Ami 6 was as expedient as it was successful. This is its story.
It is probably reasonably accurate to suggest that while Automobiles Citroën was confident about the prospects of its radical 1955 DS19, the initial impact, and subsequent retail demand must have taken them aback somewhat. The Goddess of course was a relatively expensive, upmarket car, well outside of what the average French motorist could afford; the gap between the rustic 2CV, which primarily appealed to rural customers and the DS19 would therefore remain chasm-like.
Despite attempts at offering the big Citroën in decontented form, it was clear that a smaller, more affordable car was an urgent requirement. But not simply lacking a 7-8 CV contender, Quai de Javel also found itself without a viable rival to Renault’s popular 845 cc Dauphine.
When work on Études Projet M began in 1957, early thinking was allegedly for an entirely stand-alone model; Panhard’s 850 cc horizontally-opposed twin being considered as a possible powerplant. However, perhaps for reasons of speed to market, or a desire not to step on Panhard’s toes, it was decided to Continue reading “A Friend In Need”
The news earlier this week that JLR cancelled its Jaguar XJ programme, believed to have been close to production-readiness was greeted with varying degrees of dismay by the commentator and enthusiast community. Many questioned the financial logic of taking such drastic action so late in the developmental programme, suggesting that such profligacy was madness.
Whether folly or expediency, it was certainly not unique, BLMC rather notably electing to cancel the Rover P8 programme at huge expense in 1971, for example. However, perhaps the most glaring and possibly the most financially damaging instance was that of Citroën, when in April 1967, President, Pierre Bercot took the decision to Continue reading “F is for Failure”
While there may have been some disagreement as to the conceptual nature of Citroën’s 1970 flagship, the matter of its appearance seems to have been more assured. Certainly, there are comparatively few observers who could cogently argue that the SM’s styling was not a success – indeed it remains probably the car’s defining feature – still a futurist marvel, despite a half-century having elapsed since its introduction.
Within Citroën’s Bureau d’Études the Style Centre was hidden away in an unkempt and dingy section of the Rue de Théàtre facility. Overseen by longstanding Citroën design chief, Flaminio Bertoni, he alongside his small team of fellow designers and put upon artisans would Continue reading “New Frontier – (Part Eight)”
As Citroën’s SM turns 50, we trace an unlikely inspiration.
During a cocktail party at the French consulate in Detroit in 1960 – it is not known if any Ferrero Rochers were served – Citroën president Pierre Bercot met a man by the name of Henry de Ségur Lauve. Present as an interpreter because of his excellent command of both French and English, de Ségur Lauve was soon engaged in animated conversation with Bercot as the Citroën boss discovered that the Franco-American had considerable previous experience in car design.