Citroën Activa

A little history

By the Eighties, Citroën had felt into some sort of lethargy. Apart from some “real” twin-chevron models, the BX and the ageing 2CV and CX, production now comprised a large share of cars that were either rebadged Peugeots or closely related to vehicles from the Sochaux company. Still, Citroën was bold enough to present two concept cars within two years, and therefore was able to demonstrate that its traditional spirit of innovation was not totally gone.

The first one was the Activa, presented during the 1988 Paris motor show. A striking pilarless four-door saloon (with “suicide” rear doors) penned by Dan Abramson, the Activa prominently featured a complex suspension system. Based on Citroën’s customary hydropneumatic suspension, it was controlled by a “Regamo” electronic system and called “Hydractive”. It succeeded in eliminating the important roll in fast turns that had been demonstrated by all hydropneumatic-equipped Citroëns since the DS and, furthermore, it could adjust the car’s handling by changing ride height and damping depending on the way the Activa was driven. Citroën didn’t only focus on suspension, though: its Activa enjoyed a fighter jet-inspired “head-up” holographic data display, four steerable wheels that allowed for a very tight turning radius and sideway parking, and a full-time four-wheel-drive transmission through a four-speed automatic gearbox. Even the seemingly conventional devices received loads of electronics. Its engine, a 3.0-litre V6 rated at 220 hp, looks rather conventional in comparison. Among all of these new systems, the Hydractive suspension proved the most successful one, as no later than the following year it found its way into the new Citroën XM.

Two years after the first Activa, Citroën unveiled the XM-based Activa 2 coupe, again during the Paris motor show. The Hydractive suspension and 3.0-litre engine (now limited to 200 hp) were carried over from its predecessor, while the centre console received an advanced electronic navigation system that was ahead of its time. Yet, the Activa 2 was a much more reasonable car overall, for Citroën seriously considered its production as an heir to the famed SM. In the end, PSA management deemed its manufacture too risky, Citroën lacking the image necessary to sell a car that would have competed with well-established German brands. For the anecdote, the body of the Activa 2 is often but erroneously thought to be from Bertone: as its creditor, Citroën had indeed the Italian company settling part of its debts by building the car, but its involvement stopped here – the design of the Activa 2 was an in-house job, its lines having been drawn once again by Dan Abramson.

Though the Activas did not beget any production vehicle, the name was later applied to the active suspension system available on a variant of the Citroën Xantia.

About the model

Model: Citroën Activa 2
Year: 1990
Maker: Universal Hobbies
Scale: 1/43
Distributed by: Atlas as no.66 of its Passion Citroën press series
Acquired: new with neither box nor stand (probably a production overrun or quality control reject), in February 2007, in Hong Kong, S.A.R.

Universal Hobbies offered a pretty model of the Activa 2 through Atlas’ press series (the Activa 1 was also released, but I don’t have it yet). My rating is 14/20. Note that I hadn’t glue the side mirrors into place when I took these pictures. By the way, I just noticed they’re way too dark! I’ll replace them as soon as I put my hands again on this model.

Citroën Méhari

A new post is by now so rare on this blog that I can hardly believe it myself. By the way, regards to our newest follower, Pabuelin.

A little history

Peugeot decided to postpone the launch of its 504 model, scheduled for the spring of 1968, for France was by then in turmoil due to social unrest and students’ demonstrations. A certain idea of freedom was carried by the wind which was then blowing upon the country – and Citroën timely unveiled its Méhari.

Students had been throwing cobblestones all night long at the police forces. Hundreds were injured. Five hundreds youngsters were arrested after dawn. And yet, this was the day – May 11, 1968 – the Méhari was introduced, a carefree, fun, practical little off-road vehicle designed by Citroën. Ironically, nobody can resist to relate the two events nowadays, but by then, the troubled times prevented the Méhari to have much of a media exposure.

