Chappe et Gessalin
| Company type | Private |
|---|---|
| Industry | Coachbuilding, Automotive manufacturing |
| Founded | 1932 in Saint-Maur-des-Fosses, France |
| Founder | Jean Chappe |
| Headquarters | Brie-Comte-Robert , France |
Area served | France |
Key people | Jean Chappe, Abel Chappe, Albert Chappe, Louis Chappe, Amédée Gessalin, Jean Gessalin |
| Products | Automobile bodies, contract assembly services, Automobiles CG vehicles |
Number of employees | 40 (early 1960s) |
Chappe et Gessalin is the abbreviated name for the French coachbuilding company "Carrosserie Chappe Frères et Gessalin," recognized for its expertise in automobile body fabrication and contract assembly services. The firm also owned Automobiles CG, a French automotive manufacturer established in 1966 that produced and marketed vehicles under its own marque.
The 1930s and 1940s
Established in 1932 in Saint-Maur-des-Fosses, a suburb of Paris, by Jean Chappe, the enterprise included his three sons—Abel, Albert, and Louis—as well as apprentice Amédée Gessalin. Initially dedicated to crafting bodies from wood and steel, operations were interrupted during World War II but recommenced after the conflict. In 1946, Jean transferred ownership to his sons, who added Amédée’s name to the company following his marriage to their eldest daughter. After Amédée’s passing, his son Jean became involved with the business.
The firm concentrated on producing commercial vehicle bodies, particularly fire engines built on Delahaye chassis. Additionally, they fabricated duralumin bodies for Talbot automobiles and carried out repairs on racing vehicles from Delahaye and Talbot belonging to notable dealer Charles Pozzi.
The 1950s and 1960s
Prior to his death, Amédée Gessalin mentored his son Jean in automotive design. Influenced by prominent Parisian designers Chapron and Figoni, Jean honed his craft through evening courses under their guidance.
Chappe et Gessalin manufactured aluminum body panels for the Bosvin-Michel Speciale (BMS), a vehicle conceived by Camille Bosvin and driven by Guy Michel. This car featured a tubular steel chassis combined with a mid-mounted Renault 4CV engine, regularly competing at Montlhéry and securing victories at the Bol d'Or races in 1952 and 1953.
They also played a role in creating the SCVS-DB specials developed by Deutsch-Bonnet, which utilized aluminum bodies from Chappe et Gessalin paired with Renault 4CV powertrains. One of these cars participated in the 1953 Le Mans race.
In the early 1950s, Chappe et Gessalin began crafting lightweight fiberglass bodies for sports and racing automobiles, adopting resin molding techniques originating from the United States. Deutsch-Bonnet emerged as a principal client, with Chappe et Gessalin supplying plastic front ends for DB monomils and constructing approximately 200 units of DB's "Le Mans" road-going model.
Following the division between founders René Bonnet and Charles Deutsch in 1961, both continued to utilize fiberglass bodies produced by Chappe et Gessalin. René Bonnet commissioned them to produce bodywork for the Matra Djet, while Charles Deutsch’s Panhard-powered racing CDs along with 160 Panhard CD road cars were also manufactured by Chappe et Gessalin.
The company collaborated with smaller manufacturers such as Camille Martin's UMAP and Raymond Gaillard's Arista. Throughout the 1950s, Jean Rédélé engaged on several projects that frequently intersected with Chappe et Gessalin before becoming their most prominent client.
As a personal project, Jean Gessalin designed a compact coupé based on Renault 4CV mechanical components; during his military service, his family adapted it into a functional vehicle. Renault dealer Charles Escoffier introduced this design to Jean Rédélé, who placed an order for 25 units from Chappe et Gessalin to market under the name "Alpine." Supported by Renault and designated "106," Alpine was officially founded with the launch of the A106 model in 1955.
In 1960, coinciding with the conclusion of A106 production, Chappe et Gessalin moved their operations to Brie-Comte-Robert near Paris. They continued manufacturing both coupé and cabriolet versions of the A106 (the latter styled by [[Giovanni Michelotti|Michelotti]). After completing 251 units, production shifted to the A108, for which Chappe et Gessalin built coupés along with a new 2+2 variant; Alpine managed cabriolet assembly internally through RDL, a company established by Rédélé to bring bodywork processes in-house.
The A110 succeeded the A108 model, with Chappe et Gessalin responsible solely for body fabrication, upholstery, and painting of the A110 GT4 2+2 version. Final assembly took place at Alpine’s Dieppe facility; however, these vehicles prominently displayed CG badges on their sides.
Automobiles CG
By the early 1960s, the workforce at Chappe et Gessalin had expanded to approximately 40 employees. As Alpine's demand diminished—primarily because Alpine’s bodyworks division RDL assumed production responsibilities—the company’s leadership resolved in 1964 to establish itself as an independent automobile manufacturer under the name Automobiles CG (with "CG" representing Chappe et Gessalin). While the firm possessed internal capabilities in styling, mechanical engineering, body fabrication, and chassis construction, it relied on outside suppliers for engines, gearboxes, suspension systems, braking components, and interior fittings.
