Australia’s National Internet Magazinee for Owners and Enthusiasts 1 démarreur March 2021 Vol 1 No 4 CITROËN CLASSIC OWNERS’ Buses and Other Magical Mystery Tours CLUB OF AUSTRALIA Australia’s National Citroën Club s t s a i s u h t n E d n a s r e n Magazine w O n ë Internet o r t i C National r o f for CitroënOwnersandEnthusiasts Australia’s NationalInternetMagazine

This diagram, an evolution of the original design for the map of the London Underground conceived in I93I by Harry Beck, was developed by the editor. 2 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 3

Postal Address Committee Support Contents CITROËN CLASSIC OWNERS’ President ~ Ted Cross Web Site Manager ~ Bruce Stringer ED SED PAGE 4 CLUB of AUSTRALIA Inc. [03] 98I9 2208 [H] 04I2 342 706 [M] The address of the Club and this [email protected] [email protected] PREZ SEZ PAGE 5 magazine is: Secretary ~ Tim Cottrell Membership Secretary ~ A-TRACTIONS PAGE 6 PO Box 52, Balwyn, Victoria, 3I03. 04I6 009 297 [M] Ian Macdermott The Club’s website is: [email protected] 04I9 362 375 [M] 2CV WORLD MEETING 2021 www.citroenclassic.org.au Treasurer ~ Ian Macdermott [email protected] PAGE I4 Citroën Classic Owners’ Club of 04I9 362 375 [M] Asset Custodians ~ Ted Cross Australia Inc. is a member of the [email protected] Max Lewis CITROËN’S TRANSPORTS Association of Motoring Clubs. Activity Coordinator ~ Lee Dennes AOMC Liaison Offi cers ~ OF DELIGHT PAGE I6 The views expressed in this 0438 286 I8I [M] Max Lewis [03] 9372 092I [H] [email protected] Russell Wade [03] 9570 3486 [H] A PASSENGER’S publication are not necessarily RECOLLECTIONS PAGE 26 those of CCOCA or its Committee. Spare Parts Offi cer ~ Lance Wearne Club Permit & Safety Offi cers ~ Neither CCOCA nor its Committee 0424 054 724 [M] Russell Wade [03] 9570 3486 [H] FRENCH COACHING CON- can accept any responsibility for [email protected] Philip Rogers [03] 5944 309I [H] CERNS PAGE 33 any mechanical advice printed in, or Publication Editor ~ Leigh Miles Ted Cross [03] 98I9 2208 [H] adopted from this publication. [03] 9888 7506 [H] Librarian ~ Max Lewis HISTOIRE D’AMOUR AUX The Club cannot accept any [email protected] [03] 9372 092I [H] ÉTATS-UNIS PAGE 39 responsibility for, or involvement in, Committee Persons ~ [email protected] any business relationship that may Robert Belcourt [03] 9885 4376 [H] Club Shop ~ Kay Belcourt GENÈVE’S TYPE 45 PAGE 66 Max Lewis [03] 9372 092I [H] 04I3 65I 2I0 [M] occur between an advertiser and a PHOTOTHÈQUE PAGE 74 member of the Club. Russell Wade 040I 859 704 [M] [email protected] Bruce Stringer 04I2 342 706 [M] ICCCR Representative ~ SUPER STAR TO HAS BEEN Ted Cross [03] 98I9 2208 [H] PAGE 80 Life Members Membership Cover Image L’HÔTEL DU TIGRE PAGE 84 The committee awards life Annual Membership is $35 and The cover image is version of membership to Club members in printed editions of ‘Front Drive’ are Citroën’s I933 Paris bus route map in CLASSIFIED ADS PAGE 88 recognition of their contribution posted to Australian addresses for an the style of the London Underground. to, and support of, the Club. Life additional $45 per year. It is based on the original map which memberships have been awarded to: appears on page I7 and was created Sue Bryant 20I7 by the Editor. Brian Wade 20I7 Meetings Rob Little 20I2 Club meetings are held on the fourth Deadline Contributors Ted Cross 20I2 Wednesday of every month [except The deadline for the next edition of Contributors to this edition of ‘Front Peter Boyle 2003 December] at 7:30pm. The venue ‘Front Drive’ is Wednesday, March Drive’ include Alan Brown, Benoît Jack Weaver I99I is the Frog Hollow Reserve Rooms, I7, and for the next edition of Gruhier, Al Haas, Andre Leroux, Julian Nance Clark I984 Fordham Ave., Camberwell. ‘démaurreur’ is Monday, I9 April. Marsh and Paul Roberts,

Citroëning Club Permit applications New Permit holders must Club permit renewals can be FOR SPARE PARTS & CLUB SHOP OTHER CLUBS to VicRoads must be supply the Club with sent to PO Box 52 Balwyn, TOOLS For Citroën models, Vic www.citcarclubvic.org.au accompanied by a RWC [pre approved photos, club permit Victoria. 3I03 with a stamped Contact Lance Wearne. memorabilia and other items NSW www.citroencarclub.org.au I949 can be inspected number and expiry date. return envelope or signed Phone: 0424 054 724 [if contact Kay Belcourt at QLD www.citroenclubqld.org by a Club Safety Offi cer], at club meetings/events if you do phone, please do [email protected]. SA www.clubcitroensa.com ownership validation and the appropriate offi cers are so at a reasonable hour] or au WA www.citroenwa.org.au VicRoads forms endorsed by present. [email protected]. Tas www.citroentas.org the club including fi nancial au validation. 4 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 5 Ed Sed Prez Sez Chemins de Fer Français] creat- by recurring lockdowns in Mel- do have to start by saying ed, until January I938 legislation elcome to another bourne. My I954 2CV Slough Van buses, Citroën or otherwise, to control and limit the expan- special edition from has been painted since 20I9 and areI probably not everyone’s sion of the competitive bus net- me.W Leigh, our Editor, has been is waiting for Peter Fosselius to fi eld of interest. I almost wrote works started in I934. busy once again. I am currently return to Australia and complete ‘anyone’s’, rather than ‘every- In I938 the SNCF operated working out how to keep him in the engine and install it. Then it one’s’, but thought better of it. at a loss of F2.6billion. In addi- Australia after the COVID trav- can be re-assembled. My Dyane As part of doing my research tion the French taxpayer footed el rules are eased. We need him project managed to get painted for the last edition of démarreur, the bill for a F38billion Recon- more in Australia than in the UK. during the fi rst 2020 lockdown all about Citroën’s commercial struction Fund and a F33billion Leigh has a special focus for this and I have left the paint harden vehicles, I hit upon a real treas- Modernisation and Equipment magazine which I hope you will off. I am now ready to re-assem- ure-trove of information about Fund… no doubt both were enjoy. ble it too. Citroën’s buses. desperately needed to re-equip The CIT-IN in Bendigo is still The two projects can be done Well not just about their bus- the railway to face the new dec- proceeding at this and I have side by side. This appeals to me es, but about Citroën’s [and in- ade. no reason to think it will not be because I can swap from one to deed ’s] investment in a In order to help balance the a great success. Both CCCV and another as I wait for something signifi cant quasi-public transport budget, fares were increased. Be- CCOCA have worked very well or get tired of working on one network which spanned France tween in I937 and I938 fi rst class together and our fi nal numbers component of the vehicle. That from the I930s to the mid-’70s. fares rose by 38% and third class will be around I70. I wish to per- is my theory any way. Let me But there is so much to it than fares by 65% and freight rates sonally thank everyone who is know if you think that there is a just the establishment of the by 25%. It also removed the joining us and having the faith to better way. network. Once you start digging F½billion subsidy it provided in register and support the nation- We have had several new you discover that the French reduced rates to the post offi ce. al meeting of clubs. Please don’t members over the last month, Government in the I930s did Operating revenues rose by forget the Post-CIT-IN run is and I wish to welcome them their level best to protect the in- F2.9million, to F15.6million. Op- still open to all-comers and you again to CCOCA. Looking at don’t have to have been at the who is joining CCOCA recently, effi cient rail network from these erating costs rose even faster ~ CIT-IN to join us. Details are in I can see Traction owners pre- bus lines. While the rail network by F3.5million, to FI8.2million. A this magazine or on our website. dominate, but we also have new was not nationalised, and the defi cit of F1.17million, or about CIT-INs have been running SNCF [Société Nationale des €557million in today’s values. Continued on page 6 since I969, so we have a proud In 20I9 the operating loss of history to preserve and foster the SNCF was €6I4million. on-going goodwill between the The French Government is Citroën clubs of Australia. This now very seriously looking at year will be very special as it will privatization of the railways. have the direct support of PCA/ Plus ça change, plus c’est la Citroën Australia and we are an- même chose. ticipating a surprise guest and a But there are more than bus- special guest speaker. The details es this time around. Those with a are still a secret. good memory might recall that 202I is my year to complete my as part of the original launch two Citroën restorations. These Continued on page 6 projects have been interrupted 6 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 7 Ed Sed Prez Sez Continued from page 4 Continued from page 5 • A-Series [2CV, Dyane, Ami] of the XM, at least one car was members with DS, C2 and 2CVs. • D -Series, G-Series [ID/DS, GS/ shipped across the Atlantic for This wide variety of models is GSA] a photothèque. A selection of a feature of our club and 40% • X-Series [AX, BX, CX, Xantia, the pictures were published in of our membership is located Xsara] Alberto Martinez and Mau- around Australia. • C -Series [C2, C3, C4, C5, C6] rice Sauzay’s book ‘Citroën XM’, Our AGM is due in a few • DS Brand available from the Club’s library. weeks. We are going to run an- • Popular Choice It might appear that after it’s other Zoom event. The previous Registration ‘I5minutes of fame’ the car may AGM was delayed and was only • All club members and offi cials have had a rather disastrous end conducted in late 2020 so you attending will be required to of life experience. Or did it? should all be experienced. It is vi- register at the club marquee in Then again, Citroën’s depar- tal we get a quorum and conduct a log of attendance including ture from the States was equally a fresh election. Tim Cottrell will their phone number. unfortunate. Our exposé of Cit- be in touch with you very soon • All persons exhibiting a car roën in the USA starts on page with details. There are some offi - will be required to register 37. cial guidelines and timelines that their attendance including And our French correspond- must be met to make the event their phone number. ent, Alan Brown, has contributed legal. So please help us to make • Members of the public attend- a new article for us. this AGM a success. ing and visiting the club mar- Enjoy Cheers, quees to discuss the event will Leigh F Miles ~ Editor Ted ~ President 0422 229 484 be requested to register and [email protected] leave their phone numbers in While COVID-I9 means the the COVID register. A-Tractions best-laid plans can be de-railed • The cars will be parked with we expect Big Shot Café & Bar a gap of 3m between cars to Please note: For all events you will be required to provide names, email [the ‘H-Van Man’] will be in at- allow for social distancing of addresses and phone numbers of attendees to the Event Contact as per Covid tendance. people inspecting the cars. Contact Tracing Regulations. Please check the Club’s website for the latest Timing of the Day: Keep an eye open for more information or contact the organiser prior to travelling to any listed event. 8:00 to 9:00: Event set-up details closer to the date. WHEN: Saturday, March 6 202I 9:00 to I0:00: Display cars arrive Joint Meeting with CCCV: TIME: Car entry from I1:00: Open to the public Guest Speaker, Jon Faine AM 9:00 to I0:00 I4:00: Award Ceremony WHEN Thursday, I8 March WHERE: Trey Bit Reserve, Jetty I5:00 to I5:30: Car departures TIME: 8:00pm Rd., Sandringham I5:30 to I6:30: Event pack-up. WHERE: Vintage Drivers’ COST: $5 per car Safety marshalling of cars will Club Rooms, 8/4I Norcal Rd., BOOKINGS: Not Required be undertaken on both arrival Nunawading [See below] and departure Melway 48, GI1 BRING: Everything you need for Classes will be: COST: Free a picnic in the sun • Traction Arrière BOOKINGS: Essential by Monday, CONTACT: Dave Rogers [CCCV] • Traction Avant I5 March 8 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 9 A-Tractions old Citroën cars. www.jonfaine.com Chit Chat Tuesday NB: Please note the change of venue, date and time for this meeting. 2021 Annual General Meeting WHEN: Wednesday, 24 March TIME: 7:30pm CONTACT: Tim Cottrell, CONTACT: Lee Dennes, 04I6 009 297 04 3828 6I8I [email protected] [email protected] Ted Cross This event is now full, but Lee [03] 98I9 2208 has created a waiting list. [email protected] WHEN: Ist Tuesday Jon is a Melbourne lawyer, After the undoubted success 2 March the Club’s preferred way to broadcaster, writer and public of the delayed 2020 AGM your 6 April achieve our quorum. speaker who was the Morning Committee has decided that 4 May • Nomination Form Presenter for over 20 years on we should once again hold the TIME: I0:00am This is part of the same form ABC Radio Melbourne until Oct Club’s Annual General Meeting WHERE: Laneway Espresso as the Proxy. You only need to 20I9. as a virtual event, using Zoom. Café, Dromana complete this if you wish to Jon bought his fi rst Light I5 in Oh, and of course the whole COST: Cheap Eats nominate any member to a I975 when he was a student, matter of COVID makes Zoom BOOKING: Not required Committee or Support posi- and has pretty much had either a far safer approach to hosting CONTACT: Warwick Spinaze tion. The form will not need to a Traction, 2CV or DS ~ some- the AGM. 04 070I 67I9. be signed by the seconder or times all three ~ ever since. He Zoom allows a far wider cross- Laneway Espresso Café ~ the nominee. The President is will speak on a range of topics section of our members to next door to the Dromana prepared to second all nomi- that will keep us thoroughly participate in, and to be heard Hotel, I67 Nepean H’way, nations. The Club will contact entertained throughout the at, the AGM. Dromana. Easy to fi nd, plenty nominees to ensure their evening. There will be something In March you will receive an of parking, under-cover seat- willingness to be nominated. for everyone including good old email with a link to the com- ing if weather wet. This is a Nomination Forms must also media gossip and his ‘Cheaper bined Proxy/Nomination Form. low key ‘DIY’ event for like be submitted by Tuesday, I6 than a Shrink’ notion, which is Follow the link, complete and minded Citroën owners to March. how he approaches playing with submit the form. meet and chat. • Committee Reports Committee and Support • Proxy Form Offi cer Reports for the 202I For the AGM to proceed, a AGM will sent to you closer quorum of I0% of members to the date. If after reading [about 30] must be present, these reports you wish for a in person or by proxy. Please question to be raised on your complete the Proxy Form behalf, contact the Secretary by Tuesday, I6 March. This is who will table your question. It, 10 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 11 A-Tractions and the reply, will be included as the subject this will be collected as cash in I9 has made planning diffi cult in the minutes circulated to Entry Fee: The actual entry fee Bendigo. but adequate advance warning members. is a TBA right now. There may Accommodation Expenses: All of booking closure will be entrants are responsible for provided. be a small entry fee to cover PRIL booking their accommodation • Day I Monday, 5 April • A some included meals, but no Cit-In 2021, Bendigo and all other expenses. Full Bendigo to Ballarat I54km WHEN Friday, 2 to bookings have been made details are here. • Accommodation Eureka Monday, 5 April to date given the COVID-I9 Bookings Open: Expressions Stockade Holiday Park [2 nts] WHERE: Bendigo situation. If there is a small fee, of interest will be taken now. [03] 533I 228I COST: $290pp participants will be advised, and Bookings Close: Again, COVID- • Day 2: Tuesday, 6 April In Ballarat. 