Citroën Type B10
| Industry | Automotive |
|---|---|
| Founded | 1924 |
| Defunct | 1925 |
| Headquarters | Paris , France |
| Products | Automobiles |
The Citroën B10 was manufactured at André Citroën’s plant in Paris between 1924 and 1925. It marked a breakthrough in French automotive production by introducing modern mass production methods and became the first European vehicle to feature a fully "all-steel" (tout-acier) body, employing pressed steel technology developed by Ambi-Budd. This advancement played a crucial role in reshaping the economics of car manufacturing across Europe throughout the following decade.
Context
Built on the same chassis and equipped with the identical 1,452 cc engine as the Citroën B2, the B10 was produced concurrently before both models were replaced by the Citroën Type B12, which debuted at the 19th Paris Motor Show in October 1924.
Car
The B10 continued to use the 4-cylinder 1,452 cc powerplant, commonly known as the Citroën 10CV, referencing its fiscal horsepower rating. Starting from October 1924, every unit came standard with "comfort tyres" (pneus confort).
At the 1924 Paris Motor Show, the "Type B10" was presented with an all-steel two-box saloon body ("Conduite Intérieure") priced at 25,000 francs. In contrast, the conventional timber-framed "Torpedo" style remained available under the "Type B2" designation for 18,000 francs. By spring of 1925, even the "Torpedo" variant transitioned to all-steel bodywork and was reclassified as a "Type B10," with its price increasing to 19,000 francs.
For context within the market, Peugeot’s comparable 10HP chassis, the "Type 177BH," was listed at 16,900 francs; equipping it with a closed body would elevate its cost close to that of the steel-bodied "Type B10." Most rivals priced their models significantly higher in this category, although the Amilcar "Type E" extended wheelbase "Torpedo" model was competitively offered around 27,900 francs.
All-steel body
Before 1924, automobile bodies—including those on mass-produced Citroëns—were constructed using timber-frame techniques inherited from carriage building. These frames were crafted from ash or beech wood and covered with steel sheets primarily for protection rather than structural support. Early all-steel "Type B10" bodies experienced flexing problems that temporarily harmed Citroën’s reputation; however, these issues were addressed through additional steel reinforcements. By 1928, sales of the enhanced "Type B12" 10 HP B-series reached their peak.
In 1923, Citroën collaborated with Edward Gowen Budd, an American engineer recognized for his work on stainless steel railroad cars and automotive steel fabrication. This partnership resulted in the Citroën B10 becoming Europe’s first vehicle featuring an entirely "all-steel" (tout-acier) body. While flat steel panels alone lacked rigidity, shaping them into three-dimensional forms and welding multiple sections together produced lighter yet more robust bodies compared to traditional timber frames. This innovation allowed smaller engines to be used without sacrificing performance, improving both acceleration and fuel efficiency.
The introduction of all-steel bodies revolutionized automotive manufacturing by altering factory workflows and cost structures. The heavy-duty presses required to form steel panels represented a substantial capital investment. Consequently, German manufacturers often depended on Ambi-Budd’s Berlin facility. In France, leading companies such as Citroën, Peugeot, and Renault established their own pressing operations despite the high expense of producing dies tailored to each model's panels. After spreading these fixed costs over production runs that frequently lasted five years or more, steel body fabrication became faster and more economical than traditional timber framing.
By 1928, production of the B12 with its all-steel body had reached approximately 400 units per day, accounting for around 30% of France’s total automobile output. Nonetheless, this upfront capital requirement posed significant challenges for both manufacturers and investors. While major automakers expanded their market presence through this technology, smaller firms struggled due to insufficient resources to adopt steel body production methods. Citroën’s financial difficulties culminating in its bankruptcy in 1935 underscore the challenges associated with pioneering all-steel bodies in Europe. Following Michelin’s acquisition of Citroën after bankruptcy, the company maintained its industry leadership partly by embracing all-steel unibody construction with models like the Citroën Traction Avant.
Position within the French taxation and insurance framework
This automobile, following the tradition of earlier models, was designated as a 10 HP (10 CV) vehicle.
Bibliography
- Jacques Wolgensinger, André Citroën, Lupetti,
- J.P. Foucault, Le 90 ans de Citroën, Éditions Michel Lafon,
- AA.VV., Citroën 1919-2006 - La storia e i modelli, Editoriale Domus