Citroën 11CV

Citroën Traction Avant
Company type	Automobile model
Industry	Automotive
Predecessor	None
Founded	1934
Defunct	1957
Successor	None
Headquarters	Paris, France
Products	Automobiles (front-wheel drive sedans and variants)
Parent	Citroën

Adapted from the English Wikipedia article Citroën 11CV, available under CC BY-SA 4.0Updated 10 August 20251 source

Citroën Traction Avant

The Citroën Traction Avant () holds the distinction of being the first front-wheel drive automobile produced on a large scale with a semi-monocoque body structure. Manufactured by the French company Citroën between 1934 and 1957, this model lineup primarily consisted of four-door sedans and executive vehicles, alongside extended wheelbase Commerciale variants and Familiale versions featuring three rows of seats. Equipped with both four- and six-cylinder powerplants, nearly 760,000 units were assembled, establishing it as the earliest front-wheel drive car to achieve such extensive production numbers.

Although front-wheel drive and independent suspension had been introduced earlier by other manufacturers such as Auto Union, the Traction Avant was groundbreaking in combining these technologies within a mass-produced automobile featuring a crash-resistant, predominantly unitary monocoque frame. Additionally, it was among the first to incorporate rack and pinion steering systems.

The name "Traction Avant," which translates to "front traction," emphasized its front-wheel drive mechanism. Visually, its lower height and stance—resulting from the absence of a traditional separate chassis—distinguished it from the taller vehicles of its era.

History

The term Traction Avant, meaning front-wheel drive in French, refers to a vehicle conceived by André Lefèbvre and Flaminio Bertoni during late 1933 and early 1934. It entered the expanding European market for front-wheel drive automobiles alongside established competitors like the DKW F2 and Adler Trumpf, as well as contemporaneous models such as the BSA Scout. Preceding luxury front-wheel drive cars included the UK’s Alvis 1928 Racing FWD and America’s Cord L29 produced from 1929 to 1932. However, Citroën’s inline engine combined with front-wheel drive was eventually superseded in mass production by the more compact transverse engine layout first introduced by DKW F1 in 1931.

A key innovation of the Traction Avant was its welded unitary body/chassis, contrasting with most vehicles of that period which utilized separate frames supporting non-structural bodies. This unibody design reduced each car’s weight by approximately , achieved through mass production methods licensed from the American Budd Company. The lighter construction aligned with Citroën’s emphasis on efficiency, setting it apart from the heavier American automobiles prevalent at that time.

Although initially doubted for its structural integrity, Citroën validated the unibody’s toughness through rigorous demonstrations including deliberately driving cars off cliffs to showcase their robustness.

The vehicle’s pioneering design resulted in a significantly lower silhouette compared to its contemporaries—originally perceived as stylishly avant-garde in 1934 but becoming more mainstream by 1955.

Its sophisticated suspension system incorporated independently sprung front wheels utilizing torsion bars combined with wishbones,^[1] while the rear employed a steel beam axle equipped with a Panhard rod, trailing arms, and torsion bars mounted to a steel tube affixed to the main platform. This configuration enhanced both handling dynamics and ride comfort compared to conventional live axle setups with leaf springs.

Due to its reduced weight, the Traction Avant was capable of reaching speeds up to 100 km/h (62 mph) while maintaining fuel efficiency near .

Scaling up for mass production

The expansion of manufacturing capabilities mirrored André Citroën's visionary goals. Preparations for the site commenced in the winter of 1932/33, with demolition of the old factory beginning on 15 March 1933. Construction on the new facility started on 21 April, and by August, the framework was completed—quadrupling the size of the former plant—utilizing substantial amounts of iron and steel. This enlargement took place even as hundreds of Rosalies were produced daily. In a display of flair, André Citroën invited around 6,000 attendees—primarily dealers and agents—to a banquet held within the new but unfinished factory on 8 October 1933. This event was later interpreted as overconfidence, as the company hurried to finalize development and tooling before investor patience ran out.

The initial vehicle was revealed at Citroën’s Paris showroom on 18 April 1934, following an exclusive preview for dealers on 23 March. Prior to launch, details had been tightly controlled. Mass production commenced on 19 April 1934. Despite the accelerated timeline, the pioneering unitary body structure was retained; however, challenges with transmission joints and hydraulic brakes—Europe’s first implementation in a mass-produced car—highlighted the financial strain to speed up manufacturing.