5-I8yo: $I45 Castlemaine’s main street Sovereign Hill, Ballarat BOOKINGS: Now closed • Day 3: Wednesday, 7 April CONTACT: Ballarat to Lorne I58km www.citcarclub.org.au • Lorne Foreshore Caravan www.citroenclassic.org.au Park. [2 nights] [03] 5289 I382 The National CIT-IN April 202I, [email protected] jointly organised by CCCV and • Da y 4: Thursday, 8 April CCOCA, will be held in the beau- Volcanic rock formations, Tower Hill, War- Lorne and surrounds. tiful country town of Bendigo. rnambool • Day 5: Friday, 9 April. The full event program has been Lorne to Warrnambool posted on the CCOCA Website 207km www.citroenclassic.org.au. Poco Gelato; the fi nest in Port Fairy • Warrnambool Holiday Park Post Bendigo Cit-In Run & Motel [2 nights] 2021 [03] 5562 503I WHEN: Monday 5 to [email protected] Thursday I5 April • Da y 6: Saturday, I0 April WHERE: Central Victoria and Warrnambool and surrounds. Western District • Day 7: Sunday, I1 April FROM: Bendigo The Great Ocean Road, one of the Warr’bool to Hamilton I16km TO: Horsham world’s greatest drives • Lake Hamilton Motor Village VIA: Ballarat, Lorne, War- & Caravan Park. [2 nights] rnambool, Hamilton and [email protected] Halls Gap Maldon Vintage Machinery Museum • Da y 8: Monday, I2 April COST: TBA, see below Hamilton and surrounds. BOOKINGS: Expressions of • Day 9: Tuesday, I3 April interest being taken now Hamilton to Halls Gap 96km CONTACT: Brian James • Halls Gap Gardens Caravan [03] 9728 5526 Park. [I night] 0427 534 0I4 [03] 5356 4244 brianjamesphotography@ stay@hallsgapgardenscara- bigpond.com with ‘PostCit-In’ vanpark.com.au 12 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 13 A-Tractions COST: TBC TIER 3a: Other vehicles manu- BOOKINGS: Advisable factured between I92I-I926. BRING: Everything you need for TIER 3b: Vintage vehicles up to a great day out I930. CONTACT: www.historicwin- CCOCA members will be in- ton.org/contact terested to know that in I92I Historic Winton is Australia’s four Citroëns participated. The largest and most popular all- drivers were H Curtis, WG historic motor race meeting. McDonald, Miss K Braithwaite Enjoy a weekend of non-stop and William Dixon who was racing featuring over 400 his- the centenary of the RACV a late entry and did not fi nish. toric racing cars and motorbikes Alpine Trials, events that were Curtis’ car is listed as 9.4Ihp, from the I920s to the I980s as signifi cant milestones in Austral- while the others are 8.59hp. It well as a huge array of veteran, ian automotive history. To com- would be great to see a Citroën vintage, rare and unusual vehi- memorate those milestones, or two participate in the Cente- cles on display. Historic Winton RACV, along with the Vintage nary Trial. is conducted by the Austin 7 Drivers Club, will be organising Keen to participate? You can Club Inc. with assistance from an event recreating the original read more about the event and • Day I0: Wednesday, I4 April the Historic Motorcycle Racing I92I Alpine Trial. The RACV Al- download the registration form Halls Gap to Horsham Association of Victoria. pine Trial Centenary event will here: www.vintagedriversclub. 80km follow, as closely as practicable, com.au/racv-alpine-trial • Horsham Riverside Caravan Early Warning the route of the I92I RACV I,000 Don’t own a suitable ‘period Park. Mile Reliability Trial car’? You can still see the cars [I night] • November A maximum of I00 vehicles that participate. The planned [03] 5382 3476 RACV Alpine Trial will be permitted to enter, with route is: horsham@southerncross- Centenary preference given to vehicles that Day I: Noble Park to Taralgon parks.com.au WHEN Saturday, 20 to Saturday, competed in the original events D ay 2: Taralgon to Lakes • Da y I1: Thursday, I5 April 27 November and to other vehicles manufac- Entrance We all head home. FROM: RACV Nobel Park tured during the period of the D ay 3: Lakes Entrance to • Total distance 8I1km TO: RACV Goldfi elds Resort, trials: I92I-I926. Wodonga Ballarat Entries will be accepted in 3 Day 4: Wodonga to Bright • May COST: Participants: $350pp Tiers. Preference for acceptance D ay 5: Bright to Mt Buffalo, BOOKINGS: Essential will be in the order of these tiers. Harrietville and return to 44th Historic Winton TIER 1: Vehicles that actually Bright WHEN: Saturday, 22 & Sunday CONTACT: Glenda Chivers, contested any of the four RACV Day 6: Bright to Mansfi eld 23, May 043I 709 248 events. Day 7: Mansfi eld to Healesville TIME: 8:00am to 4:30pm racvalpinetrialcentenary@vdc. TIER 2: Vehicles of the same D ay 8: Healesville to Ballarat, WHERE: Winton Motor org.au make and model as the origi- fi nishing at Creswick Raceway, 4I Fox St., Winton, In 202I RACV will celebrate nal contestants of the trials. 14 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 15

We studied several alter- natives, but none of them convinced us. We wish to keep the essence of the event intact, with its warmth, its sociality and its vibrancy. There also remains a great uncertainty as to wheth- er all the friends of the 2CV from abroad would be able to visit us or whether they would The organizing committee has be prevented by complications offi cially cancelled the World in crossing borders. The world Meeting of the Friends of the meeting must be and remain a 2CV in 2021, which was to be meeting for Everyone. held from 27 July to 1 August in As it is, the risk is simply too the Delémont region in Switzer- great for an event on such a land. scale and it is now the last mo- It was after studying all the possible options and with a ment to cancel it. heavy heart that the decision The cancellation is fi nal for was taken. The COVID-19 pan- 2021. A postponement has yet demic brings us to our knees. to be decided. Active discus- It’s not enough to take our foot sions will be held with numer- off the accelerator, we have to ous partners over the next few brake hard. weeks. The sanitary conditions do not On behalf of the organising allow us to organise this event committee of the World Meet- as we would like to do, while ing of the Friends of the 2CV, respecting everybody’s health. the President, Willi Brändli. 16 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 17 Citroën’s Transports of Delight THE GREAT CITROËN BUS & he had also decided to create a interurban bus and coach oper- André Citroën had been much COACH NETWORK: bus operating company to offer ator. André Citroën also launch- impressed by the Green Line I93I TO I977 ease of transport to a greater ed a taxicab company in Paris coach network after a visit to number of people [and provide but that did not last long. London, and saw that some- ndré Citroën started the a market for his buses, typically As well as providing a ready thing similar could be estab- fi rst series production of a Type C6GI 22 or 23-seater, at market for the parent compa- lished around Paris. motorA cars in I9I9 by convert- the time]. ny’s passenger transport vehi- Prior to this time the mo- ing his former arms factory. Un- The 1930s cles ~ and an opportunity to tor coach in France had been til then the car had been the viewed principally as being of Founded in October I93I by showcase them to others ~ the Maps of the I933 prerogative of the wealthy and use for tourism and excur- the well known car manufac- new enterprise set about devel- Transports Cit- he intended to spread its use turing company during diffi cult oping both local and long dis- roën networks of sion purposes, catering for the to other social classes. He pio- economic times, Transports tance services in several parts Caen, Paris and holiday maker rather than be- neered the modern concept of Citroën was established as an of France. It is suggested that Tours ing employed in point to point creating a sales and services net- journeys for the benefi t of the work that complemented the regular traveller. It was Citroën motor car. Citroën’s mandate that effected this change of use was characteristically demand- and the initial network of radial ing and characteristically simple: routes from Paris [see map left] to produce an all-new design for started in I932 and exceeded a I0hp car that would be better expectations becoming a great equipped, more robust and less success, to the extent that the costly to produce than any rival size of the fl eet had to be quad- product at the time. rupled for the second season in From the middle of the I9th I933. century the growth of the rail- Success came quickly and way meant people had found it confi rmed the correctness of easier to travel. During the I9I4- Citroën’s views and shortly af- I9I8 war, the army trained many ter the bus network covered a men as drivers and mechanics. In large part of French territory rural areas the bus was less ex- and for several generations the pensive than the train and could operations of Transports Cit- reach further into the country- roën were closely involved in side. the daily lives of French people. Being convinced of the su- The bus stop signs marked with premacy of road transport, the double chevron became a André Citroën decided to man- meeting point and the beige and ufacture complete buses as well brown buses accompanied the as cars. He adopted a new pi- changing circumstances of their oneering American technique lives, at the mercy of events, be with a metal frame assembled they daily or exceptional, be they with electric welding. By I93I happy or sad. 18 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 19 Citroën’s Transports of Delight It could be that Transports erators from introducing addi- ‘l’Indicateur des autobus et des Citroën acted quickly with good tional routes. So Citroën asked autocars’ which was followed in foresight before the pending law his concessionaires to start bus I933 by ‘l’Indicateur offi ciel des [introduced from I934 onwards] routes and helped to fi nance transports routiers Quillet ’. The for the co-ordination of trans- their establishment in many pro- Quillet publication seems to port. This tended to favour the vincial cities around the country. have been short-lived however railways and constrain bus op- The biggest companies oper- with only four or fi ve issues. ated two to three hundred ve- Paul Joseph was appointed 1 & 2] Both side of a Transports Citroën hicles. Amongst the new routes director-general and the fi rst ticket from dating from 1932 Grenoble was linked to Lyon Citroën route to operate in 3] Both this and #2 show that a tax the Paris area, was a half-hour- was levied on tickets at the time. every half hour and Lyon to Saint-Etienne every hour. And ly service to Versailles. All was 4] A later ticket for the transport of ready to commence on I8 Fe- goods. of course the buses were great 5] A later ticket for the transport of publicity for the company’s buary, I932 with twelve Cit- newspapers [presse] products and motor cars. roën C6GI 22-seater buses but on February I7 the start had to These are from the collection of Thomas In I93I commenced A timetable from I937 showing four trips Salazar. publication of a timetable book be delayed because of objec- each day for the 33km trip between Di- tions about competition with 1 3 nan and Dinard in Normandy. According to Google the trip today will take you their own Versailles route from 59minutes. Citroën’s bus, with eight inter- the Paris transport authority mediate stops took exactly one minute [STCRP]. longer! M Mariage the director of the STCRP had Citroën’s au- thorisation an- nulled by the 2 Minister of Public Works. Agreement was eventual- ly reached on avoiding com- 5 petition, and 4 the operation of the light brown with orange band liveried vehi- cles around suburban Paris started in Au- 20 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 21 Citroën’s Transports of Delight • Place Denfert-Rochereau primarily concentrated on the [Rue Froideveaux]. In I939 greater Paris area, often in fi erce this was replaced by Bastille competition with Citroën. [on the corner of the Quai After the second season’s op- de la Rapée]. erations an amicable arrange- Routes from Villette were ment was made between the operated from a garage in the two rival companies as there gust I932 [but not to Versailles!]. nearby Rue Louis Blanc [near was plenty of scope and custom So it was that the fi rst Citroën for both. routes actually started a long the Gare de l’Est]. Routes from From the famous factories way away from Paris in Lyon in the other two departure points on the Quai du Javel in Paris June I932 [nine lines, with the were operated from the Rue growth had been rapid and 800 very fi rst to Bourg-en-Bresse, d’Alsace garage in Levallois, steel-bodied 22 seater Citroën from an operating base at 4I Rue next to the central workshops. Getting ready model C6GI were delivered be- du Lieutenant-Colonel Girard in The head offi ce was established for the day on tween I93I and I933. A larger Lyon]; followed by the networks at I7 Boulevard des Capucines routes 4 and I2 vehicle with 29 seats [Type 45] at Bordeaux [started 8 June, but Within a range of about I00km in Paris. ~ two Trans- followed at the end of I933 and ceded to the Citram company most of the principle town of The rival Renault company ports Citroën was used principally for the long (established in I9I9) by the end the Ile de France were linked to also started routes in the Paris type C6GI buses distance routes from Paris of the year]; then Nantes [start- the capital. area from the end of I932. Their at the Leval- As with many French rural ed I3 July, six lines, the fi rst route Citroën ventured also into blue liveried buses with white lois garage and operators, the carriage of par- to Le Croisic] and Strasbourg as longer distance routes: band, typically 6-cylinder diesels workshops in Paris in I93I. cels [messageries] played an im- the year progressed. • Paris to Dijon [3I0km] with 32 seats, were to remain The fi rst route from Paris be- • Paris to Lille [240km] gan on 28 August, from the Place • Paris to Reims [I60km] de la Concorde to Fontaineb- • Paris to [I40km] leau. This was soon followed by • Paris to Lisieux [I80km] routes to Creil and Mantes in • Paris to Tours [230km] September, whilst October saw For both Renault and Citroën the start of a route to Chartres. there were protective restric- By the end of I932 there were tions on the sections of route 52 lines across the fi rst four net- nearest to Paris. works, totalling 3,7I6km of route With the increasing number transporting I5,900 passengers of routes, the Place de la Con- daily and covering 70,585km a corde terminus in central Paris day. became impractical and was re- The expansion of the Par- placed in mid-I933 by three pe- is network was rapid: in De- ripheral termini at: cember I932 there were I9 • Porte Maillot routes totalling I,400km, running [Boulevard Gouvion Saint- 40,000km a day, four months Cyr] later in April I933 there were 48. • Rotonde de la Villette 22 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 23 Citroën’s Transports of Delight portant part in the operations. ille of Verdun and Bar-le-Duc were short lived, running only end of that year 6I vehicles were I933 saw the Citroën net- started two networks based for a few years under the manu- in operation, but fi nancial diffi - works of Angers, Lille and Mul- on those towns in I933, oper- facturers banner before contin- culties arose in paying for buses house commence running. The ating as Rapides de la Meuse ~ uing under other ownership. on order and ownership passed light brown over dark brown to M Lireux two years later. The Société Meusienne des Trans- In Rouen the local concession- liveried vehicles spread further ports Citroën. Within a cou- fl eet, now including Renault bus- and by June I933 there were ple of years Citroën was in fi - aire Ménager set up the Com- es as well, changed hands again I26 different routes totalling nancial diffi culty and the Meuse pagnie Normande d’Autobus in I937 when CNA was sold to nearly 25,000km, of which over Ever the pub- operation passed to the CFTA [CNA], in March I932. By the SGTD [Société Générale des 9,700km were directly operated Transports Départementaux licist, Citroën [Chemins de Fer et Transport For low-traffi c urban lines, Citroën offered by subsidiaries, the balance by placed full-page Automobile] local rail company. ~ a substantial provincial bus concessionaires. this version of its small C6G1 coach in advertisments to Bus services were heavily cur- the early I930s, which formed the fi rst operator across France, with a The Citroën networks were promote the suc- tailed during the war and then fl eet of Citroën Transport. Citroën built presence in 25 départements carrying 36,000 passengers daily, cess of the new in I945 operation of Rapides de about 4,000 to 4,500 buses and coaches by I945]. and the Paris suburban network Type 45 coach in la Meuse passed to SGTD, who of this model. In I932, the City of Similarly at Caen where numbered 58 lines. the Monte Carlo had already been present as bus Lourdes’s Public Transport Network oper- Transports Citroën ~ Réseau The concessionaire