Since Renault was already committed to Alpine and Peugeot and Citroën (including Panhard) showed limited interest, Automobiles CG formed a partnership with Simca to source mechanical parts. The initial CG vehicle incorporated components salvaged from a damaged Simca 1000 provided by dealer Roger Civet.
Development started in 1965, culminating in the launch of the 1000 Spider at the 1966 Paris Motor Show. This compact rear-engine convertible sported a 2+2 fiberglass body paired with Simca 1000’s drivetrain and suspension. The design bore clear traces of Jean Gessalin’s influence, echoing Alpine’s aesthetic.
Although the car received acclaim for its styling and craftsmanship, it faced criticism for its relatively low power output from the engine and its premium pricing. A high-performance version tuned by Michel Tapie boosted power by 50%, reaching . Various iterations of the 1000 model were produced over a three-year span.
In 1968, the 1000 Spider was succeeded by the CG 1200S, which utilized the more powerful Simca 1200S engine delivering twice the original output. Around this time, CG also began engaging in motorsport ventures with Chrysler Europe (through Simca), including participation in sports car racing and rally competitions.
The final significant model introduced was the CG 1300 in 1972, equipped with the engine from the Simca 1000 Rallye 2 and featuring several enhancements to bodywork and interior trim.
The Sign of the Gallic Cockerel
Although CG’s first vehicles appeared in 1966, their official logo was only established in 1970. The emblem showcased the "Coq Gaulois" (Gallic Cockerel), symbolizing both the company’s initials shared with "Chappe et Gessalin" and its location on Rue du Coq Gaulois in Brie-Comte-Robert. This distinctive logo was created by Albert Uderzo, renowned illustrator of the Astérix comic series.
CG 1000 (1966 - 1969, type A1000)
The CG 1000 Spyder made its debut at the 1966 Paris Motor Show. It featured a fiberglass body mounted on a steel chassis with a "U"-shaped backbone frame complemented by tube-and-sheet metal outriggers—all engineered internally. The powertrain consisted of a rear-mounted 944 cc inline four-cylinder Simca Poissy engine equipped with a cross-flow aluminum cylinder head and cast-iron block. Power was transmitted via a four-speed transaxle fitted with Porsche-style synchronizers. The radiator was located adjacent to the engine at the rear. Suspension comprised a front lower transverse leaf spring combined with upper A-arms and rear swing axles supported by coil springs. Four-wheel disc brakes were sourced from the Simca 1000 Bertone coupé. Weighing just 640 kg, this model received praise for its styling and build quality but was criticized for imprecise steering and limited engine performance. The Spider carried a price tag of 16,990 francs.
To address market demands, CG introduced a more affordable version called the 1000 Sport one year later priced at 14,990 francs. While retaining the same engine block, it was tuned by Michel Tapie to increase output by half to . Cost-saving measures included substituting roll-up glass windows with plastic sliders, eliminating bumpers and hubcaps, replacing upholstered dashboards with painted surfaces, and fitting fiberglass tub seats—resulting in a reduced weight of 600 kg. Additionally, this Sport variant offered an optional removable hardtop.
By 1968, both earlier models were discontinued in favor of updated versions such as the CG 1000S. This variant featured an enhanced engine producing , maintaining trim levels similar to those found on the original Spider. It was available as either a fixed coupé or convertible. Its dimensions measured: length , width , height , wheelbase , front track , and rear track .
CG 1200 S (1968 - 1972, model B1200) and 548
Launched in 1968, the CG 1200S was offered in both coupé and convertible forms, with just 33 units of the soft-top variant produced. Powered by the same engine found in the Simca 1200 S coupé, delivering , it rivaled contemporaries such as the Alpine A110 in terms of performance. Key features included servo-assisted dual-circuit disc brakes, rack-and-pinion steering, front and rear anti-roll bars, and a redesigned rear axle that enabled negative camber adjustment. The vehicle's weight was recorded at 660 kg.
Dimensions:
length, width, height, wheelbase; front track , rear track .
A competition-oriented version known as the CG 548 weighed only 548 kg. This weight reduction was accomplished by recessing the chassis beams, substituting steel floors with aluminum panels, rigidly mounting the engine and transaxle, and eliminating most of the rear chassis structure except for a lateral tie rod. The bodywork incorporated thinner panels and acrylic windows, along with enlarged front air intakes and a full-width rear spoiler. An optional Constantin supercharger was available for the 548 model, increasing power output to .