Model nomenclature

Although "Traction Avant" translates to "front wheel drive," it was never the formal model designation. Citroën identified its cars based on their French fiscal horsepower rating (CV), which influenced annual taxation. Nonetheless, model names did not always shift in line with engine modifications affecting fiscal horsepower.

For example, the 1934 7 (informally called 7A) maintained its designation even after the introduction of the 7B with a larger engine that placed it in the 9 CV tax category. Other model identifiers included 11, 15/6 (within the 16 CV bracket), and 22.

In France, this vehicle earned the nickname "Reine de la Route" ("Queen of the Road").

Impact of wartime conditions

Following France’s declaration of war against Germany in September 1939 and subsequent occupation of Northern France by German forces in June 1940, raw material shortages and fuel rationing severely disrupted civilian manufacturing. The cancellation of the 1939 Paris Motor Show delayed Citroën’s introduction of the 2CV and stalled significant updates to the Traction Avant. Production peaked in 1939 with 8,120 units of the 7C model (2910 mm wheelbase, 1628 cc engine), but plummeted to just 1,133 vehicles in 1940 due to bomb damage sustained on June 3. Manufacturing halted entirely in June 1941 after an additional 154 units were built. Although the 7C remained listed until March 1944, production did not resume post-war. The more powerful 11 B-light (1911 cc) saw output of 27,473 units in 1939, dropping sharply to 4,415 in 1940 and further down to 2,032 in 1941 before ceasing production in November.

After World War II ended, production restarted gradually in 1945 with minimal changes to the 11 B-light aside from painted headlight surrounds; only 1,525 units were produced by year’s end. Inflation dramatically increased prices—from 26,800 francs in January 1940 to 110,670 francs by October 1945. Due to wartime shortages, customers unable to supply their own tires paid an extra fee of 9,455 francs for a set of five; by May 1946 tires were included again but prices increased further to 121,180 francs. The longer-wheelbase version, the 11 B-normal (3090 mm), experienced a comparable decline—just 341 units produced early in 1941—and only one example appeared at the Paris Motor Show in 1946. Throughout the next decade, sales favored the shorter-wheelbase 11 B-light over the B-normal within France.

Initially hesitant because of ground clearance issues, the French Army nonetheless possessed approximately 250 Traction Avants by September 1939. Military deliveries increased prior to France’s defeat in May 1940. Many vehicles were seized by German forces and re-registered with "WH..." license plates; these cars performed reliably across France and in campaigns such as Libya and Stalingrad. During occupation and Liberation periods, members of the Resistance favored Traction Avants often marking them with "FFI" on their doors. Conversely, this model also gained notoriety as a vehicle preferred by criminals like Pierre Loutrel and his so-called "Traction gang."

Engineering

In contrast to a fully unitized body structure, the Traction Avant incorporated a robust front subframe that supported its front-mounted gearbox and front mid-positioned engine. This assembly connected the front-wheel-drive system and independent suspension to the monocoque passenger compartment.

The vehicle utilized a longitudinal front-wheel-drive configuration, with the engine positioned well within the wheelbase to optimize weight balance and improve handling characteristics. The gearbox was situated at the front, followed by the engine behind it, and the differential placed between them—a layout similar to later Renault designs but opposite to many other longitudinal front-wheel-drive vehicles.

The gear selector was mounted on the dashboard, extending through a vertical H-pattern gate. To avoid accidental gear disengagement in higher gears, the gear-shift mechanism locked when the clutch was engaged and unlocked upon clutch depression. This system, combined with pendant-style pedals, an umbrella-type handbrake lever, and front bench seating, resulted in a roomy cabin featuring a flat floor. The low-profile design eliminated running boards, which contributed to these models' popularity as limousines and taxis. Until 1953, black remained the only color option available.

French tax and insurance classification

The four-cylinder engines were rated at 7 CV and 11 CV respectively. The six-cylinder 15 CV-Six was actually classified as 16 CV, while only a dozen eight-cylinder variants were produced, rated at 22 CV.

