Citroën H Van
| Company type | Vehicle model line |
|---|---|
| Industry | Automotive |
| Predecessor | Citroën TUB |
| Founded | 1947 |
| Founder | Citroën |
| Defunct | 1981 |
| Fate | Discontinued |
| Successor | Citroën C25, Citroën C35 |
| Headquarters | France, Belgium (manufacturing plants) , France, Belgium |
Area served | France, Belgium, Netherlands, UK, Germany, Europe |
Key people | Fabrizio Caselani (revival project) |
| Products | Panel vans, light trucks, pickups |
| Owner | Citroën |
| Parent | Citroën |
The Citroën H-Type vans—often referred to as the Citroën HY—comprise a lineup of panel vans and light trucks manufactured by the French automaker Citroën between 1947 and 1981. Recognizable by their unique industrial aesthetic, these vehicles incorporate corrugated metal panels designed to minimize material use, reduce weight, and lower production expenses. Initial releases were simply called Type H, but subsequent models were distinguished by an additional letter, with the majority produced under the Citroën HY designation. Pickups were classified as type HP.
Conceived as straightforward, affordable front-wheel-drive vans in the aftermath of World War II, the H-Type models embraced a design ethos similar to that of the Citroën 2CV, featuring a frameless, monocoque body construction. Over a production span exceeding three decades, 473,289 units were assembled in manufacturing plants located in France and Belgium.
Design
Mirroring the 1934 Citroën Traction Avant, the H featured a monocoque body without a separate chassis frame, coupled with front independent suspension and front-wheel drive. This configuration allowed for a low-set flat floor with ample standing room inside—ideal for commercial use. Rear access was facilitated by an upward-opening tailgate combined with lower double half-doors, while some variants offered an optional sliding door on the side. The range included both short- and long-wheelbase configurations, differing in rear overhang lengths and side panel designs.
The signature corrugated metal exterior drew inspiration from early 20th-century German Junkers (Aircraft) engineering, particularly the three-engine Junkers Ju 52. This ribbed structure enhanced rigidity without adding weight and enabled the use of simple, cost-effective pressing tools. Internally, flat panels were reinforced with 'top hat' box sections arranged perpendicular to the ribs. The welded floor was sturdy enough to bear the weight of a horse.
Marketing
The majority of H Vans found their markets in France, Belgium, and the Netherlands. Citroën’s UK branch manufactured a limited number of right-hand-drive versions at its Slough Trading Estate facility (operational 1926–1966). In Germany, competition was strong from rivals such as the Volkswagen Type 2 and the front-driven DKW Schnellaster minivan.
Entry into the US market proved difficult following 1964 due to the imposition of the Chicken tax, which levied a 25-percent tariff on commercial vehicles and thereby constrained the H Van’s price competitiveness.
Mechanical
The H Van utilized engines, transmissions, and numerous components shared with other Citroën vehicles. Its powertrain closely resembled those found in the Citroën Traction Avant and later the Citroën DS, though with the engine positioned ahead of the gearbox. Headlamp units were identical to those used on the Citroën 2CV, while speedometers were sourced from both the Citroën Traction Avant and Citroën Ami 6.
Equipped with a detuned four-cylinder engine coupled to a basic three-speed manual transmission (with first gear lacking synchromesh), it achieved a modest maximum speed just below 100 km/h. Nevertheless, its low-profile chassis featuring minimal overhangs and advanced independent suspension—utilizing double torsion bars at the front—delivered exceptional handling for its category. The original 1.9-litre 11D engine with cast-iron head produced , surpassing the smaller 1.2-litre engine found in the 1950 Volkswagen Type 2.
Power outputs reportedly rose during the 1950s alongside improvements in fuel quality. In late 1963, Citroën launched a downsized variant equipped with an alloy crossflow cylinder head—the type 72—which reduced bore dimensions from . This engine generated at 4,200 rpm, enhancing top speed and increasing fuel efficiency by approximately 15–20%, while also lowering tax classification from 11CV to 9CV. The initial 1.9-litre unit was reintroduced in late 1966 for HY 78 and HZ 78 models featuring an alloy head rated at .
Diesel powertrains became available starting in 1961 with Perkins engines before being supplanted by Indenor units in March 1964. The Perkins 4/99 diesel delivered , which increased to with Indenor’s 1.8-litre TMD engine. By December 1966, Indenor expanded displacement to 1.95 litres, resulting in a power output of .
Styling modifications
The fundamental design remained mostly consistent from 1947 through 1981.
Citroën offered three principal body variants: the classic enclosed van, a pickup truck, and a simplified chassis version intended for coachbuilders, which served as the foundation for cattle transporters and other specialized models. The standard wheelbase measured , with an extended wheelbase option available at .
In September 1963, the original narrow vertical rear window was replaced by a broader square-shaped window, and the bonnet was updated to include two rectangular air vents—one functional to provide heater airflow, the other purely ornamental.
Early in 1964, the split windshield was substituted with a single pane, and later that year, the radiator grille’s slim aluminum chevrons were redesigned into the shorter, pointed form characteristic of subsequent Citroën vehicles.
By November 1969, small parking lights were eliminated, front turn signals were recessed into the fenders, and rear fenders were reshaped from semi-circular to rectangular profiles.
Rear-hinged suicide doors remained the standard cab entry method until production ceased in 1981, except for the Dutch market where traditional front-hinged doors became available starting in 1968.
Model names
Prior to settling on the H designation, Citroën developed eight different project names. The majority of vans were marketed under the HY model name. Other variants included H (early models), HX (with reduced load capacity), HP (flatbed pickup), HZ, and HW (enhanced load capacity). Certain versions were sold as model 1600. Police adaptations earned the colloquial nickname "panier à salade" ("salad basket").
Enduring influence
Classic Type H vans continue to enjoy popularity across Europe and international urban centers as fashionable food trucks that capture a nostalgic European aesthetic. They are available either as stationary exhibits or modernized with upgraded engines and power steering systems.
For the 70th anniversary of the H van in 2017, Italian coachbuilder Fabrizio Caselani of FC Automobili revived the iconic design. Licensed by Citroën, they manufacture a body kit based on the contemporary Fiat Ducato/Citroën Jumper/Ram ProMaster X290 chassis, along with a smaller HG model built on the Citroën Jumpy PSA EMP2 platform.
External links
| Preceded by: Citroën TUB |
Succeeded by: Citroën C25 Citroën C35 |