The concept was not new: as early as in 1963, two businessmen from Ivory Coast had begun producing a simple off-road vehicle based on the 2CV, which they named the Baby-Brousse. With Citroën’s support, the car ended up being produced on all continents, apart from Australia.

Citroën’s Méhari would indeed use most 2CV’s mechanical components, but instead of the squarish metal-sheets body of the Baby-Brousse, which simplicity was ideal for the limited industrial means of Third World countries, it would adopt a body moulded in ABS, a thermoplastic. Unlike most other “plastic” cars, the Méhari was not painted, the ABS being tinted. This eliminated the risk of scratching the paint in off-road use, but brought as a drawback a limited choice of colours and a tendency for them to fade over time.

The off-road capacities of the Méhari, with its little 600cc engine and only two-wheel-drive, were obviously limited, though the very light weight – just a little above 500 kilos – helped in many situations. Despite these limitations it was adopted by the French military as a light liaison vehicle, though for tougher work they still relied on Jeeps and, later, on Peugeot P4s and Auverlands. Many civilians users were enthralled by the Méhari, a durable and cheap mean of transportation that was ideally suited for the countryside.

In 1979, Citroën finally unveiled a 4WD variant of the Méhari. Despite a heavier transmission and a larger engine, the car remained relatively lightweight. With the help of a 7-speed gearbox, this allowed the Méhari 4x4, as it was simply called, to climb slopes of up to 60%. Unfortunately, the price of the 4x4 had ballooned to levels that insured its output to remain extremely limited. It was discreetly retired after only four years in production.

The plain two-wheel-drive Méhari survived its overambitious sister for another four years. After almost nineteen years in Citroën’s range, it finally disappeared in 1987, with no successor. A faraway heir could nonetheless be perceived in the C3 Pluriel. More complex and pricier, the latter never equated its predecessor’s success.

About the models

Model: Citroën Méhari
Year: 1970
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.12 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in July 2004, in Souillac, France

Ixo made a nice model of the Méhari – the folds of the canopy look particularly realistic. Unfortunately the Chinese manufacturer once again neglected data-gathering and ended up choosing a colour that wasn’t even available before several years later. This isn’t enough to spoil my pleasure of owning this model. My rating is 14/20.









Model: Citroën Méhari
Year: 1972
Maker: Norev
Scale: 1/43
Distributed by: Atlas as no.11 of its La caravane du Tour de France press series
Acquired: brand new, in June 2004, in Souillac, France

An older die-cast with many fine details, but also a somewhat strange overall shape – not so noticeable though. It is here fitted with the decoration of a Tour de France advertisement vehicle, a Norev specialty. Here, I’ll give 13/20.







Model: Citroën Méhari 4x4
Year: c.1979
Maker: Solido
Scale: 1/43
Distributed by: Hachette in its Sapeurs Pompiers de France press series
Acquired: second hand in original blister pack, in November 2007, in Montpellier, France

Simple but accurate, as many older Solido models were. Furthermore it represents the rare 4x4 version. Verdict: 12/20.

Citroën 8 to 15CV “Rosalie”

Welcome to our new followers: Resti, Resti (apparently his twin brother :lol:), Pablo, Rikardo Matos (I like your Michel Vaillant avatar very much), and Conry43 (who makes no mystery of his/her favourite scale). Enjoy your stay here, and don’t hesitate to post comments!

A little history

Citroën replaced its C4/C6 range with a brand new car in 1932. Though officially named – rather plainly – 8, 10 or 15CV, denoting the fiscal ratings of its three variants, the new model was christened “Rosalie” by the public, after a successful Citroën record car of the time. The name is still attached to the range.

Once again Citroën came up with a relatively conventional automobile, but highly rationalized mass-production allowed the company to offer as standard equipment refinements that were unavailable from its main rivals. The Rosalie’s main novelty over its predecessor was its synchromesh gearbox on the two upper gears.

