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| Citroën Traction Avant | |
|---|---|
| Name | Citroën Traction Avant |
| Manufacturer | Citroën |
| Production | 1934–1957 |
| Assembly | Paris, France |
| Class | Executive car (E-segment) |
| Body style | 4-door saloon, 2-door coupé, convertible |
| Layout | Front-engine, front-wheel-drive |
| Engine | 1.3–2.9 L inline-4, inline-6 |
| Transmission | 3-speed, 4-speed manual |
| Wheelbase | 2840 mm (varies) |
| Length | 4500 mm (approx.) |
| Predecessor | Citroën Type 23 |
| Successor | Citroën DS |
Citroën Traction Avant The Citroën Traction Avant was a landmark French automobile introduced in 1934 that combined a unitary body, front-wheel drive, and independent suspension. Conceived under the leadership of André Citroën and Jean-Albert Grégoire, the model influenced contemporaries such as Renault and Peugeot and competed with executive cars from Ford Motor Company, Austin Motor Company, and Opel. Its combination of innovations shaped postwar designs like the Volkswagen Beetle and influenced engineers at Alfa Romeo, Fiat, and BMW.
Development began amid financial strain at Citroën following industrial experience with suppliers like Michelin and advisers including André Lefèvre. Chief engineer Raoul Guyot collaborated with coachbuilders and designers influenced by chassis concepts from Jean-Albert Grégoire and precedent work at Hispano-Suiza and Rolls-Royce. The Traction Avant introduced unitary body construction inspired by aircraft practices used at Breguet Aviation and SNCASO, while front-wheel drive and a low center of gravity drew on experiments by DKW and Alvis Cars. Styling cues echoed French coachwork traditions seen at Delage and Talbot-Lago, and ergonomic decisions referenced research in Paris by institutions like École Centrale Paris and Institut Automobile.
Chassis and body incorporated a monocoque structure engineered with steel techniques from suppliers including Saint-Gobain and stamped component experience shared with Peugeot. Powerplants ranged from small inline-four units to larger inline-six configurations developed by Citroën engineers collaborating with firms such as Société Anonyme des Anciens Établissements Poinsard. Transmissions were manual three- and later four-speed units comparable to gearboxes used by Ford Motor Company and Zürcher Getriebe suppliers. Suspension used independent front trailing arms and torsion bars similar in concept to systems trialed by contemporary innovators, while braking utilized drum brakes with servo assistance akin to systems in Hispano-Suiza limousines. Electrical systems employed components from Bosch and lighting influenced by standards adopted in Paris and London.
Production encompassed multiple model codes—7A, 7B, 7C, 11CV, 15CV, and 22CV—offered in bodywork by coachbuilders such as Mulliner, Chapron, and Carrosserie Pourtout. Standard saloon forms coexisted with cabriolets and coupés favored by clientele from Le Mans patrons, Monte Carlo tourists, and municipal services in Marseille and Lyon. Special variants included long-wheelbase taxis used in Paris and armoured adaptations ordered by ministries in Warsaw and Bucharest. Limited-run coachbuilt examples were commissioned by celebrities and institutions like Élysée Palace and private orders from families linked to Légion d'honneur recipients.
Manufacturing was centered in Paris facilities that had connections to suppliers across Île-de-France and ports such as Le Havre for export. Mass production methods incorporated presswork techniques influenced by American Automobile Industry practices and toolmaking from workshops tied to Ateliers de Construction. Labor relations intersected with unions active in the 1930s including those represented in events at Place de la République and discussions involving representatives from Confédération générale du travail. Wartime occupation altered production under oversight affecting contracts with firms in Germany and components routed through networks connected to Compagnie Générale Transatlantique.
The Traction Avant competed in endurance events and rallies such as Monte Carlo Rally and 24 Hours of Le Mans where teams from Écurie Francorchamps and privateers campaigned modified examples. Its handling and low profile aided hillclimb appearances alongside entrants from Alfa Romeo and Bugatti. Militarily, the platform was adapted into staff cars and reconnaissance vehicles by forces in France and by resistance groups during World War II, with captured examples used by units of the Wehrmacht and clandestine operations supported by networks associated with Free French Forces, SOE, and local partisan groups in Provence.
Contemporary critics in publications like L'Auto and Le Figaro praised the Traction Avant for innovation, while competitors at Ford of Britain and Vauxhall monitored its influence. Postwar designers including those at Citroën DS development teams and engineers at Renault cited it as a technical ancestor. Museums such as the Musée de l'Automobile Henri Malartre and Conservatoire de l'Automobile preserve examples, and restoration communities connected to clubs like Amicale Citroën Internationale sustain parts networks linking specialists across Europe and North America.
The Traction Avant appears in films and literature set in interwar and wartime Europe, featuring in productions by studios such as Pathé, Gaumont, and filmmakers including Jean Renoir and Henri-Georges Clouzot. It is depicted in novels and period dramas referencing locations like Paris, Nice, and Vichy and appears in collections at institutions including Bibliothèque nationale de France. Enthusiast scenes in museums, rallies like the Rallye Monte-Carlo Historique, and period restorations for cinematic works link the Traction Avant to broader heritage narratives involving European Commission cultural initiatives and automobile conservation efforts promoted by organizations such as ICOMOS.
Category:Citroën vehicles Category:1930s cars Category:Front-wheel-drive vehicles