Lahaiv- Rally. operators in the département ated this C6G1. It was restored in I965, de Caen was established in Oc- of Meuse since I929. entered the Le Musée des transports tober I932. This was very quick- In I934 Citroën entered a Type urbains de France the following year. ly renamed Rapides de Nor- 45 coach in that year’s Monte https://amtuir.org/le-musee-des-transports- mandie ~ Cars Citroën but also Carlo Rally, and ran the 2,456km urbains/les-collections/lourdes-au-citroen- passed under SGTD control in from Warsaw through Frankfurt c6g1-2-1932-tcvl/. I936 and was merged into Les to Monte Carlo in 59½ hours; the driver was François Lecot. Some of the networks estab- lished around the country were run by directly owned subsidi- aries whilst others were oper- ated by concessionaires associ- ated with Citroën [an example of the latter being CTAC, Com- pagnie Armoricaine de Trans- ports Citroën, in Bretagne, with Citroën and SCF involved from formation in I933 to I94I]. Amongst other towns with Citroën networks at this time were Amiens, Nancy, Reims and Troyes. Short-Lived Some early Citroën networks 24 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 25 Citroën’s Transports of Delight Courriers Normands in January Some of the associated re- In I934 the law for the Co-or- I937. Another similar operation gional networks left the Citroën dination of Rail and Road ser- REGISTRATION OF BUSES & COACHES OCTOBER I938 TO SEPTEMBER I939 was MATTEI at Marseilles. fold over the years, including the vices put the brakes on the ex- Financial Difficulties Bordeaux, Rennes and Nancy pansion of Transports Citroën BRAND NO. SHARE [%] In reality André Citroën was networks; the latter ceded to by imposing new restraints: the Renault 520 30.5 an expansionist businessman Rapides de Lorraine. Others alteration and introduction of Citroën 5I3 30.I rather than an accountant. In- such as Tours became Rapides routes was submitted to a pro- 258 I5.5 deed, the Citroën fi rm had fi - de Touraine, Rapides de Poitou, cess of public authorisation, with Saurier 94 5.5 nancial problems since its in- Rapides de Bourgogne, Rapides the objective of avoiding dupli- Isobloc 92 5.4 ception. Gains made during the de la Meuse [this latter acquired cation between road services Rochet Schneider 32 I.9 production of wartime mu- by the SGTD group in I945]. Bor- and SNCF rail services. In I937 3I I.8 nitions were not suffi cient to deaux had in fact been ceded to the near ‘nationalisation’ of the 25 I.5 cover investments, with 90% of Citram at the end of I932 after almost bankrupt railways to Other I39 8.2 earnings being spent on taxes. only a few months of operation form state monopoly SNCF oc- Total I,704 The sales of the fi rst cars had by Citroën, in exchange for an cured. certainly helped to relieve, for agreement to provide I,000 ve- By then the few golden pre- a time, the fi nancial position of hicles over a ten year period. war years of bus and coach Paris 1945, Place Jaures, near la Rotonde Citroën, but the constant and The Poitou operation changed operation had passed. This up- de la Villette: two Transports Citroën rapid growth of the fi rm gener- from Transports Citroën du set mattered badly for bus and buses ready for departure. The second ated many expenses. Poitou to Les Rapides du Poitou coach operators with power vehicle is going to Chartres. Financial problems loomed in April I933. [Still based in Poit- in December I934, and Citroën iers today, since 200I Rapides du fi led for bankruptcy. Poitou has been associated with The enterprise had grown the FAST group]. too quickly and over-reached The change in Bourgogne itself, not recouping the heavy came in I934 and the operations investment in production lines of Rapides de Bourgogne con- for the new Traction Avant car. tinuing to be focused still on the The intervention of the Michelin Yonne département. company in January I935 saved I934 was the year of great- the day and through restruc- est activity with some 800 bus- turing and austerity the Cit- es operating over some 300 roën marque survived. Pierre routes. But some of the routes Michelin became managing di- did not last for many years how- rector. André Citroën retired at ever because of their enforced this time at the age of 56 and withdrawal as part of the road- died just a few months later in rail co-ordination policies pro- July. Following Pierre Michelin’s gressively imposed on bus and death in I937 Pierre Boulanger coach operators from I934 on- took over and remained in con- wards by various colours of gov- trol until his death in I950. ernment to protect the railways. 26 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 27 Citroën’s Transports of Delight being transferred to depart- were requisitioned and those with the growth of the private mental prefects, with the can- that continued in operation had car and the move in population celling or withdrawal of services to be fuelled by gas produced by from country to town. [or not] left in their hands. burning wood or charcoal. The By I948 the Type 45 was be- After the War diffi culties of day-to-day opera- coming the standard vehicle Operations were inevitably tion during the occupation were across the networks, reaching diffi cult and disorganised during not inconsiderable. After the a level of 850 vehicles. The 45 the war years, some networks war some vehicles were found was diesel-engined but still with being in the occupied zone, in Holland and Portugal. 29 seats. The model 47 of I959 others in the part governed by The principal networks were with forward control enabled an the Vichy regime. Many vehicles brought back into operation uplift to a seating capacity of 36. and by the early I950s those The year I95I saw I4I routes Transports Citroën in action in the I960s in total in the thirteen different networks ~ although slimmer in Fontainebleau, with traditional livery subsidiary networks. However in routes were prospering. of light brown over dark brown. This ~ as the I950s progressed the ve- These were good years. But be- was their fi rst route from Paris in I932. hicles operated by Transports fore many years later the circle [photo from the TN4HBAR collection of Citroën were becoming more of decline would start to set in Jean-Paul Machuré] and more old fashioned, being still direct descendents of the original pre-war models. These outdated coaches with their hard suspension contributed to a loss of passengers, who com- pared them unfavourably with the more comfortable models of other operators and manu- facturers. By I965 there were I82 routes in operation, and it was not until that year that the model T60 ar- rived, offering a greater deal of comfort and better suspension. Top: Two buses of Transports Citroën With a six cylinder diesel-en- parked at Place Stalingrad in Paris, near la Rotonde de la Villette terminus. gine and bodywork by , Bottom: A Transports Citroën bus pro- the model T60 became the em- ceeds along the RN3 going to Claye- blem of the company, appearing Souilly. The new livery incorporates a red on publicity and in timetables, band around the middle of the vehicle. proudly declaring the I8,000km [undated photos from the TN4HBAR col- of routes and the 8,000 com- lection of Jean-Paul Machuré] munities then served. The livery, which was original- 28 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 29 Citroën’s Transports of Delight ly brown with an orange band, tivities [which had been almost Paris in I967.] operations across the west of later chestnut brown with red nonexistent for Citroën un- Reductions in bus and coach France, neatly fi lling gaps in the band and bluish grey pavilion, til now] started to become in- operations took place in the interurban network. Replace- changed again to a white body creasingly important. I970s. The Lille and Mulhouse ment vehicles were now to be with carmine red band. Each of the networks launched networks were disposed of and Verney’s own products rather In I967 Citroën was merged this new activity which required there were cutbacks in the Par- than those of Citroën or Berliet. with Berliet, and the last T60 more sophisticated equipment is area too, with the Charenton The chain of CITER travel was delivered to the Strasbourg than the buses of the regu- network based on Paris-Bastille agencies was similarly integrated network in I970. lar routes. Transports Citroën passing to Cars Verts about with those of Tourisme Verney With the growing impact of turned to Berliet, an affi liated I970, leaving the two remaining and were renamed Nord-Sud A panoramic the private car the rural bus was company, who provided the networks based on Paris-Villette Voyages. The name CITER was view of Stras- and Paris-Maillot. At the time retained for self-drive hire cars. in decline. Nationally the length bourg station Cruisair 3 coach. In I97I coaches the latter still included longer Thus in the late I970s Trans- of all operators’ regular bus ser- with Transports came from Magirus-Deutz, fol- vices fell from 436,500km in Citroën buses lowed in I975 by an order for routes of some three hours du- ports Citroën faded away as a I962 to 398,680km in I97I. In the awaiting their Verney TD5 coaches. ration as far as Rouen, Elbeuf, bus operator rather than com- same timeframe the length of duties. [undated I974 saw renaming as Trans- Evreux and Senonches. By I976 ing to a defi nite end. The ac- special schools services jumped photos from the ports Citroën ~ CITER and a only three routes were still in tual Transports Citroën com- from I16,900km to 5I1,000km. TN4HBAR collec- network of travel agencies was operation in the Lille area. pany per se ceased to exist Perhaps this contributed to tion of Jean-Paul set up under the CITER name Change continued and in April from I5 December I978 when changes whereby tourism ac- Machuré] [the fi rst had been opened in I977, after 45years, Transports it was subsumed into GEFCO, Citroën was taken over by CFIT a subsidiary. Its only [Compagnie Française et Indus- remaining activities at the time trielle de Transports]. CFIT was were self-drive hire and the at the time jointly owned by the transportation of new cars. Michelin company and the Ver- During the I980s the travel ney group [SCF]. Yves-Michel agencies Nord-Sud-Voyages be- Verney became President and came Tourisme Verney Distribu- Director-General. tion. In I990 the Verney family The Citroën networks were bought out the Michelin interest co-ordinated and integrated and became fully independent with those of Verney, which lat- again, although in 2002 they be- ter group found the Nantes came part of the Connex group, network [which was retitled which then later formed part of Compagnie des Transports de Veolia, with its wide range of l’Atlantique] and the Angers international transport opera- network [which was retitled tions. as Compagnie des Autocars Peter Roberts. http://www. d’Anjou] very useful additions countrybus.co.uk/citroen.htm to its own existing substantial 30 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 31 A Passenger’s Recollections remember having to pay F0.45 passenger service was comple- change had to be publicized am not a specialist but I can instead of F0.40 for the same mented by a parcel delivery ser- otherwise the traditional coun- talk about my personal ex- 5km trip, but Citroën buses had vice: ‘Messageries Citroën’. Actu- try user would have refused to perienceI as a regular passenger an excellent reputation for reg- ally I think that the exact name board such different buses! Driv- of the Lille network as a child ularity and reliability, at least in of the transport company was: ers kept their brown uniforms… or a teenager. I lived in Sains-en- the north of France. Their driv- ‘Société des Transports et Mes- and their caps! Gohelle [see the map], exactly ers had to wear a neat uniform, sageries Citroën’. Most stops The other great change came where lines 20 [Malo-Arras] and light brown, to match with their were cleverly situated in front of a few years later when the Type 26 [Lille-Bruay] crossed. Malo- vehicle colours, and a cap. the village café where the driver 47 with Currus bodywork was les-Bains is where most of the Running on time must have could pick up or deliver parcels progressively replaced by the Dunkirk I940 fi ghting took place been a real challenge, given the from or for the local population Type 60. Forty-fi ve years later, I and is now part of Dunkirk. length of the lines: even nowa- or businesses. Hence the lug- still remember vividly my shock Fares [with Citroën] were dear- days the 100km journey be- gage rack on the roof and the when I saw my fi rst ‘Type 60’ er than for the same journey tween Malo and Arras [line 20] rear ladder and/or the booted with its square, much taller, much would take more than 2hours buses [Type 47 for instance] or more modern, Heuliez coach- with the ‘Autobus Artésiens’ ~ a on much improved roads… and the luggage space behind the work At last adults could stand large [and still existing] bus com- in a modern saloon! Drivers had driver’s seat. comfortably inside. The cabin pany based in Béthune and I ~ to strictly abide Unlike virtually all post-war which included the engine com- by the compa- French buses and coaches ~ in- partment and the longer chassis ny regulations cluding the ubiquitous Renault, increased the capacity to around and for instance Chausson or later Berliet buses 40/45 passengers. would not ac- and coaches ~ Citroën buses My favourite seat was that cept to set you were not based on chassis spe- bench running along the engine down closer cifi cally designed for passenger cover, above the right-handside to your home transport but on heavy Citroën front wheel, between the huge even if you tried lorry chassis, hence the lack of windscreen and the folding door. to ‘tip’ them. suspension comfort and the of- The bench could hardly seat That was very ten very jerky rides. Their hardly three and there was little leg- much in line sound-insulated front engine did room, but the huge windscreen with the image not contribute to our comfort! offered a commanding view on of Citroën then, But at least they were on time. the road. under the strict In the late ‘50s or early ‘60s, And then came the hydro- rule of Michelin [the exact date can be easily pneumatic suspension [that nov- and the man- checked I suppose] the great elty was proudly advertised on agement of the novelty was the new colour the side windows as the ‘sus- very effi cient scheme: the traditional dark/ pension de la DS’]. The Heuliez but very stern light brown livery was suddenly coachwork was unchanged, and Pierre Bou- replaced by a bright white with the vehicle was still based on a langer. a dark red strip running under crude lorry chassis but the hy- It is also im- the windows: how much light- dro-pneumatic suspension radi- portant to er, much more modern, much cally changed the ride and put know that the more in line with the times! That Citroën buses ahead of their ri- 32 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 33 A Passenger’s Recollections French Coaching Concerns… vals. would easily get sick, so soft was This article was published Also the seats were very the ride: among them my mum! Defeat Repressive Conditions in February I938 in the English SOME QUEER ASPECTS OF deep, very soft and you sort of When Citroën was bought by ‘Commercial Motor’ magazine dived into them like in a British Berliet, their lorry department FRENCH PASSENGER T RANS- and attempts to explain the sofa! The bright red seat covers lost its independence and those PORT, AND A DESCRIPTION OF then-current situation faced by were also a nice change from superb buses were progressive- THE CITROËN AND RENAULT Citroën and their competitors. CONCERNS’ PIONEERING IN the traditional brown velvet and ly replaced by Berliet Randon- Leigh F Miles ~ Editor. brought a touch of luxury to the née coaches. The colour scheme THE BUSINESS interior. I loved them and par- changed again for white and Reference has been made in rance is a country of eter- ticularly appreciated that new dark/light orange and eventually a previous article regarding the nal paradox. Although comfort on the Béthune to Ar- Berliet sold the Transport com- restrictive practices introduced itF may lead the world in many ras or Lens to Arras very bumpy pany to the Verney bus lines. by the French Government to branches of pure science and A-roads [long sections were still I hope that these memories limit the competition faced by mechanics, practical application cobbled in the mid-’60s!]