The C4/C6’s engines (1.8-litre four and 2.7-litre six, respectively) were carried over to power the 10 and 15CV, receiving only minor improvements in order to boost outputs through slight RPM increases. On the other hand, the 8CV enjoyed a completely new design, a 1.5-litre four that proposed poor performances, but extremely good reliability, an attractive combination for the cheapest model in the range. After being introduced during the C4/C6’s existence, “floating power”, a Chrysler patent, was also back. This technology allowed to limit the vibrations transmitted to the car’s structure by the engine, by installing the latter on rubber mounts rather than directly bolting it onto the chassis, as the practice had been since the birth of automobiles. Another element favouring superior comfort were the new Pullman seats, offered on all Rosalies.

The car appeared in a wide variety of models and bodies in 1932, but was already modernized by 1934, becoming the NH (for Nouvel Habillage, literally “new dressing”). The most obvious improvement of the NH was its slight streamlining, more fashionable than really efficient. Citroën’s new designer, Flaminio Bertoni, gave a modest slant to the Rosalie’s front grille and windshield. Actually, the biggest improvement was invisible: a brand new independent front suspension through torsion bars.

This new suspension arrangement, though it did a lot to perfect the car’s handling, was paradoxically announcing the coming end of its career, as the system was actually tested for Citroën’s revolutionary automobile, the Traction Avant. Its introduction a few months later should have tolled the knell of the suddenly-wrinkled Rosalie. As it turned out, it didn’t.

Despite being Europe’s largest automobile manufacturer and an apparent success, Citroën was near-bankrupt, ruined by its incessant innovations and the extremely high costs of retooling for each new model – ironically, Citroën’s rivals using much more traditional building techniques than the company’s Ford-inspired methods didn’t have to shoulder such a burden. André Citroën lost control of the factory he had created to Michelin, the tyre manufacturer. Citroën’s new owners were not willing to gamble the company’s future on a single model. Rushed into production, early Traction Avants indeed proved insufficiently developed and troublesome for their not-so-happy owners. Therefore, a reassuring line of Rosalies was kept in Citroën’s range. Though reduced in size, this more traditional offer continued to enjoy a large success until 1938. By then, the Traction Avant had been perfected and its sales were peaking out, so the continuation of its predecessor had become pointless.

About the models

Model: Citroën 8CV “Rosalie”
Year: 1933
Maker: Universal Hobbies
Scale: 1/43
Distributed by: Atlas as no.7 of its Passion Citroën press series
Acquired: brand new, in December 2004, in Souillac, France

Universal Hobbies once again designed a fine model for Atlas’ dedicated series of Citroëns, but unfortunately workmanship is not worthy of this effort. My rating is 10/20.





Model: Citroën C4-8 “Rosalie” 500 kg
Year: 1934
Maker: Universal Hobbies
Scale: 1/43
Distributed by: Atlas as no.36 of its Véhicules postaux d'hier et d'aujourd'hui press series
Acquired: brand new, in July 2006, in Souillac, France

The Rosalie range also included trucks, but they retained the C4 name. Note that a diesel engine was even experimented at the time, though it wasn’t put on sale.

This postal Rosalie is from a different press release, but has to be credited to the same manufacturer and the same distributor as the previous model. Overall quality is better here, so let’s give a 13/20 to this die-cast.

Citroën C4 and C6

A little history

Its initial Type A model quickly made Citroën the largest of all French automobile constructors. Coming out of nowhere, the Javel company beat rivals such as Renault, Peugeot or Mathis thanks to methods learnt across the Atlantic, at Budd’s for the body construction, and at Ford’s for the cars as a whole.

The Type A was succeeded by the Type B in May 1921. The original B2 mutated in steps into the B14, which enjoyed brakes on all four wheels and – a rare luxury at the time, all the more on a popular car – they even were power-assisted on the very last B14s. By October 1928, when the B14’s successor was unveiled during the Paris motor show, Citroën was still much ahead of the competition.

In fact, two models were introduced by Citroën, the C4 and the C6.