Standard production sedans

The initial version was a compact saloon with a wheelbase and a engine (72 × 80 mm bore and stroke), designated 7A. All variants featured suicide doors at the front and conventional doors at the rear. After approximately 7,000 units were built within two months, the 7A was succeeded by the 7B in June 1934, which featured an enlarged engine (78 mm bore) and dual windshield wipers. Early mechanical flaws were also rectified.

By September 1934, production of 15,620 7B units had been completed before it was replaced by the 7C in October 1934, equipped with a (72 × 100 mm) engine.

Subsequent models included the 11CV (introduced November 1934) with a four-cylinder engine (78 × 100 mm), and the 15/6 (from June 1938) fitted with a six-cylinder powerplant. The 11CV came in two versions: the shorter 11BL (Légère) and the longer 11B (Normale), which featured a wider track.

At the Paris Motor Show in October 1935, updates were introduced such as painted front grilles replacing chrome finishes and redesigned headlight covers. A practical external luggage hatch replaced internal access to rear storage compartments. The rear license plate was relocated from the center of the bumper to the left rear fender. Fuel filler caps were consolidated on one side only. Suspension improvements included conical rubber rings at the front.

In May 1936, rack-and-pinion steering supplanted earlier worm-and-roller systems.

Despite these enhancements, over 10% of buyers still favored Citroën’s rear-wheel-drive offerings in 1936.

To expand its market appeal, an extended Familiale variant was offered with three rows of seating accommodating nine adults; its middle row folded forward to increase legroom. This seating arrangement continued into later models such as the Citroën DS Familiale and CX Familiale.

The pioneering hatchback model was the 11 CV Commerciale, built on this extended chassis. Its two-section tailgate incorporated a fold-down platform carrying the spare wheel; post-World War II versions transitioned to a single-piece top-hinged tailgate. Targeted at tradespeople like grocers and butchers, it combined practicality with innovative design features.

Left-hand drive models were manufactured in Paris and Forest (Belgium). Additionally, around 550 units were assembled in Copenhagen as special two-door commercial vans due to tax considerations.

Unproduced Models

Citroën developed two versions that never advanced beyond the prototype stage due to a lack of adequate financing. One variant incorporated an automatic transmission inspired by the Sensaud de Lavaud design, while the other was a 22 CV model equipped with a 3.8 litre V8 engine (bore: 78 mm, stroke: 100 mm, 3822.7 cc).

The transmission was a "gearless" automatic system that relied solely on a torque converter to synchronize engine speed with the drivetrain, resembling the later American Dynaflow mechanism. The 22 CV aimed to offer a more luxurious interior along with Citroën’s proprietary new V8 engine. Approximately twenty prototypes were constructed; however, the initiative was terminated in early 1935 following Citroën’s bankruptcy and Michelin’s acquisition, which introduced tighter financial oversight. It is believed that most prototypes were destroyed, although some reports indicate they were modified with standard front ends and four-cylinder engines and sold as 11CV models. Present-day examples of the 22CV tend to be recreations powered by Ford flathead V8 engines.

Coupés and Convertibles

In addition to the four-door sedan, Citroën manufactured two-door coupé and convertible versions featuring rumble seats prior to the outbreak of World War II.

Introduction of Hydraulic Self-Leveling Suspension in 1954

The six-cylinder, 2876 cc model acted as a platform for testing Citroën’s pioneering hydropneumatic suspension, which would later be implemented on the groundbreaking Citroën DS19 released in 1955. This system was fitted to the rear suspension of the 15/6 H and included a boot-mounted lever for adjusting ride height. A dashboard control allowed the rear suspension to be locked at normal height when parked, preventing sagging during loading; this lock disengaged automatically when driving resumed. The configuration featured a belt-driven high-pressure pump and an engine bay reservoir containing "LHS" hydraulic fluid. Numerous hydraulic components were compatible with early DS 19 models, which also incorporated hydraulic brakes, power steering, and semi-automatic transmissions.

These additional hydraulic functions were absent from the 15/6 H, which ceased production in 1956, one year following the DS launch.

Vehicles Assembled in the UK

Right-hand drive versions were manufactured at the Slough Trading Estate, England. The Slough-produced 11L was marketed as the Light Fifteen, while the extended wheelbase 11 was named the Big Fifteen, reflecting Britain’s higher fiscal tax classification that rated the 11CV engine at 15HP.