. But as will meet your interest. the railways from other forms of of ideas often lags behind tech- with the very comfortable Cit- The author’s name is not public transport, in particular the nical progress. The French are roën DS ~ or later the Renault credited on the website. bus companies. This level of re- regarded, rightly or wrongly, as a I6 ~ there were people who www.countrybus.co.uk/citroen. striction increased following the logical and common-sense peo- htm effective nationalisation of the ple, yet on the mechanical side railways under the umbrella of This Dutch post- of modern life, the country’s de- Société Nationale des Chemins card shows a Cit- velopment is curiously erratic. de fer Français [SNCF] in I938 in roën bus on the Take, for instance, motor trac- which the Government held a road over the tion on the railways. No other 5I% share. The necessary legisla- drainage locks country has, during recent years, tion had been passed the prior at Den Oever in seen anything like so rapid an year. 1936 expansion on the use of motor- 34 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 35 French Coaching Concerns… driven railcars. To France, as well, comprehensive system of road in a greatly improved form. They Citroën concern had certain fi - belongs the honour of putting transport. Citroën was a far-see- catered, however, for the holi- nancial troubles at that particu- the fi rst really big [3,400kW] ing pioneer whose value to his day-maker, rather than for the lar time, he prudently formed a Diesel locomotives into regu- country may someday be much business traveller. separate company. lar main-line service. Yet, on the more appreciated. After many visits to England Business went ahead so rap- other hand, passenger transport André Citroën’s opening-up and a close study of operating idly that in its second season by road has been fi rst neglect- of the Sahara to motor vehi- conditions associated with Brit- the parent concern, Transports ed and then, when about to ex- cles and the work of Citroën ish passenger services which Citroën, had nearly 100 radial pand, crushed by repressive leg- in French Indo-China and else- had seen several years of steady coach lines working in the Paris islation to such an extent that where may be mentioned in development, Citroën started, district, whilst subsidiary Citroën small countries like Belgium or passing, as a proof of his unre- rather tentatively, a series of ra- coach undertakings had been Holland, are ahead of France in mitting labour for the French dial coach lines from Paris in the launched with success in near- the use of motor coaches. Colonial Empire, but it is in autumn of 1932. ly all the larger provincial cities Citroën’s Initiative France itself that his efforts are Results exceeded even his of France. The Renault Co, Cit- Only a little more than fi ve A Renault bus most apparent today. optimistic anticipations, for the The only surviving example of its kind in years ago the motor coach as a in Toulon in the Right up to 1933, motor public rose en masse to the idea the UK and one of the very few left in means for regular public trans- 1930s awaiting coaches were used in France al- and during the 1933 season the the world, this I926 Citroën BI2 Taxi was port was, to all intents and pur- departure for most solely for tourist and ex- Citroën coach fl eet was more found in 2002 in a chicken shed on a poses, unknown in France and Marseille. www. cursion purposes. Big railway than quadrupled. farm just outside Paris. it is due entirely to the initiative countrybus.co.uk/ concerns ran seasonal services Citroën decided to concen- https://classics.honestjohn.co.uk/top-10s/ of the late André Citroën that images/Renault_ such as the Alpine and Pyrene- trate on the coach business, top-10-ten-classics-to-celebrate-citroens- France possesses today a fairly Toulon.jpg an circuits, and these exist today but as the original Automobiles centenary/ 36 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 37 French Coaching Concerns… roën’s keenest rival in all fi elds thusiasm that both concerns served city. Until quite recently set matters badly for coach and of business, felt that it had to do soon found themselves over- there were over 20,000 taxis in bus concerns. Their position is something, and was remarkably whelmed with passengers, es- regular service, but bad times even worse now that the rail- quick in making up for lost time. pecially during weekends and at have reduced the number to ways have all been nationalized. Renault coaches were pro- the morning and evening peak about 18,000. It should be not- Under the Co-ordination Act, duced in large numbers and hours. Supplementary coaches ed, however, that 90% of these departmental Prefects received, Renault services started up eve- This map is actu- were put into service to deal cabs are roomy, up-to-date ve- in transport matters, somewhat rywhere in direct competition ally of Renault’s with these rush periods, but, in hicles which offer an unusually despotic and arbitrary powers, with Transports Citroën. An am- routes, but it the meantime, a curious parasit- high standard of comfort. and the granting, withdrawing or icable arrangement was soon is the best the ic industry sprang up ~ that of Taxi owners-drivers working cancelling of passenger servic- established, however, between Editor could fi nd the ‘collective cab’. on the collective system ‘double’ es has been left entirely in their Renault and Citroën, as it was to show the dot- Between 1,500 and 2,000 the Citroën and Renault coach hands. obvious, after the second year’s ted line routes owner-driven taxicabs now op- services on their shorter lines, In a brief period this system working, that there was plenty referred to in erate on the collective system extending to 30 or 40km from has, not unnaturally, led to abuse of scope for both operators. the article. www. from the various ‘gates’ of Paris. the capital, and passengers, four and favouritism. Persons receiv- In the case of radial coach ser- countrybus.co.uk/ The number may sound large, or fi ve at a time, are carried at ing departmental coach or bus vices from Paris, the public took images/citroen/ but it must be remembered that coach rates. concessions have taken to farm- to road transport with such en- c1933a.jpg Paris is the world’s best cab- Many thousands of Paris ing them out to sub-contractors. workpeople use the cabs dur- In such cases the concessionaire ing morning and evening traffi c does absolutely no work at all; peak hours, and a Government he simply takes a monthly profi t with votes to think about has from his subcontractor. This kind hesitated to make any move, al- of ‘racketeering’ is already the though urged to do so by the subject of fresh legislation now coach companies. before the Chamber of Depu- This is a rather peculiar situ- ties. ation, in view of the fact that In spite of all the legal obsta- these cabs actually function as cles put in their way, however, coaches, although they are ex- both Transports Citroën and empt from all the harassing re- Renault still manage to serve strictions under which coach the public and carry on gamely operators struggle. In this fac- with the vast network of ser- tor we have the reason for the vices which they have gradually cessation in France of all further spread all over France, to the progress in passenger transport immense benefi t of several mil- by road ~ for the time being, at lion people. any rate. A Radial-route System The Rail-Road Co-ordination A glance at the accompany- Bill drawn up some time ago ing map will show the impor- in favour of bankrupt railway tance of Transports Citroën’s ra- concerns, which were becom- dial system from Paris. Most of ing a burden on the State, up- the lines shown are duplicated 38 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 39 French Coaching Concerns… Histoire d’amour aux États-Unis by , which also operate port vehicles now run on oil I was rather surprised, when tempt, a few independents im- other services independently. fuel, the coaches are still petrol researching the Citroën Méha- ported Citroën’s Traction Avant Dotted lines on the map show driven. ri for the last edition of ‘Front from France. The Challenger sections in the suburban district In this connection it is of val- Drive’ to discover that Citroën Motor Car Co in Los Angeles of Paris where passengers may ue to note that some interest is had offi cially imported that offered the 11CV Légère for not be picked up or set down. being taken in the producer-gas model to the USA. It certainly $895 and the Campbell Motors This is by arrangement with the vehicle. Whilst in England the oil sparked my interest, and hope- garage in South Pasadena, Cali- Paris municipal bus concern, engine is defi nitely established fully yours. fornia were among those mav- known as the TCRP, and is in- as the power unit of both the I think we all know that none ericks. The few brochures dis- tended to avoid any possible goods vehicle and the passenger of the three French majors had tributed were directly inspired competition with suburban bus machine, the coaches in France, a particularly successful Ameri- by those issued by Citroën’s UK lines. In actual fact, the rule is as mentioned, are still almost ex- can career. Renault tried with subsidiary. hardly necessary, as coaches are clusively petrol driven. The gaso- the Dauphine and later, through Shortly after the War, a few usually full, whether entering or gene, however, is by no means its tie-up with American Motors rare Tractions were to be seen leaving the French capital. being ignored. Cacun a son gout. with models such as the 9 and in the USA, most having been The map shows only the There is a concerted move- 2I and Peugeot sent a number of shorter radial services from Par- ment in France now against any models ‘State-side’ following the is, although some of these ex- further vindictive anti-road leg- end of the Second World War. tend I00 or I30km out, but many islation, and it is gaining strength Peugeot, as the producer of long-distance lines are in opera- daily, so that it may be allowed the most main-stream cars of tion, such as Paris-Dijon, Paris- to develop a little more freely. the three [although Renault’s 9 Lille, Paris-Rheims, Paris-Tours Some of the more enlight- and 2I could not be called any- etc. These link up with further ened minds now governing the thing other than main-stream… radial services from the provin- great national railway merger well, perhaps worthy, but dull cial cities mentioned. are gradually coming to the con- might apply] probably had the At present, in France, the clusion that country coach ser- greatest chance of breaking into powers-that-be hamper the ac- vices are more likely to act as this notoriously conservative tivities of the coach companies railway passenger feeders than market. but, in spite of this, the servic- as undesirable competitors. But, Citroën certainly gave it es are splendidly maintained This article is taken from their best shot over the years. and run like clockwork. Most of ‘Commercial Motor’ magazine Preamble the coaches are I6-I8-seaters, and was written in February but those on long-distance lines 1938. The author is not credited. uring the I920s and I930s, of 160km or more are usually Unfortunately the pictures that the manufacturer of Quai 22-seaters. were used in the original article, or at least the copy available on Dde Javel tried to sell its automo- The recent heavy increase in line, were not of suffi cient quality biles in North America, through taxation on ‘poids lourd’ [grade to be reproduced here. The the importer Foreign Motors B] petrol has hit coach concerns article is reproduced from the Corporation of New York. A badly, for although practically all website www.countrybus.co.uk/ few rare press advertisements French heavy goods road-trans- frenchbuses2.htm and black-and-white brochures bear witness to this era. Apart from this pre-war at- 40 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 41 Histoire d’amour aux États-Unis imported by GIs who having lib- veloped the idea of importing the United States, in a few years, mobiles in France was such that erated France, fell in love with some thirty or so Tractions de- the automobile had become a a near-new second-hand car, these cars. But the offi cial im- spite the total lack of any ser- common consumer good, and it immediately available, sold for portation really only began with vice infrastructure. Only two or was no longer a matter of do- more than a new car, that would the DS. three were in fact sold and Para- ing without, even when they re- available at some time in the fu- At the beginning of the I950s, dis used the services of an expa- turned to France for sometime. ture. From I954 on, the parent the Citroën Export Department triate Belgian garage owner, Al- For this clientele with substan- company published an annu- was divided into Export Europe bert Bonfond who became the tial fi nancial resources and for al brochure for these potential under the control of M Hospital boss of the Citroën after sales American tourists for whom this buyers. and Louis Garbes and la Grande Excerpts from department for the West Coast, might be of interest, Michelin, The Arrival of Charles Buchet the I955 Citroën Exportation under the control the business being situated in owner of Citroën, created in The Citroën Car Corpora- brochure for I952 a company called ‘Citroën of Michel Koundadzé with assis- Los Angeles. The remaining cars tion was to be the launchpad American tourists Car Corporation’, a subsidi- tance from Claude Alain Sarre, disappeared. for Citroën’s operations in the in France, extol- ary of the American company USA. The man given the task was André Noël and Alfred Lucas. During the same decade, many ling the merits Technical Research which was Charles Buchet, who had joined One of their inspectors, Michel French expatriates in the Unit- of the Citroën run by Arthur Lowenstein and Citroën in I952 in Commerce Paradis was sent to the West Overseas Delivery ed States regularly returned to Jean Ostheimer [the latter being but who quickly moved into the Coast of the USA. There he de- Plan France to spend their holidays. In the person whose claim led to Export department. He left for André Citroën’s business being the USA in March I954. put into liquidation in I934]. The His fi rst task was to locate the role of the Citroën Car Corpo- missing Tractions and with the ration was to sell cars to Ameri- assistance of Armand Garnier, can tourists in France. he found each and every one This structure sold these cas- although some were in a pite- ual visitors the car they needed ous state. Some were still under for their travels in France. After Customs’ control, having been receiving the order, which con- abandoned at the port since the tractually provided for a guaran- cost of storage soon reduced tee of re-purchase by Citroën, the value of the cars to zero. the car was delivered on arrival Charles Buchet set about re- on the national territory, with a viving the Citroën Car Corpora- registration of TT plates, which tion by making the sale and buy allowed them to move freely in back system better and more at- Europe. tractive. Indeed the fi nancial sys- When they went back to the tem he created is that of lease United States, Citroën could and buy back still practised by take over the export of the the likes of Europcar and Hertz. car if they wanted to keep it, The monies earned allowed the or simply buy it back. The case fi nancing of the infrastructure was economically interesting in that would become Citroën the latter case, because until the USA who would import cars mid-I950s, the demand for auto- into the USA. The DS would be 42 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 43 Histoire d’amour aux États-Unis the product. the DS I9. Garnier and the engineer was ful of people within the Citroën Charles Buchet set off for New There were no repair or parts Claude Braux. Albert Bonfond Cars Corporation network who York at the wheel of a I5 Six ~ manuals in the beginning, in any was hired as service manager in even had a slight inclination one of those reclaimed from the language ~ never mind English! I956. of how this new DS operated. docks. He also performed this A dealer network also needed In the beginning both the east Luckily some assistance was on drive in a 2CV which he had had to be created and trained for and the western headquarters the way ~ Paris sent four young sent over from France and he this vast country. had