The C4 was the direct replacement for the B14. It took over its 1.6-litre four engine, albeit in upgraded form. Many other mechanical parts were improved. On the outside, the C4 was six centimetres lower than its predecessor, while its bonnet was higher – though this forced to adopt smaller windows, the visual effect was that the C4 looked much lower than it actually was. The steel disk wheels of the B14, obsolete by that time, were replaced by new all-metal ones of a modern design. Overall, the C4 looked pretty much as its style had been penned in Detroit but, actually, an increasing number of European cars then took their inspiration from American products.

The C6 was an upmarket version of the C4, with which emboldened Citroën expected to fight yet more closely the slightly more middle-class Renaults. In pure Javel style the C6’s design had been highly rationalized: it was basically a C4 with a longer bonnet in order to accommodate a larger 2.4-litre inline six, that was in fact nothing more than the C4’s block with two cylinders added. Most of the difference was made in small cosmetic details: a fancy two-tone paint, a chromed grille, chromed hubcaps, and most optional equipments of the C4 made standard. Starting in 1931, “Floating Power” engines, using rubber mounts to minimize vibrations and built under a Chrysler licence, greatly improved the comfort of the C6.

Another Citroën trait was the constant improvements from which its production benefited. In four years of production, the C4 and C6 went through four different production models, no less. This was certainly efficient to maintain the technical edge the company enjoyed over its rivals, but probably hazardous from an economic point of view. Anyway, this strategy’s most immediate effect was that both cars enjoyed strong sales, being produced in more than 180,000 copies until 1932. Nevertheless, the C6’s sales were below expectations, though it was involved in various publicity stunts that were highly advertised. Again more inspired by the American example than a genuine visionary, André Citroën missed no opportunity to make his company the talk of the moment. That was the time his name illuminated Paris every night, after he had rented the Eiffel Tower and used tens of thousands of electric bulbs to write a huge “CITROËN” sign over the soaring monument. Regarding the C6, he had one offered to the pope, fitted with a coupe de ville body and a rather baroque seat in the rear compartment; another one, nicknamed “Rosalie”, engaged in successful record-breaking runs at Montlhéry; and finally a new scientific mission, following the 1924-25 “Croisière Noire”, was organized with half-tracked C4s and C6s between Lebanon and China as the “Croisière Jaune”.

The C4 and C6 were replaced by the 8CV to 15CV models, designated as a whole as the “Rosalie”, a name paying homage to the successful record car.

About the models

Model: Citroën C4
Year: 1929
Maker: Universal Hobbies
Scale: 1/43
Distributed by: Atlas as no.19 of its Passion Citroën press series
Acquired: brand new, in May 2006, in Souillac, France

UH’s Citroën C4 is nicely done and benefits from many separate parts, but unfortunately has been fitted with wheels that are much too small in diameter, compromising the overall silhouette of the car. Also note the mistake made regarding the date on the plate number (the model’s stand correctly mentions 1929). My rating is 10/20.







Model: Citroën C4 F
Year: 1930
Maker: Solido
Scale: 1/43
Distributed by: Solido, “Âge d'Or” series
Acquired: brand new, in August 2003, in Brive, France

Solido’s C4 is much better proportioned, and though a little more detailing would have helped, this “Fauchon” van is quite pleasant. The rear door can be opened, though it’s unfortunately made of black plastic. On my model, the golden decals have poorly resisted to the damages of passing time. My verdict: that’s a well deserved 12/20. By the way, Fauchon is a famous gourmet grocery and fine caterer from Paris.







Model: Citroën C4 F
Year: 1930
Maker: Solido
Scale: 1/43
Distributed by: Hachette as no.6 of its Sapeurs Pompiers de France press series
Acquired: brand new, in December 2008, in Brive, France

Here is now for JDMike’s son Ken. Using the same base as the previous model, Solido also proposes this C4-based fire truck. Many parts look too much as plastic to my taste, while the windshield is made of a single piece of clear material, without any paint to represent its frame. I’ll limit my rating to 10/20 this time.

Cocorico!