The 15/6 model carried the name Big Six and was powered by a 6-cylinder engine.

A Light Fifteen tested by The Motor in 1951 achieved a top speed of , accelerated from 0– in 29.7 seconds, and consumed fuel at . The tested vehicle was priced at , including taxes.

A six-cylinder version evaluated in 1954 reached a maximum speed of , completed 0– acceleration in 21.2 seconds, and had fuel consumption of , with a cost of , inclusive of taxes.

To qualify for exemption from import duties, Slough-assembled vehicles had to contain at least 51% British-made components. These cars were equipped with 12-volt Lucas electrical systems including headlights, dynamo, and starter; walnut dashboards featuring Jaeger gauges; upholstery and door panels covered in Connolly Leather; wool headliners; UK-specific bumpers and overriders; chrome grilles displaying Citroën chevrons mounted behind them; and some models included sunroofs. The majority were right-hand drive, although a limited run of British-spec left-hand drive cars was also produced.

Influence on Motorsport

One of the Traction Avant's most notable technical breakthroughs was its cast aluminium alloy transaxle, which greatly contributed to weight reduction. Although the cost of producing this component played a role in Citroën’s financial difficulties, the transaxle proved to be a vital element in racing. John Cooper adopted it during the rear-engine transformation in Formula One, as Volkswagen’s smaller magnesium alloy transaxle lacked sufficient space for larger gears. The Traction Avant’s transaxle powered the Cooper T43, marking the first mid-engine vehicle to secure a Formula One victory in 1958, along with its successors—the T45, T51, and T53. The Cooper T51 notably clinched the 1959 World Championship title.

In contrast to Hewland’s Volkswagen magnesium casing, the Traction Avant transaxle could not be installed upside down due to limitations with its oil seals, necessitating a higher positioning of the engine. Despite this constraint, several racing manufacturers employed it throughout the late 1950s and 1960s with varying degrees of success.

Jack Brabham’s partnership with ERSA in Paris resulted in the development of the "ERSA Knight" transaxle, which incorporated an additional spur-gear set designed by Jack Knight and proposed by Ron Tauranac. This innovation allowed for a reduced engine height and inspired the Cooper T53 ‘Lowline’ configuration that contributed to Brabham’s 1960 World Championship victory and laid foundational work for Brabham as a Formula One constructor.

Effects on Citroën

The substantial investment required for developing the Traction Avant and upgrading factory facilities ultimately drove Citroën into bankruptcy by late 1934. Michelin, as the company’s largest creditor, assumed control until 1976, managing Citroën primarily as a center for research into radial tire technology and automotive advancements.

In 1954, Citroën launched the "15/6 H," a six-cylinder variant equipped with experimental hydropneumatic self-leveling suspension featuring adjustable rear height—an early step toward the groundbreaking DS model introduced in 1955.

After introducing the more economical Citroën ID as a simplified version of the DS, production of the Traction Avant ended in July 1957. During its 23-year manufacturing span, a total of 759,111 units were produced, including assembly in England (26,400), Belgium (31,750), Germany (1,823), and Denmark (550). Production was temporarily halted during World War II.

Appearances in Media

According to records from the Internet Movie Cars Database, the Traction Avant has featured in upwards of 1,300 films and television productions. It has appeared prominently in classics such as From Russia with Love (1963), The Sound of Music (1965), as well as French cinema including Army of Shadows (1969) and Diva (1981).

Current Status

As of 2006, the earliest surviving 7A model (production number AZ 00–18) is exhibited partially disassembled at the Citroën Museum located in Paris. The oldest operational 7A, believed to be number AZ-00-23, changed ownership from Dutch to Slovenian hands that same year.

Traction Avants continue to be regarded as durable by contemporary standards but may experience issues with water ingress inside the cabin. In 2002, over thirty Traction Avants took part in a cross-country journey from Los Angeles to attend the ICCCR event held in New York City.

↑ "Torsion Bars Support Car Without Springs" Popular Mechanics, October 1934

[1] "Torsion Bars Support Car Without Springs" Popular Mechanics, October 1934

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