issues to deal with, as did gentlemen who had been work- often swore that he would have Buchet started with an of- the rest of the world where ing with the DS at the Quai de had more success with this car fi ce on 5th Avenue in New York the vehicle was marketed. One Javel, Paul Baert and Jacques than with the DS! His boss sug- City, this was in the same build- needs to remember that this Berteau went to New York gested that the car’s plain grey ing where Air France had their was a brand new vehicle with and Claude Guyot and Hubert paint be replaced with some- offi ces. Both headquarters had technical advances well ahead Villedanné went to Los Ange- thing more to American tastes - their share of problems but the of its time. Of course this would les to spend six months in the a shrimp pink! Buchet’s compro- east coast was at a major disad- bring plenty of new problems as US to get things rolling. Once mise was a light green paintwork vantage due to their premises. the DS went through its growing things did get going both head- ~ a particularly popular colour Once the DS had offi cial- pains. In regards to the North quarters did establish a technical amongst Detroit’s products that ly been announced in Paris it American continent, not only support team to train and assist year. This car was used in mono- meant that the New York head- being vast in size but also very new dealers. To get new dealers chrome pictures in the Compa- quarters would have to expand; different in climate, the eastern was always a challenge, you had ny’s product brochure ‘The sen- not only did they need a show- portion of the US dealt with se- those who signed up for a year sational multi-purpose car’. Panhard accom- room but a workshop would vere winter conditions, which or two then dropped Citroën Buchet was going to prepare panied the DS on also be an immediate necessity. affected the D-Series vehicles for a more lucrative and less for the offi cial arrival of the They ended up with a nice technically and structurally while American soil for a few months, challenging make and those who brand in the United States which showroom at 300 Park Avenue the west was dealing with dash- without success stayed on till the bitter end. would materialize with the pres- and a totally inadequate work- boards warp- entation of the DS at the New shop located in Long Island. Not ing in the York Motor Show in I956. only were these repair facilities mid-day sun! Citroën Cars Corporation too small but the parking situa- Although the Setting up Citroën Cars Cor- tion was nonexistent. The tech- east and west poration in the United States nical man in charge on the east had different proved to be very diffi cult as coast was Michel Rappellini issues to deal they started with nothing. who was under the direction of with, the situ- However an east coast head- Charles Buchet. ation was the quarters was established in New In the west the situation was same, they York and then the west coast the opposite; they ended up both still had to headquarters in Los Angeles. with a nice premises on Wilshire create a dealer The complete infrastructure Boulevard in upscale Beverly network and of these headquarters had to Hills in Los Angeles. The offi ces, be able to sup- be created, a sales department, showroom, repair and parts fa- port that net- a repair and parts department, cilities were all in one location. work. personnel had to be hired and The commercial director for the There were trained, not on just any car but western division was Armand only a hand- 44 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 45 Histoire d’amour aux États-Unis In addition to the DS, which For dealers, it was not easy was slowly taking off commer- to entrust the steering wheel cially, and to develop a little its of a DS to a potential custom- product offer, from I957 Charles er. The way in which gears were Buchet decided to import a few changed had nothing to do with hundred Panhard. This was to al- what was happening in the Unit- low Citroën dealers to increase ed States. The driver also had their sales volumes and put cause for concern when he ob- some butter in the spinach. But served the small mushroom that the Panhard proved too fragile acted as a brake pedal. This ped- in the eyes of the American cli- al had nothing to do with that entele. The experiment was not of a classic American car, closer prolonged due to lack of com- to the dimensions of a tennis mercial success. racket. For obvious reasons of profi t- Citroën set up its American ability, Citroën dealers still rep- headquarters and showroom resented several European or on Park Avenue in New York at American brands. The marque’s fered very little from the French Actress Jayne the end of I956. While DS sales limited range did not allow them version. There were the adop- Mansfi eld attend- struggled to take off in small to ensure a satisfactory and sus- tion of white headlights, inde- ed the opening provincial towns, New York was tainable economic balance. pendent circular taillights and of the Citroën quite different. This was mainly Citroën DS specifi c fl ashing lights. At the showroom in due to the presence of a clien- In France, the presentation of very beginning, these modifi ca- New York tele of lawyers, doctors, artists, the DS at the tions were made when the cars intellectuals… which from a so- in October I955 had an interna- arrived in the United States, but cio-economic point of view was tional impact. She arrived in the soon it was factory that took well above average. This audi- United States in the summer of care of them on the assembly ence was willing to ride differ- I956, with her fi rst exhibition at line. ently, even if it had to bear all the the International Automotive The advertisements described disadvantages. Show in New York. The public the car as “typically French ... So The ID, a more economical was amazed by the aesthetics Excerpts from the Citroën DS I9 cata- unquestionably Citroën ... com- model, completed the range in of the car and its technical pe- logue, US market, I956. This document bining the performance of the I957. That year, an ID was worth culiarities. In a country tradition- is almost identical to the one issued by sports car with the luxury of the $2,600 and a DS $3,500. This ally conservative and nationalist, Citroën Cars Ltd in England limousine.” The press kit referred rate placed the ID at the lev- the presence of a car without a go in sub-zero temperatures in to “the dream car of tomorrow, el of an American mid-range grille, which goes up and down, January of I956 along with Luigi on the road today”. Citroën Ford, Chevrolet… , while the was perplexing. However, the Chinetti the Ferrari importer for tried to attract the attention of DS joined the highest-end; Buick, same level of fanaticism was not the US and three times winner potential dealers by proclaiming Chrysler, Mercury… without achieved as in France. of the 24 heure du Mans. The that “the DS I9 was the car ca- reaching the price of Cadillacs Claude Braux drove the fi rst fi rst DS was to be exhibited at pable of generating more sales and other Lincolns. DS I9, chassis #I29, to arrive in the 48th Chicago Auto Show. than any other known imported The US administration did not New York. He drove to Chica- The American-style DS dif- car”. give any gifts to the DS. Spokes 46 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 47 Histoire d’amour aux États-Unis were put in its wheels by refus- was the lack of supply of these follow-up and maintenance of ing to approve the oil of the hy- famous tyres on US soil. This had their car, which for an automo- draulic system! Perhaps it could clearly not been anticipated. bile as sophisticated as the DS, be seen as a form of protection- Citroën had big ambitions in could only lead to disaster. ism? Instead, it imposed a similar the United States, but in Javel To remedy the early problems American product. But this one they did not take the time to an- with the DS, a team of ‘fl ying did not have the required chem- alyse the consumption patterns mechanics’ was hastily assem- ical characteristics, and chewed of Americans, nor to observe bled. A few mechanics were al- through the seals, regularly their way of driving. They were ways ready to respond to all re- breaking down the DS! Near not very concerned about the quests from customers who had broken down. In workshop cars, Citroën’s New York workshops There is no shortage of respect shown DSs with hydraulic failure were they did not hesitate to travel for the Citroën DSs which are taken by several hundred kilometres to piling up in the street. rail to the loading dock. Source Auto restore the DS to working order. This hydraulic fl uid problem Journal number 223 of June I, I959 was catastrophic for Citroën, In practice, it turned out that which set out in search of an oil the selected dealers had not re- produced in the United States, ally been trained in the mainte- which did not destroy the joints nance or repair of the DS. The and leak. But the fl uid that tasks to be performed had noth- seemed suitably liquid in San ing to do with the work done Francisco, froze in Boston, block- on a Chevrolet or Ford. Too often, the DS stayed for many ing the gearbox. The Javel engi- months in the car parks of the neers seconded on site discov- dealers, waiting to be repaired ered other weaknesses on the with spare parts that were also DS: the electric harness took on struggling to arrive from France. water, the paints tarnished, the The French, accustomed since plastics cracked, the steel rust- the end of the war to what the ed… national manufacturers agreed The fi tting of tyres was anoth- to sell them, were lenient. The er source of grief. Only one type mind set was quite different in of tyre was suitable for the DS; the States. The American clien- it was a very specifi c Michelin tele was extremely demanding. tyre… of course. The sales con- After several months of wait- tract stipulated that the war- ing, cars destined for the USA ranty could only be maintained received more care when they if the car continued to drive on were assembled in France. Michelin tyres. The only diffi culty Fortunately, step by step, the Excerpts from the Citroën DS I9 cata- Citroën network was going to logue, US market, I957 ~ This document be structured. The spare parts is almost identical to that released by arrived by air, and were stored Citroën in France. in two warehouses, one in New 48 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 49 Histoire d’amour aux États-Unis The fun of the trip is in the ride… with a ! To beach or supermarket… to city or country club… The fun of the trip is in the ride… with a ! To beach or supermarket… to city or country club… York, the other in Los Angeles. be the Rover… wherever you travel, a new world of motoring pleasure awaits you and your family. Here is the cloud-soft wherever you travel, a new world of motoring pleasure awaits you and your family. Here is the cloud-soft comfort of - , with the exclusive - that lets you adjust the riding level of the car comfort of - , with the exclusive - that lets you adjust the riding level of the car to suit the road. Here is the personal control of the sports car… the tenacious roadability of - to suit the road. Here is the personal control of the sports car… the tenacious roadability of - Technicians continued to travel Now that air suspension has . In a , the functional car with advanced engineering, you will always enjoy safe, economical, . In a , the functional car with advanced engineering, you will always enjoy safe, economical, restful motoring. Wherever you are driving in pursuit of happiness, take a … it is your assurance restful motoring. Wherever you are driving in pursuit of happiness, take a … it is your assurance of extra-enjoyment on the road! of extra-enjoyment on the road! from agency to agency to as- been introduced on some sist mechanics in vehicle repairs. US models, there is a ten- An in-house training school was dency to show more interest even established, where for a in the DS I9. From the point week, and at Citroën’s expense, of view of the organization of the mechanics were trained in the market, Citroën continues the intricacies of French tech- its penetration of the United nique. States, being mainly focused The Auto Journal’s corre- for the time being on the east spondent in the United States, and west coasts, and on the Bob Mitchell, described Cit- Great Lakes region. roën’s positioning in the US The 2CV overlooked here by market in issue I90 of January I5, its manufacturer should do I958: better. It sold I50 in New York ‘ Citroën presents three mod- in I957, more than double on els, the DS I9, the 2CV and fi - the Pacifi c coast. Its price of nally the Dyna Panhard. There about $I,500 is far too high.’ is a great deal of emphasis at Citroën Car Corporation Citroën on this distinction, made extensive use of ‘out-takes’ which implies a different com- from automotive magazines to petitive sector than Renault. tout the merits of ID and DS. It was at least proof that the man- Unfortunately, the sales fi g- ufacturer did not fear the judg- ures are not comparable, nor ments of specialized journal- Advertisement the new Studebaker. The re- are the commercial effort. ists… provided these items are on the back of semblance, however, does not The DS I9 [570 cars registered reproduced in full. Real advertis- a ‘pulled apart’ extend beyond the front. The in the fi rst nine months of ing catalogues, like the European from I960 profi le and rear of theDS are June I957] is, let’s not forget, a brochures produced by Robert unique to it.’ luxury car. Even in the United Delpire, were rather rare. The Motor Trend, I957 States it ranks at $3,500 in the print media were usually limit- ‘ This car has a design so far category of expensive cars. It ed to a few slips or leafl ets that ahead of its time that if it cannot compete with the Jag- were not always very fl attering wasn’t built by Citroën, it uar or the Mercedes, sought in appearance. This practice con- probably wouldn’t be taken after especially in convertible trasted with the luxury of bro- seriously, and relegated to the models. Its foreign rival would chures published by American dream car category.’ A US advertising leafl et from I958. com- manufacturers. The Motor, I958 pared with the very high design aes- Some excerpts from these ‘ Even taking into account a thetic and production values of Citroën’s ‘out takes’: relatively high purchase price European brochures designed by Robert Motor Trend, I956 that is the inevitable lot of Delpire. ‘ Some passers-by ask if this is cars bearing import taxes, the 50 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 51 Histoire d’amour aux États-Unis ID I9 is a safe bet for the driv- headlights inserted in an alu- er who fi rst wants to travel minium block, without protec- long distances quickly, without tive glass. fatigue.’ In a I970 Motor Trend Shoot, From I96I, the DS Convertible, the journalist explained that ‘due the pinnacle of French luxury as- to the multitude of technical and sembled at Chapron, arrived in commercial constraints, it is im- an American market fond of this possible to design a very inno- type of exotic product. Despite vative car in Detroit.’ He stated its much higher price than a Ca- that ‘outside Detroit, a manufac- dillac, it had some success on the turer has succeeded in this bet, West Coast, particularly in Cali- and has even offered itself the fornia. About I20 DS Cabriolet luxury of a real success in terms and seven ID Cabriolet were of sales. This is not the NSU Ro exported to the United States Below: An exam- which in I970 has not yet prov- by I97I. ple of a US spec- en itself, but the Citroën DS, the The arrival of the second gen- ifi cation Citroën strangest car in the world.’ eration of DS in I968 forced DS Cabriolet. The release of DS in America Citroën to adapt to the latest Left: Citroën offi cially ceased at the end of American standards. The most advertising bro- I972. Some DS 23s were still im- obvious change was the fi xed chure from I972. ported later, but individually. 