Today I exceptionally break with the routine of the traditional “one-post-every-three-days” pace. There are two reasons for this: first, it’s the French national holiday today; second, it’s time to honour France’s superb performance in the recent FIFA’s World Cup. Er… as for the second point, I mean the team’s highly humorous act rather than its great display on a field…

“Fine” would you tell me, but what’s this “cocorico” about? A look at the Harrap’s Shorter French-English dictionary will provide this answer:

cocorico [kokorico] 1 int (a) three cheers for France!; (b) (du coq) cock-a-doodle-doo! 2 nm (a) (cri) = French victory cheer; (victoire) = French victory; (b) (coq) cock-a-doodle-doo.

All this obsession about roosters is obviously due to the fact that it is France’s national emblem.

Almost a quarter of a century ago, “Cocorico” was indeed the name aptly chosen by Citroën to release a special edition of its 2CV, purposely celebrating the French team that had just clinched the third spot during the Mexican “Mundial”. As it happened so often during World Cups, France had beaten Brazil in quarter finals – okay, I’m just teasing our Brazilian readers here ;) – before losing to Germany in semi-finals. The year was 1986 and we all knew then that it was almost the end of the road for the great team of Platini, Tigana or Battiston, among others, so there was really something to celebrate. Nowadays, a special-edition wheelbarrow should be well enough for our “heroes”.

I mentioned a car, so you guess this is the true raison d’être for this post. The Citroën 2CV Cocorico was based on the standard Special, its only difference being its blue-white-red side decoration. Production was limited to one thousand copies, and the car went on sale in October 1986. More will come when I write a “2CV” post.

Citroën 350 to 850 models aka “Belphégor”

A little history

As a rule, style is not the main concern of engineers designing a commercial vehicle, but there has been exceptions. We already mentioned the Berliet Stradair, released in 1965. It closely followed another truck with a “different” design, the Citroën 350 to 850 series.

Launched in 1935, modernized in 1954 and 1958, the old U23 was due for replacement by the early Sixties. Citroën had designed the DS to succeed the Traction Avant, and was to repeat such a move on the truck market by unveiled the modern 350 to 850 medium truck series in 1964. Indeed, as the DS, style was signed by designer Flaminio Bertoni, who made the vehicle appear as a very modern cabover truck. Actually, some styling cues had been taken from the Ami 6, another of Bertoni’s creations.

On the smallest models, standard engine was a 2.2-litre four lent by the DS, while a 3.8-litre diesel was also available. Obviously, heavier models received larger blocks. Brakes also came from the DS, and were added a mechanical system balancing front and rear braking depending on the load. Models were rated from 6 tons for the smallest 350, to 12 tons for the 700. The latter version also had a variant able to pull trailers up to 19 tons in total weight. A model dedicated to carrying fluid, the 850 tanker, was rated at 12.4 tons.

The nickname “Belphégor” which was given to this series at the time of its launch and is still commonly used, referred to a popular TV series of the time, a mystery show bearing that same name.

About the models

Model: Citroën 350N
Year: 1966 (registration plate’s date)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.41 of its Michelin press series
Acquired: brand new, in April 2007, in Souillac, France

A rather original Belphégor, this model was touring France during the summer, stopping from beaches to beaches and guaranteeing there publicity for Michelin by providing entertainments and games for children. I have some doubt about the fact that this large truck is indeed a 350 rather than a heavier model, but Ixo’s die-cast is nice and colourful nonetheless: 13/20.









Model: Citroën 350N
Year: 1974 (registration plate’s date)
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.50 of its Nos Chères Camionnettes d’Antan press series
Acquired: new with neither box nor stand (probably a production overrun or quality control reject), in December 2006, in Hong Kong, S.A.R.

Ixo re-bodied its Belphégor to create this delivery van. The same rating as the previous one seems justified: 13/20.

Citroën LN and LNA

First of all, welcome to our newest follower anpleco. If you enjoy buses, have a look at his own, very interesting page.