CG 1300 (1972 - 1974, model C1300)
Introduced in 1972, the CG 1300 was equipped with a Simca Rallye 2 engine generating and torque of 80 ft-lbs. This model was exclusively produced as a coupé and featured a lower front valance with an integrated spoiler, a larger radiator intake, updated front indicators sourced from a later Simca 1000 version, redesigned rear quarter panels and windows, and a tail shortened by . The rear taillights were rectangular units from the Simca 1100, complemented by newly cast bumperettes.
Production spanned from 1972 until mid-1974.
Dimensions:
length, width, height, wheelbase; front track , rear track .
Model comparison
| CG type A1000 (under 30 units) | CG type B1200 (approximately 280 units) | CG type C1300 (95 units) | ||||||
|---|---|---|---|---|---|---|---|---|
| Spider 1000 | Sport 1000 | Sport 1000/1000 S | Coupé and Spider 1200 S | Coupé and Spider 1200 S (1970 version) | Coupé "548" | Coupé 1300 | Coupé 1300 (95 hp) | |
| Displacement | 944 cc | 944 cc | 1118 cc | 1204 cc | 1204 cc | 1204 cc | 1294 cc | 1294 cc |
| Bore × stroke (mm) | 68 × 65 | 68 × 65 | 74 × 65 | 74 × 70 | 74 × 70 | 74 × 70 | 76.7 × 70 | 76.7 × 70 |
| Power | at 5400 rpm | at 5400 rpm | at 5600 rpm | at 6000 rpm | at 6200 rpm | at 6200 rpm | at 6000 rpm | at 6400 rpm |
| Torque | at 3400 rpm | at 3400 rpm | at 3600 rpm | at4500 rpm | at4500 rpm
The end of the roadThe CG production concluded with the CG1300 model. Following Matra's acquisition of René-Bonnet's assets in1964 and its partial Chrysler ownership by1970, Matra’s Bagheera was chosen to replace Simca’s Bertone-styled Simca1200S. This decision diminished CG’s role within Simca's lineup. The market was further challenged by the1973 oil crisis, which led to government-imposed speed restrictions in France and a one-year suspension of motor racing activities. These factors severely reduced demand for specialized sports cars. CG halted manufacturing operations in spring1974 and permanently closed its Brie-Comte-Robert plant. After closure, Geriplast—a company led by Jean-Michel Ribot-Bruno based in Coulimmiers—took over after-sales support and repairs for CG vehicles. Geriplast acquired CG’s tooling and molds and progressed to producing modified CG spiders (barquettes) alongside single-seater models developed in collaboration with Michel Bonenfant. In tribute to CG’s heritage, a retrospective exhibition was organized in2016 at the Cite de l’Automobile. CG in MotorsportThe lightweight 548 marked CG's inaugural model expressly engineered for competitive motor racing. In April 1969, Henri Chemin joined Chrysler, reuniting with William Reiber, his former colleague from Ford France. Entrusted with leading the competition division, Chemin's objectives were to:
Chemin campaigned a 1200XS coupé equipped with the new 1812 cc OHC Simca Type 180 engine in rally events but was unable to outpace Alpine rivals. Later that year, CG collaborated with Chrysler Europe's Simca branch to establish Simca-CG, which developed the Simca-CG Proto MC racing vehicle. While some accounts attribute the Proto MC chassis design to Matra, evidence indicates that Matra engineer Bernard Boyer—connected to CG through familial and professional relationships—participated in the development team. The Simca-CG Proto MC featured a mid-engine layout and two-seat configuration, constructed with a hybrid monocoque-tubular chassis. Initially powered by the Chrysler/Simca Type 180 engine (1812 cc), it was subsequently upgraded to larger displacements of 2156 cc, 2207 cc, and 2310 cc. The drivetrain incorporated a Porsche 914 transaxle. Early body designs borrowed from CG 1200S and 548 molds, while later spider variants were shortened by up to ; one model included a truncated cabin reminiscent of a compact truck. The project commenced in February 1970, with design finalized by May and track testing underway by July. The car’s first race appearance occurred on August 8, 1970 at Mont-Dore; its inaugural championship victory was secured at the 1970 Critérium des Cévennes driven by Gérard Larrousse. For the 1972 season, engine specialists JRD improved the powerplants’ displacement and durability under increased operational stress. Across three seasons, the MC achieved 32 wins out of 49 race entries. Distinguished drivers such as Bernard Fiorentino, Gérard Larrousse, Michel Saliba, and Philippe Renaudât competed behind the wheel. In April 1973, Simca Chrysler disbanded its competition division, leaving Matra Sports as the sole contender in Sports-Prototypes racing categories. Numerous CG models outside the MC series continued to participate in historic racing events; some are referred to as "CG 1600s," likely due to individualized engine modifications rather than original factory specifications. In 2012, with endorsement from Jean Gessalin and support from Bernard Chappe, Didier Malga initiated "CG Sport" to revive the brand as a dedicated competition entity. External linksFurther reading
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