52 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 53 Histoire d’amour aux États-Unis Citroën 2CV to prohibit further marketing in tween I963 and I968. The break version of the famous catalogue The 2CV was totally out of the United States, by raising the version completed the offer ‘For you Madame’ published in step with the American dream, minimum speed on its highways. from I966. The sales of the Ami I963 by Delpire. The catalogue which in the late I950s favoured Under full load, the 2CV was un- 6 were very limited: just a few ‘For you Madame’ included big cars with crazy lines and able to reach that threshold. dozen units. The American Ami some of the photos from the oversized engines. In the Unit- During the I960s, some 2CVs 6 was distinguished by twin front French edition, but other shots ed States, the issue of fuel con- were still imported individual- headlights, different indicator were totally original. sumption was not yet on the ly thanks to the Citroën Over- lights, front and rear bumpers Citroën Mehari agenda. In I955, the 2CV was dis- seas Delivery Plan. But these equipped with protective tubes, Citroën introduced the Me- played at around $I,200, com- were cars in European confi gu- and a speedometer in miles per hari [without the accent] on pared to the $I,600 required for ration. During the I980s, some hour. American soil in 1970. It was an entry-level Chevrolet or Ford fanatics distributed 2CVs in the As Charles Buchet put it: presented as a competitor to model. United States, bypassing strict ‘You only have to imagine four the Volkswagen mechanical bug- At fi rst, Citroën released four licensing standards. For exam- Americans, solidly fed up with gies. Regulation obliges, its ap- versions of the 2CV in the Unit- ple, two Charleston 2CVs were Big Macs and Coke, installed in pearance had been changed in imported by Michel Fournet, a small sedan powered by a 2CV relation to the European version. ed States, the classic sedan, a van Below: Note the then dismantled and fully reas- engine to realize that it does not with and a van without side win- huge bumpers on Larger headlights were mount- sembled on old chassis that had dows and a pick-up truck. [Your this US version really correspond to the reali- ed, signifi cantly altering the . been approved. Another com- editor fi nds this claim dubious as DS station wagon ties of the American market.’ It The bonnet had been trans- his understanding is the pick-up Right: The ‘2CV pany, Target, imported the 2CV is estimated that there are ap- formed to accommodate them. was only produced at Citroën’s Passenger car and sold it as a kit car, which al- proximately 800 2CVs and Ami The blinkers and refl ectors were UK plant at Slough. Ed.] Then convertible lowed some licensing rules to be 6s sold by Citroën in the United also different. The location of the the supply became more limit- 4-Door, 4-Seater’ ignored. States. rear license plate was specifi c to ed, with a sedan and only one as presented in Citroën Ami 6 Once again, advertising litera- The Citroën Ami this market. For safety reasons, it van being available. The US ad- an American bro- The Ami 6 sedan was released ture was reduced to its simplest 6 in its American was necessary to adopt a metal ministration found a simple way chure. on the American market be- expression. There was still a US version. windscreen surround. The doors 54 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 55 Histoire d’amour aux États-Unis were replaced by a simple cord. of Hawaii. But if its plastic body costly in terms of its commer- This vehicle presented in was not afraid of corrosion, it cial potential. It sold about I,000 France in May 68 did not meet was not designed to withstand examples, mainly in Florida and the expected success on the the constant high temperatures California. other side of the Atlantic. How- that could be found on Ameri- Excerpt from an advertising ever, it seemed particularly suit- can shores. The body panels leafl et for the American mar- were cracking, and the plastic ket, April 1969 The photo is able for Californian beach users, ~ hues were losing their early ap- identical to that used for a leafl et or those who wanted to have a pearance. for the French market. Excerpt recreational vehicle at a lower In front of the Mehari, the from an advertising fl yer for the cost. The Budget rental compa- Volkswagen VW 181, which had US market, January I970 ny ordered a hundred of them four doors, an all-steel body and Citroën SM to enrich his park on the island higher power, had more advan- The SM was marketed in the Left: This simple back-sided slip did not tages. The Mehari was available United States during the I972 weigh heavily against the colour bro- in the Citroën USA catalogue in and I973 model years. After the chures of other European importers, let I969 and I970. Its manufacturer abandonment of ID, DS, Ami 6 alone the prestigious catalogues of the preferred to give up in the face and Mehari, it was the last repre- big three. of increasingly stringent regula- sentative of the chevron brand Below: Excerpts from an advertising fl yer tory requirements. Bringing the on American soil. In response to for Méhari for the US market, January car into compliance with the increasingly stringent safety reg- I970. legislation would have been too ulations, SMs destined for the US 56 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 57 Histoire d’amour aux États-Unis market were distinguished by a lights. Additionally, the glass na- self in glory in the United States front with four round, fi xed cir- celle covering the lamps was a by winning trophies and awards cular headlights, and no protec- non-starter. in tests organized by specialized tive plexiglass. The style did not Two engines were available: magazines. appear to be quite integrated 2,670cc V6 and I80hp SAE in Excerpt from Car and Driver: with the already controversial 5-speed manual transmission, ‘ The SM is the kind of craft lines of the car. A number of dif- and 2,965cc and I90hp SAE V6 that some of NASA’s out-of- ferent design proposals were for models equipped with auto- work engineers might have considered for the US market matic transmission. designed. An exercise in style, SM’s lights. As was the case with In I972, Motor Trend maga- a theory. It is extravagant, the D-Series, headlamps that zine awarded the SM the covet- complicated and only looks turned with the steering were ed title of ‘Car of the Year’ in the like a car because it has four prohibited as were self-levelling ‘Luxury’ category. It was ahead wheels. The SM reminds you lights. It is also likely that Federal of the Mercedes S-Class, the at all times… even if you regulations did not permit the Jaguar XJ6 and a procession of don’t drive… ‘ fi tting of more than four head- Americans [Lincoln Mk IV, Cadil- Excerpt from Petersen’s ‘7I Below: The launch brochure from April lac Eldorado, Buick Riviera… ]. Import Car Buyer’s Guide: I969 used the images as the French bro- This at least proved the interest ‘ Citroën does not often offer chures, so the Mehari shown is not the that American journalists had in new models in its range, but US model. France’s national GT! Within a when they do, the newcom- Right: Citroën SM ~ American version. few months, the SM covered it- er has a signifi cant amount of innovation… Today Citroën markets the SM and proves once again that Citroën tech- nicians can once again sur- pass themselves… Citroën has created an automobile a notch above everything that exists today, which combines the advantages of luxury and the high performance of a Grand Tourismo… The feel- ing of being in another world, a world of speed, comfort Excerpts from the Citroën SM brochure, American market, I973. This is arguably the most beautiful catalogue ever printed to promote a Citroën model in the USA. It comes in two versions, white cover [shown here] and black cover with ‘Cit- roën’ embossed. 58 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 59 Histoire d’amour aux États-Unis things would soon change for GS. A few examples were im- that the company would cease the SM. Customers quickly dis- ported and distributed to the its North American operations illusioned. Totally disoriented by main distributors who exhibit- on 5th December. It is believed this quasi-spatial technique, en- ed them in their exhibition halls. that the reason for this decision thusiasts also discovered that Orders were registered before was that Peugeot believed their this was a car that required Citroën fi nally abandoned its 604 to be better suited to take A number of regular care otherwise it broke idea of introducing the car, faced on the likes of Volvo, BMW, Jag- different design down after a few months of use. with diffi culties and the cost of uar, Mercedes-Benz and Saab. proposals were What’s more, it was diffi cult for bringing it up to US standards. As At least two companies, Trend Citroën to offer an after-sales a result, orders were cancelled, considered for Imports and Yareb Hydraulics, service equal to the sophistica- and the few imported models the US market imported some CX diesels out- SM’s lights. Turn- tion of the car, in a country as sold to local distributors. huge as the United States. A brochure from side of any offi cial agreement ing, self-levelling Citroën CX with Citroën between I978 and lights were The Javel manufacturer pre- The CX was never offi cially Trend Import I982. prohibited, as it ferred to throw in the towel two imported into the United States Sales. Marque seems were more years before the fi nal shutdown by Citroën, although the sub- Motors were their Al Mardikian’s Trend Imports than four head- of production in France. The SM ject was originally discussed in- distributors on of Hermosa Beach California, [a lights. For safety was the last Citroën offi cially im- ternally. The certifi cation stand- the East Coast. service dealer for Citroën be- reasons, appar- ported to the United States to ards that had become draconian ently. this day. 2,037 examples were made the task extremely diffi - and safety never felt in any sold during the two years of cult. But above all, Peugeot’s ab- other car.” commercialization, out of a total sorption of Citroën in Decem- of I2,920 cars produced, a good Excerpt from Magazine Road ber I974 changed the situation, performance in itself. Test, April I972: with the Sochalian manufacturer The SM did not disappear ‘Known as Citroën Maserati, planning to market the 604, a di- from the American automo- or in recent factory publica- rect competitor, in the United tive landscape, and the interest States. tions under the term Citroën of enthusiasts remained alive In I975, Citroën had a number SM, the car is the result of a across the Atlantic. In the early of diesel CXs in the USA where happy marriage between Cit- I990s, 75% of the SMs produced the company was working with roën Automobiles and Ma- there were still fi t to drive. Cit- the Federal authorities to en- serati Spa. For those who roën withdrew all offi cial repre- sure that the cars would meet wondered why the French sentation in the United States US emissions, lighting and safety manufacturer had taken con- on December 3I, I977. The new standards. These cars were kept trol of the small, world-re- owner, Peugeot, decided to re- in Arizona and Colorado; away nowned Italian factory, the move all unprofi table Citroën from prying eyes in New Jersey answer is now very clear. For fi les. The survival in Europe of and California. Confi dent that the fi rst time since the dis- the chevron brand came at this the ‘US Approved’ CX would appearance of Bugatti, Talbot, price. shortly go on sale, René France, and other prestigious fi rms, Citroën GS Head of Citroën Cars Corpora- France fi nally has its ownGT .’ Citroën considered a time to tion was shocked when he was But after the initial praise, complete its US range with the summoned to Paris and told 60 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 61 Histoire d’amour aux États-Unis er bumpers, lights and fl ashing ‘ As a distinguished automo- lights, etc. Mardikian ended up in tive designer and engineer, Mr court facing 35 charges of mak- Mardikian created designs and ing false statements regarding cars for Ferrari, Lamborghini, test done on ‘grey-import’ cars Porsche, Mercedes, BMW, to ensure they met the stand- and Honda. He partnered ards of the EPA. Each false state- with government and defi ned ment carried a maximum of fi ve safety standards for the De- years in prison and a $I0,000 partment of Transportation fi ne. Vehicles included BMW, and has manufactured special Ferraris Mercedes Benz, Lam- emission systems on boats fore they left North America] In ‘Federalis- this resulted in them standing borghini, British Leyland Range and automobiles for the En- was the fi rst to import some CX ing’ the CX, proud of the bodywork. They Rover and Porsche. He pleaded vironmental Protection Agen- 2500 Diesels. Trend added also made some changes to the guilty to one count of fraud and cy. He also tested models of Since the ‘US Approved’ modi- iron bars behind lighting. nine false documentation. Today exotic cars, boats, and water- fi cations had never gone into the bumpers, However,it didn’t take the au- he is CEO/Chief Design Engi- craft for compliance with US production, Trend were obliged resulting in them thorities very long to fi gure out neer of Regreen Technologies, Safety, DoT, Coast Guard, and to modify the cars in order to standing proud that Trend Imports were basi- Inc and claims: EPA standards.’ meet the slow speed DoT front of the body. This cally importing run of the mill and rear impact standards. Trend is clearly seen French cars with minimal chang- added heavy angle iron behind on the front es. The cars were modifi ed to the bumpers to ensure the cars bumper meet local standards: reinforce- were able to pass the tests and CX Automotive’s ment bars in the doors, larg- CX brochure.. 62 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 63 Histoire d’amour aux États-Unis But the approach that most European legislation that al- hibited on the bodywork. How- which took over the impor- marked the spirits was that of lowed French cars to be bought ever, one of the fl yers read ‘The tation of petrol versions. A CX Automotive. outside of France, and then re- CX comes from Citroën’s pro- structure called Green Auto- Two men were behind the sold wherever they were de- duction lines.’ motive based in the Nether- creation of this company. The sired. André Pol was responsible Having cars was one thing, lands prepared the cars for the fi rst, Malcom Langman, was a for fi nding new CXs in Europe, selling them was another. Our United States. This adaptation convinced American Citroënist. and then selling them to Lang- two adventurers set out in work required approximately He had made a good living sell- man. It then had to be brought search of distributors by placing I80hours of work. The struc- ing medical equipment. When up to US standards. The fi rst CXs, advertisements in the press. A ture and doors of the car were the Javel fi rm withdrew from diesel versions, were acquired in few enthusiastic garage owners, reinforced, a new paint was ap- the United States, he tried to Switzerland, where they were al- already representatives of Eu- plied, the electrics were revised, convince the parent company ready equipped with the clean- ropean brands, showed up. Im- air conditioning was installed, as that the CX had its place across up systems imposed in the porting offi cially began in I979, well as a leather upholstery, a the Atlantic, but to no avail. The USA. The compliance of diesels and continued until I99I. sunroof, new trim, etc… other man in this adventure was proved to be simpler than that In I98I, the pooling of the in- In this advertise- Upon arrival in the Unit- André Pol. This Citroën special- of petrol engines. terests of Malcom Langman ment, Citroën ed States, the cars were again ist based in the Netherlands The CX was obviously sold and André Pol gave birth to insists on the checked before being distrib- had the logistics to export cars without any support from Cit- CX Automobiles Europe SA, quality of its uted to the twenty dealers abroad. This was one of its activi- European Car of roën, and could not claim either a company led by André Pol, after-sales service [their number in I988] who had ties before the birth of CX Au- the Year I990, the name of Citroën or the use agreed to follow Langman and tomotive. XM Vitesse, by CX of the double chevron. All Cit- Pol in their project. The ambi- Malcom Langman relied on Auto roën logos were therefore pro- tious targets were to sell be- tween I,300 and I,500 cars per year. The reality was harsher. Less than a hundred CXs were sold annually, peaking at nearly 250units in the best year. Citroën were very unhappy with this parallel importing. But the term ‘parallel’ was not ac- curate, since Citroën no long- er