Secondly, my warmest thanks to all of you simply passing by and reading this blog. I grossly underestimated the number of such visitors until, inspired by some of our friends’ own pages, I installed the counter you can see further down. It proved me to be quite wrong actually, as I just noticed that we passed the 100-different-countries mark, and though I suppose the largest majority of those are not model cars collectors, I can’t help wondering what it is like to collect die-casts in such exotic locations as Cambodia, Panama, Ghana or else. So if you are in such a situation, don’t hesitate to leave a few words, even as an anonymous user, to share your experience.

Two last remarks for those of you who would count the little flags in order to check if there are really one hundred of them:
1. There is actually one more as I didn’t count “European Community” as a country.
2. You really have time to waste... ;)

This said, here is today’s story.

A little history

Faithful Citroën customers were in fright after their favourite brand had been taken over by Peugeot in 1974: now overseen by the new PSA group, would the Javel company retain enough autonomy to keep the unique taste for innovation that had made its reputation? At first, these fears didn’t seem to be the sole effect of an excess of pessimism. Despite Peugeot’s assurances, the first new Citroën was, for the most part, a Peugeot but for its name.

This new car was called LN. A small two-door hatchback, it received the Peugeot 104 coupe’s body but was powered by Citroën’s traditional air-cooled, 602cc twin. Turn the ignition key, and it unmistakably sounded like a Citroën… yet, this wasn’t enough to convince anyone of Peugeot’s good intentions concerning its new satellite. For Citroën didn’t even need such a car, having no less than four different models down its range: the 2CV, still a best-seller after a quarter of a century in production; the Dyane, a slightly modernized interpretation of the previous car which enjoyed a better equipment; the Ami 8, a family car; and the Méhari, a light off-road vehicle. All that the LN had to offer were similar performances and economy, less room inside the passenger compartment, a virtually absent boot and, to cap it all, an insipid image.

After having been seen at the Paris motor show in October 1975, the LN went on sale in August 1976. The press was wary, while Citroën’s loyal followers were outraged. No wonder then why the LN didn’t sell well. During the following years, the car’s small range was constantly revised, updated, tweaked, but the car just didn’t fit among Citroën’s production. As early as November 1978 the LN gave way to a facelifted LNA, powered by a more potent 652cc, courtesy of the new Visa. Then in 1982, PSA tried to develop the LNA’s range upward by fitting under its bonnet a water-cooled 1124cc, Peugeot’s “Douvrin” engine, which deprived the car from the limited pedigree it had inherited. The last LNA was built in 1986, to be replaced by the AX – though developed in close cooperation with Peugeot, this new car didn’t repeat the mistakes of its predecessor by clearly asserting its identity as a Citroën.

About the models

Model: Citroën LN
Year: 1977
Maker: Universal Hobbies
Scale: 1/43
Distributed by: Atlas as no.33 of its Passion Citroën press series
Acquired: brand new, in November 2005, in Sarlat, France

Too often underrated by collectors in my opinion, Universal Hobbies showed how good some of its models can be with this LN. Overall shapes and proportions: nothing to complain about. Paint: nice and accurate. Details: worth grabbing a magnifier. My rating? Let’s be generous for such a good model – 16/20.





Model: Citroën LNA
Year: 1981
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.98 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in January 2008, in Souillac, France

A rather correct model, but in no way as good as the previous one. Workmanship in particular is much poorer with Ixo than UH. My rating is 12/20.

MEP X27 - Citroën

A little history

During the early Sixties, France ended up with almost no pilot in Formula One - it had never happened for the country since the very first motor race not to have a national competitor on the front line. The only two French pilots to race in the supreme category during those times were the ageing Maurice Trintignant, who had launched his career before World War Two at the wheel of a Bugatti T35, and privateer Bernard Collomb.