imported cars to the New World. Moreover, with the ex- tent of the changes made to the CX, Langman eventually ob- tained full-fl edged manufacturer status from the US authorities. In I985, CX Automobiles Eu- rope SA was replaced by New Jersey-based CXA International SA. Langman and Pol were still in charge, one as president, the 64 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 65 Histoire d’amour aux États-Unis other as a director. From now York Motor Show, CXA exhib- States by a company called Au- challenge to create a US mar- on, the CXs sold in the Unit- ited two modifi edXM s that met tomotive Reserch and Design, ket-specifi c vehicle but they also ed States had a serial number US standards. To counter CXA, of which Langman was a share- took on interns from the USA struck by CXA and no longer Citroën also presented the XM holder. One of the goals of this who had the same motives. by Citroën. This could only an- on a stand in the same show, company, which could work for French designers on the XM noy the Javel manufacturer, who and thus meant its intention to other manufacturers, was to fa- team including Jean-Claude remained legally prevented from offi cially return to the United cilitate the adaptation of foreign Bouvier had already proposed a stopping this activity. States. We now know that this cars to American standards. three box XM. The small quantities import- was not the case, but it is not Obviously, as with the CX, Carl Olson told Citroexpert ed, the cost of upgrading to US known whether this is an abort- Citroën withdrew all warran- that during the period I982- standards and the total lack of A US Citroën ed project, or more simply a de- ties on these vehicles. CXA and I987 it was clear that the Mar- support from a large manufac- dealership in the sire to put sticks in the wheels of its network ~ which now had keting Department wanted a turer led to a relatively high sell- I960s. Among the this cumbersome maverick. about 60 maintenance centres three volume variant with an ID/DSs can be ing price. In addition to the sta- The CXA XM was available ~ tracked these cars. The distri- ‘optically isolated’ boot because seen a 2CV van tion wagon, the cars sold were from September I99I, in the bution of these XMs was even the car’s competitors in the USA and is that a more restricted than that of the the high-end versions: GTi, Tur- Traction behind Vitesse version powered by [primarily the Mercedes S-Class CX. Its price was well above that bo, Prestige… the green DS? Or the 3litre V6 and Pallas by the and the BMW 5-Series] used this Citroën XM is it just wishful 4-cylinder 2litre. The XM was no of its predecessor was enough layout. Hatchbacks have never The XM replaced the CX from thinking by your longer prepared in the Nether- to discourage potential buyers. been particularly popular with I989 in Europe. At the I99I New Editor? lands, but directly in the United In the end, Citroën’s fi ght to stop American buyers in this mar- these sales was no longer justi- ket segment. This was confi rmed fi ed. Even stricter new standards when the XM was put to cus- removed any possibility for CXA tomer clinics in the USA. Carl to continue the sale of XM in the Olsen said he suspected that a United States under acceptable ‘tricorps’ version would have en- conditions. joyed more success in Europe Recently [apparently 20I5], Cit- than the hatchback did. roexpert discovered documen- He added that his brief was tation which showed that a great not to do ‘violence’ to Bertone’s deal of time, effort and money original lines. was invested by the factory with He said that the probability of the intention of returning to the returning to America was ex- North American market with an tremely small, given the huge in- ‘Americanised’ XM ~ both the vestments that would have been V80 [sedan] and the V82 [break] required. were considered. This article uses material from When the XM was devel- Julian Marsh’s website http:// oped Citroën had employed a www.citroenet.org.uk/ and http:// number of American design- leroux.andre.free.fr/smallfourbis. ers including Carl Olson. These htm supplemented by additional Americans not only saw it as a research by the Editor. 66 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 67 Genève’s Type 45 THE CITROËN 45 roën’s fi rst real truck is the C6GI GENÈVE BODYWORK of 2tonnes payload powered by this 6-cylinder motor. utocars Anciens de Launched in large volume, its France has in its col- selling price and delivery time Alection a I949 coach combin- are unbeatable. A 23-seater ing modern bodywork [for the coach version with an all-met- time] and a chassis that has al- al body, light, fast, revolutionizes ready qualifi ed as ‘legendary’. passenger transport. Between André Citroën was a daring I93I and I932 some I,600 exam- go-getter and it only took him ples were delivered. Expertly designed and easy to maintain, a few years to become the sec- Of course, the André Citroën considered this chassis was manufactured from I933 ond largest car manufacturer. rust has ap- that the conditions were right to I969, ie for 36 years and under dif- In the 1920s, it was only a question of He launched his fi rst 6-cylinder peared, but it is to go to the next size. Howev- ferent names: 45, 55, 46, 47 and 60 tipping trailers. engine at the I928 Paris Motor only superfi cial. er, producing a larger truck is Show. This 2,442cc motor devel- In 20I5, when not a simple task. Citroën must who transport their own goods Not Big, But Brave oped 33.6kW and propelled the this picture was take into account the techni- and belongings short distances. The engine which powers AC6 to I05kph. In I932 the ca- taken the ‘beast’ cal and commercial capacity of The various common catego- this model is the marque’s fi rst pacity was increased to 2,650cc was already 66 its factory. The target market is ries, dump truck, coach, are tak- dedicated truck engine, having and the power to 37.3kW. Cit- years old! craftsmen and manufacturers en into account. The result is a no connection with the motors 3.5tonne vehicle, or 4.5tonne used in the brand’s cars. The load by extending the body, engine is a six-cylinder 94×I10 hence its name T45 and a total bore × stroke, or 4.58litres dis- weight of 7,600kg. Between I933 placement. It originally devel- and I953 72,423 examples were oped 54.5kW at 2,500rpm for built. a fi scal power of I7CV. This is

In the 1930s, tower trucks complement During the war, Genève became a real the dump trucks. bodybuilder 68 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 69 Genève’s Type 45

This Citroën coach, still under W reg- istration, is dated August I949. It was destroyed I0 years later.

The same coach, at the curbside at the bus station in Place Stalingrad. In I950 its I949 registration became 7730 AB 75. mated to a four-speed gear- sé or ‘lowered’] on a 5.33m Spartan at fi rst glance, the Genève CRI is Top: 1947, Genève advertises with its box with synchromesh on the wheelbase chassis occurred. much higher and brighter than its peers. newborn, the CRI coach. two top gears and a single re- This coach is dressed in a met- Note the semi-emergent position of the Bottom: The tipper on a Willème heavy duction Banjo rear axle. Three al body extrapolated from that spare wheel at the rear truck and the CRI are the fl agship mod- wheelbases are planned, 3.60, els of Genève at the October 1948 Motor of the C6GI and has a capacity for Warsaw, where it was the 4.60 and 5.33metres. The Type 45 of 3Iseats. Citroën loves media Show. appeared at the October I933 stunts, croisière noire, croisière only heavy vehicle to start. out any penalty. For those who auto show, in a short chassis. jaune… So to launch the coach, It reached Monte-Carlo via would not have taken notice It was not until December it registers it for the Rallye Mon- Prague, Frankfurt and Stras- of this coup, Citroën made full I933 that the presentation of te Carlo! Registered on Decem- bourg in 59hours and 30min- pages of advertising for months the 45S coach [S for surbais- ber 27, I933, it immediately left utes after 2,456km and with- in the press. 70 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 71 Genève’s Type 45

their choice. Opposite: The Angers and Nantes network an additional cost and incon- A Genève 45 is in the foreground of the After the war, Citroën im- herd of Citroën coaches parked on Place timetable from I950 is illustrated by venience. It is different with the proved only the steering and de la Gare in Strasbourg. their most modern model, the 45 Genève regular bus service which runs and it is a 45 Genève that still adorns braking. For lack of a suffi cient brand Saurer, a Citroën 45 was three times two hours a day, or payload, the Type 45 was not the Paris-Villette timetable in I955. the bus which runs from morn- deemed good for service, at an of interest to commercial truck advantageous price and ben- Without changing the dimen- ing to night. It is therefore in drivers, but it remained very efi ted from nearby after-sales sions, but with cylinder head, passenger transport that diesel competitive, despite its small service. In addition, it can be pistons and ad hoc equipment made a signifi cant breakthrough. outmoded cabin, for many ordered with a forward cabin. changes, at the end of I934 Cit- [This is in contradistinction to owner-drivers and in special- roën released a diesel version the comments made in the I938 ized areas such as milk and Genève Originality under license from the Eng- article published elsewhere in livestock transport, or carry- Many bodybuilders worked lish fi rm Ricardo. Even more so this edition where it is claimed ing specialised equipment like on the Citroën 45 and even than today, pre-war diesel only the majority of French coaches tarring machines and light duty produced coaches in luxury performed well when hot and were petrol-driven. Ed.] In I935, use such as with the army. trim. The one that interests us struggled to start in winter. For Citroën stopped building the The 45 is especially suitable is Fernand Genève, a Parisian the craftsman who will travel coach bodies and passed this as a coach, where the load was who for a long time only man- fi ve kilometres with his dump work to Currus, who became effectively predetermined by ufactured tipping trucks. It be- truck or the company which the preferred bodybuilder. How- the number of seats and was gan to diversify during the First takes its daily production to the ever, the customer remained hardly exceeded. While it does World War and produced civil railway station, diesel only brings free to select a bodybuilder of not have the class of the Swiss protection equipment ~ mean- 72 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 73 Genève’s Type 45 ing fi re trucks and the like. It was builder. This was a huge asset. Ford, which was considering us- the Compagnie des Tramways trolleybus manufacturer Vétra However, we do not know how ing their chassis for public trans- de Poitiers where it received its [Société des Véhicules et Trac- many orders actually Genève port, but the project was not number 48, its new registration teurs Electriques], that brought got out of it. It was delivered followed up. 7I4 CU 86 and its new colours. Genève to passenger transport to Transports Citroën between Still Registered Retired from service in I965, it with orders for bus bodies. The I948 and I95I, to the Army in Our Genève has its history. was kept as a training vehicle step towards the internal com- I950 and I95I but with a petrol It is a 45UA-DI type with chas- until I973. After having passed into the hands of private individ- bustion coach was natural. engine, as well as to various lo- sis number 850 I66. It was put uals and promised a disastrous The Genève coach on the 45 cal administrations. It was also into service in February I949 at the Paris-Villette des Transports fate, it was recovered by the chassis, baptized CRI, was pre- popular for personnel transport Citroën network, in cream and CTP and offered to AMTUIR [Le sented in April I947. The line is but only more rarely was it used surprising! It was far from win- brown livery. It plied the Paris- Musée des transports urbains by other coach operators. How- Provins route, 90km long, with de France] in May 2004. AM- ning any beauty contests: it is the ever, there were exports to the functional that dominates. The the journey made in 2¼hours. TUIR decided to part with it at Netherlands. At the same time, a time when uncertainties hung front face is fl at, but inclined. There are six departures per Genève was opening links with over the fate of its collections. .908 day in each direction and each The interior, at I m, is as tall This article, by Benoît Gruhier, as a city bus. The capacity is 3I coach made at least three trips per day, 364days per year. Its reg- is taken from the magazine of seats. Genève sought to make a istration number 534 RQ 7 was Autocars Anciens de France practical vehicle. The body is to- changed in the new system and from April, 20I5 with additional tally of metal and is connected research by the Editor. It is became 7687 AB 75 in May I950. reprinted with AAF’s permission. to the chassis by means of elas- In February I959, it was sold to tic mounts. Overall, the Genève coach proved to be avant-garde and Citroën decided to make it its catalogue model, in other Looking Forward Next issue of ‘démarreur’... words the one offered by the How do you replace an icon? That was the dealer when the customer had tough problem Robert Opron and not chosen a separate body- Citroën faced as the 1970s Top: Genève was trying to continue in dawned. The answer was the the coach business in partnership with CX Ford. The deals with Unic would destroy , but was it the right the project. [Your editor is unable to un- answer? derstand this note as Unic was absorbed by Henri Pigozzi’s group in I952 with no apparent involvement with Ford of France. And, of course Ford of France was subsequently taken over by Simca in I954. Below: In this photomontage supposed to show a Ford, we recognize the Citroën If you wish to make a contribution send body it to Leigh Miles at editor@citroenclassic. org.au by Monday, April I9. Got a picture that merits sharing? Send it as well. 74 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 75 Photothèque: XM in the USA 76 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 77 Photothèque: XM in the USA 78 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 79 Photothèque: XM in the USA 80 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 81 Super Star to Has Been? Could it be the same car that is that the car in the road test substitution of a BMW catalytic he pictures on the pre- was used for the photographic has different wheels from those converter and the installation vious pages, as I said, are session we have already seen? of the wrecked XM. of Pontiac headlights, a third scannedT from the fi nal section The colour and trim levels ap- Al makes the point that as taillight, a set of door-mounted of Alberto Martinez and Mau- pear the same. apart of the ‘Federalisation’ of automatic seat belts and side- rice Sauzay’s ‘Citroën XM’ book. Or is it, as another contributor the XM ‘the changes include the impact beams in the doors.’ Clearly the images span the has suggested, merely one the book’s spine and I was not by very few XM Vitesse that were way of dismantling the book to imported by CXA? Without a provide better versions of the VIN I guess we will never know pictures, without the spine’s oc- although personally I would cupation of the image’s centre. have thought potential Ameri- I wondered whether Julian can XM owners would want the Marsh’s Citroënët site might automatic version of the V6 XM, have copies. No. in preference to this manual V6. I wondered whether some But, my research on Julian other Citroën enthusiast had Marsh’s site was not in vain. seen fi t to disassemble their I found a road test of the XM copy of the book and upload Vitesse from The Philadelphia In- better images. No, not that ei- quirer [November I3, I992] writ- ther. ten by Al Haas. But I did fi nd these pictures on But in listing the specifi cation the www.passionxm.com site. of the US XM it shows the car The site’s moderator claims that was fi tted with the 3-litre en- these are pictures of ‘the unfor- gine, mated to a 4-speed auto- tunate remains of a proto XM matic transmission. for its homologation in the USA.’ The other point of difference 82 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 83 Super Star to Has Been?

Above: The headlight and grille area of The Maryland-registered XM below was The pictures from the XM tioned in any of the sites that the wrecked XM, clearly showing the in- photographed at the local car show. The Passion site do not allow us to talk about the imported CX or fi ll pieces on the inside of each light. side refl ectors on both front and rear determine whether the catalyt- XM models, one of the require- Compare that with the photoshoot car in wings can be clearly seen. www.fl ickr. ic converter has been changed. ments for US approval of a car the second picture. com/photos/njsimca/3553194346/ Nor do any of pictures show the was the fi tting of side running seatbelts… either attached to lights [or are they merely re- the B-pillar or to the front doors. fl ectors?] to the front and rear But it is clear that the head- quarter panels. lights are not the same shape The photoshoot car has no or width as those of a Europe- refl ectors, while on the wrecked an XM. They are narrower and vehicle this is clearly visible, at there is an insert between the least on the driver’s [left hand] headlight and grille. . rear wing. While this fact is not men- So, despite it being a manual car, close review of the detail would indicate the ‘Has Been’ is not the ‘Super Star’ This article uses material from www. passionxm.com supplemented by information from http://www. citroenet.org.uk/ and additional research by the Editor. 84 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 85 L’Hôtel du Tigre: Part 1 CHERS AMIS CITROËNNISTES ed this part of France, I think in AUSTRALIENS… I999? We arranged accommodation was contacted last year by for him in our nearest, but not your relentless Editor, who most salubrious, hotel, which, at requestedI permission to re- the time, was called L’Hôtel du print some Citroën articles writ- Tigre. Clemenceau’s nickname, ten for various magazines, in- of course: he’s buried just a few cluding yours, in the I990s kilometres from here. After our exchange of emails, The hotel was run by a Mon- it occurred to me that the sieur called Philippe, who kept intrep- id Editor the bar and who smoked yellow had Gitanes. vis- Philippe’s brother Lionel it- owned a gastronomic restau- rant at the other end of St Vin- cent Sterlanges, a little town smoking the entire , re- strung along the NI37, which moving it only once, halfway used to be a staging-post for through, to fl ick off the droop- horse-drawn carriages before ing ash. This was a handy trick, as Napoléon’s time, when it was his hands were wet most of the time from administering Jupiler Above: L’Hôtel du surely, there will known as La Route Royale. St Vincent, then, was the original Tigre as it was be a scratch and Alan’s neighbour, She now drives two-horse town. En français: Colette, drove a Twingo ‘Easy’. when your Edi- sniff app. Just for Deux-Chevaux. Granny Smith Visa No clutch. It’s her tor stayed here in the odour of Gi- I999. Philippe was down-to-earth, Club until turn of second Twingo. Philippe was a tanes. and had perfected the art of the century. The fi rst one was dab hand at ad- involved in an ministering Juliper altercation at the to truckies. Most Madonna statue drinkers read next to their it as Jupiter… house. The com- Which is the journos’ nickname mune’s white C15 for Emmanuel did not escape Macron. unscathed. The vir- Below: Clearly this gin did. There is a is not Philippe’s I998 Citroën story CX ~ the ashtray involving the [now is far to clean. absent] concrete But Alan wonders halo, too. For fu- whether one day, ture telling. 86 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 87 L’Hôtel du Tigre: Part 1 beer for truckies. lightly sprinkled with Noirmout- overnight stay there… consuming Jupiler or Muscadet… Philippe owned an early-mod- ier sea-salt and home-made lo- Leigh, of course, saw the hu- That was 22 years ago. el [I975] bronze CX, the one cal wine vinegar vinaigrette, the mour in the whole thing, as we In 20I8, another event oc- with the spherical ashtray atop black pudding was always, in the shared coffee and croissants on curred on that same Place de la the brown dash, and drove the autumn, served with a caramel- a yellow Formica table in a cor- Mairie. school bus on afternoon runs. ised apple from her garden. The ner of the bar near the window, And memories of our an- Both vehicles were shiny on the same vinaigrette was offered overlooking the plane trees, the tipodean visitor came back to outside, and Gitaned on the in- with the calf-head and tripe, and pissoire and the fi re station on mind… side. The CX ash-tray contained, on a good day those who were La Place de la Mairie. Behind So stay tuned, CCOCA friends, naturellement, surrealistic semi- unaccustomed to such delicacies the doors of the tiny fi re sta- for the Part Two which, I hope, circles of consumed tabac-brun, would not be served any recog- tion, with its proud red-painted will help bring those I990s tales and would have won medals in nisable facial feature, in whole or lettering « Sapeurs-Pompiers de slap bang into the modern day. some of the more avant-garde in part. Each week she’d collect a Saint-Vincent Sterlanges », was a It is called ‘La Deux-Chevaux Parisian modern art exhibitions. pair of cut-price calf-heads from HY van. Well, to be perfectly ac- et Le Convoi Nucléaire’. Madame, who drove a metal- the abattoir, after folding fl at the curate, it was a HW van, and had With kind regards from your lic green polka-dot interiored Visa seats. rear « suspension hydraulique French/Australian correspond- and wombat-nosed two-cylin- I digress. ». It was intended for the cush- ent. der Visa Club, did the cooking. Suffi ce to say that the rooms, ioned transport of pre-seatbelt Alan Brown. As French Relais-Routier truck- apparently, and according to The accident victims from the NI37 food goes, it was state-of-the- Editor’s observations, were not Route Nationale, which runs be- David Evans, then editor of The art: chicken gizzard salad; bou- quite as exquisite as the gastron- tween La Mairie and L’Hotel, to Citroënian, visited Sainte-Cécile in the din noir et purée [black pudding, omy. So it was with some trepi- the hospital in La Roche Sur Yon, early 1990s. The Sainte-Cécile fi re appli- mashed potato]; tête et tripes dation that I collected our Mel- forty kilometres away. ance was externally identical to the one de veau. Unlimited vin rouge. bournian friend all those years Well, on that day, as we fi n- in neighbouring Saint Vincent Sterlanges. There was always a fl ourish to ago, in our plastique palace I983 ished our croissants, The Usual Both local fi re brigades have more up-to- her cuisine. The gizzards were model silver GSA, following his Suspects were already at the bar, date equipment these days. 88 Australia’s National Internet Magazine for Citroën Owners and Enthusiasts 89 For Sale UNLESS OTHERWISE STATED ALL PRICES 1986 2CV Ute SHOWN EXCLUDE RELEVANT GOVERN- For health reasons I am selling my 2CV Ute for the MENT TAXES AND CHARGES. price of $20,000. The 2CV Ute was built for the English Navy, to fi ght the rebels in the Malaysian jungle. It had Citroën Books for Sale to be robust and reliable to cope with the jungle tracks All asking prices are, as far as can be determined, well and it had to be light enough to be taken ashore by under market prices. They exclude cost of postage if helicopter from the aircraft carriers, it was for that appropriate. reason the 2CV’s were chosen. The fi rst batch of 35 • The Citroën, by Jonathan Wood. Shire Pubs. I993. pick-ups was delivered late I959 and I960, when the Condition good. $I0 ship reached Singapore. A second batch of 30 pick-ups • Citroën, the great marque of France by Pierre was delivered in 1961. When the mission was over: Dumont. Interauto, I976. [French text with English all Utes were thrown overboard into the ocean. My summaries] Condition good. $I00 Ute is a reproduction of the originals. The person who • Citroën Traction Avant I934-I957, Gold Portfolio, had it built died before it was fi nished. The Ute was comp. by RM Clarke. Brooklands, I990. Condition as completed and was advertised, and I bought it and new. $60 had it shipped to Fremantle. I have driven it as my • Citroën 2CV I948-I982, comp. by RM Clarke. usual transport since 20I7. VIN: VF7AZKA00KAI84323, Brooklands, I989? [hardback] Condition as new. $50 Eng No. 0905042793. Registered until I4.2.202I will • Citroën 2CV I948-I982, Citroën 2CV, Ami & Dyane be extending by another 3months. Contact: Herman owners workshop manual, by IM Coomber. Haynes, Berkeringh, [email protected] or 08 9844 4245 I990. Condition very good. $30 CCOCA takes no responsibility for the provenance of • The ‘Traction Avant’ Citroëns, I934-I955, by Michael this car and the buyer needs to conduct their own due Sedgwick. Profi le, I956? Condition good. $I5 diligence. [D01/04] • Citroën: daring to be different, by John Reynolds. Haynes, 2004. Condition as new. $75 1990 BX GTi 16-Valve • Traction Avant 7-I1-I5-22, by Olivier de Serres. EPA, Rust free body with very good cloth interior. I988. [French text] Condition as new, but small Mechanically sound with strong motor and smooth misbind - no content lost. $I00 5-speed manual transmission. All electrics work. • Le Grand livre Citroën, tous les modeles, by Olivier [windows and roof] Suspension is very good with no de Serres. EPA, I988. [French text] Condition as problems evident. Repaired f/g crack in left front bumper new. $I20 with accompanying small dent in guard. Small hole in • Citroën 2CV I948-86, by Walter Zeichner. Schiffer passenger seat cloth. Paint faded on bonnet and roof. Pub., I989. Conditon as new. $30 Maintained by French specialist mechanic. Timing belt Contact Peter Simmenauer, Greensborough, Victoria., changed within last 1,000kms. On club rego [Vic 1283- Email [email protected] or [03] 8457 7040 H3, which is not transferable, VF7XBFC0001FC1421]. [D01/04] $4,000. Contact: Richard Ward, 0407 316 060 or [email protected] [F44/05] 1964 DS 19 BVH Motor & Gearbox Still mounted in a rolling front section of the original car that was wrecked many years ago because of rust. All hydraulic components, gear change, pump, brain, drive shafts, wheels, radiator etc still in position. The front was cut at the A-pillar and includes the fi re wall forward and has been stored in a dry shed. Can easily be loaded for transport as it is a rolling unit. This is a rare opportunity to purchase a complete assembly not dismantled. Price $2,000. For more details please contact Peter Huth anytime on 04I9 649 499 or Email: [email protected] [D01/03] CITROËN CLASSIC OWNERS’ CLUB OF AUSTRALIA Australia’s National Citroën Car Club