What was certainly the earliest attempt to seek new talents was initiated by Citroën, ironically a company seldom associated with motor racing. A promotion class, the Formule Bleue, was created in the mid-Sixties. Cars were identical machines built by small manufacturer MEP, and powered by Panhard flat-twins. Later, they would switch to the Citroën GS' flat-four. Though Citroën's effort was certainly useful, much more successful was the creation of the Formule France in 1968, which became the Formule Renault after three years in existence, or the involvements of oil giants Elf and Shell. The Formule Bleue disappeared during the Seventies.

About the model

Model: MEP X27 - Citroën
Year: 1971
Event: probably a presentation car
Maker: Universal Hobbies
Scale: 1/43
Distributed by: Atlas as no.64 of its Passion Citroën press series
Acquired: brand new, in December 2007, in Souillac, France

Quite detailed for such a low-priced model - and very original, too! My rating is 14/20.

Citroën Type H

Though by the Fifties Citroën had given up the first rank among French vehicles manufacturers in favour of Renault, there’s rarely a French movie from that era in which you don’t spot either a 2CV, a Traction Avant or a Type H van in the background – all Citroën products. Today we’ll discuss about the latter.

A little history

We have seen how Renault hid the studies of its 4CV from the Germans during World War Two; Citroën did the same and discreetly developed both the 2CV and the Type H. Though the little passenger car existed as pre-series models even before the conflict, the Type H was studied from 1942 on. Design was supervised by engineer Pierre Franchiset, which followed CEO Pierre Boulanger’s instructions: a simple vehicle, cheap to build and to operate, that would use as many existing components as could be. The resulting van looked as a wheeled box made of corrugated metal, a choice made because of the possibility it offered of building a rigid monocoque body out of thin sheets of metal. The Type H carried over all of the TUB’s characteristics: front wheel drive, cab-over design, independent suspension, unibody construction, lateral sliding door for loading and unloading, etc.

When first unveiled at the Paris motor show in October 1947, the Type H was using the 1.9-litre four-cylinder engine from the Traction Avant 11CV, and was rated at 1.200 kilograms of cargo. The very first Citroën vans had to wait until June 1948 to be available to the public. Most of these brand-new Type Hs were painted grey, and this colour would remain, by far, the most common throughout the vehicle’s lifetime.

The Type H remained basically unchanged for thirty-four years. Various wheelbases, an elevated-top van, diesel-powered variants became available, but the basic H, later called HY, was virtually identical until December 1981, when the very last one left the factory. Almost half a million had been built, quite a feat for a commercial vehicle.

About the models

Model: Citroën H
Year: c.1957
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.46 of its Police et Gendarmerie press series
Acquired: brand new, in July 2006, in Brive, France





Model: Citroën H
Year: 1958
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.37 of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in May 2006, in Souillac, France







Model: Citroën H
Year: c.1958
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.2 of its Nos Chères Camionnettes d'Antan press series
Acquired: second hand with stand and box, in October 2007, through mail from a fellow collector from Rouziers de Touraine, France





Model: Citroën H
Year: c.1958
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as no.5 of its Michelin press series
Acquired: brand new, in November 2007, in Souillac, France





Model: Citroën H
Year: c.1958
Maker: Eligor
Scale: 1/43
Distributed by: Atlas as no.21 of its Les petits utilitaires des années 50-60 series
Acquired: second hand with neither stand nor box, in October 2007, in Brive, France







Model: Citroën HY
Year: 1964
Maker: Universal Hobbies
Scale: 1/43
Distributed by: Atlas as no.2 of its Véhicules postaux d'hier et d'aujourd'hui press series
Acquired: brand new, in April 2007, in Souillac, France





Model: Citroën HY
Year: c.1964
Maker: Ixo
Scale: 1/43
Distributed by: Altaya as a gift to subscribers of its Nos Chères Voitures d'Antan press series
Acquired: brand new, in April 2004, through subscription in France





Model: Citroën HY
Year: c.1964
Maker: Norev
Scale: 1/43
Distributed by: Hachette as no.1 of its Police et Gendarmerie press series
Acquired: brand new, in August 2004, in Brive, France