Citroën Type C 5HP
| Company type | Automobile model |
|---|---|
| Industry | Automotive |
| Predecessor | Citroën Type A, Citroën B2 |
| Founded | 1922 |
| Defunct | 1926 |
| Headquarters | Paris , France |
Area served | Europe, North Africa, Australia, South America, Japan |
| Products | Compact automobiles (5HP/5CV) |
| Parent | André Citroën |
The Citroën Type C was a compact automobile manufactured by the French company André Citroën from 1922 until 1926, with production numbers approaching 81,000 units. Referred to in France as the Citroën 5HP or 5CV, and known as the 7.5HP model in the United Kingdom, it followed Citroën's initial mass-produced vehicles, the 10HP "Type A" launched in 1919 and the "B2" introduced in 1921.
At its debut, the Type C was presented in a light yellow shade nicknamed "petite citron" (little lemon). It also gained informal monikers such as "Cul de poule" (hen’s bottom) and "Trefle" (clover leaf), particularly for the three-seat variant.
History
Emerging during the difficult economic period after World War I, the Type C exemplified André Citroën's forward-thinking adoption of mass production techniques influenced by Henry Ford. Drawing on his wartime experience with large-scale manufacturing, Citroën retooled his facilities to produce automobiles aimed at competing in the small car market, which was then dominated by Peugeot and Renault.
The design was chiefly overseen by engineer Edmond Moyet, who had previously contributed to well-known models such as Amilcar's "CC." The Type C was unveiled at the 1921 Motor Show, with customer orders commencing in early 1922. It featured a compact two-seat Torpedo body style, measuring only 3.2 meters long and equipped with a 2.25-meter wheelbase.
This vehicle combined refined aesthetics with functional elements: it came standard with electric starting and lighting systems, five wheels, and a rear axle fitted with a differential—all provided at no additional cost. Priced at 8,500 French francs in 1922, it was approximately 40% less expensive than the larger 10 HP B2 and underpriced rivals such as the Peugeot Quadrilette.
Citroën was a pioneer in offering consumer financing for automobile purchases and introduced several customer service innovations including manuals for spare parts, repair guides, fixed repair pricing, and an exchange system for factory parts—significantly improving both service quality and operational effectiveness.
The marketing strategy notably targeted women drivers—a progressive approach at the time—featuring advertisements that portrayed young women behind the wheel. By 1924, the Type C represented half of Citroën’s total sales volume, reaching nearly 30,000 units per year and establishing itself as Europe’s foremost popular car. In 1925, due to revised engine power classifications, its official rating changed from 5HP to 5CV.
Louis Renault is said to have described it as "the car that kept him from falling asleep," underscoring its influence within the automotive industry. Pierre Dumont commended its durability, stylish design—particularly in cabriolet form—and affordability.
Between 1919 and 1925, Citroën expanded internationally by creating a network exceeding five thousand agents and subsidiaries across regions including Japan, Europe, North Africa, Australia, and South America. To circumvent import duties such as England’s Mac Kenna tax, manufacturing plants were established beginning in 1925 in countries like Spain, Italy, Poland, Algeria, Belgium, and England.
The model lineup evolved beyond the original two-seat Torpedo (1922) to incorporate a luxury Cabriolet (1923), as well as a three-seater Torpedo and a van variant introduced in 1924.
The Type C demonstrated remarkable reliability and fuel efficiency; its robustness was proven when a used Torpedo completed an arduous 17,000 km journey across Australia over five months without any mechanical failures.
Despite its commercial success, profit margins remained modest. In preparation for launching the all-steel B14 model, André Citroën decided to cease production of the Type C in May 1926 despite internal resistance. Plans to produce an all-steel version of the C4 were ultimately abandoned due to prohibitive costs.
Today, the Type C stands as a symbol of the vintage automotive era of the 1920s—both commercially successful during its production years and relatively straightforward to restore using either original or reproduction components. Of the roughly 81,000 units originally manufactured, about 3,000 examples are estimated to survive currently.
Technical
The Citroën 5HP was distinguished by features such as a differential and an electric starter, promoted as particularly accessible for female drivers. Weighing , it achieved a top speed of , with fuel efficiency rated at .
The chassis was constructed in Levallois, while final assembly took place in Javel. Right-hand drive models were produced for both the French domestic market and exports to countries including England, the Commonwealth, Sweden, Argentina, and Australia. The wooden body—Citroën’s final use of this material—incorporated a single passenger door at the front that opened forward with concealed hinges (except on the Cabriolet), secured by double cone locks designed to reduce vibration.
Early versions of the bonnet featured between 3 and 16 air vents. In 1922, the radiator design was modified to separate the cooling core from the nickel-plated casing; badge colors also underwent changes over time.
The vehicle was powered by an 856 cc four-cylinder engine delivering 8.2 kW (11 bhp), employing thermosiphon cooling enhanced in 1925 with a fan across all models. A Solex carburettor was standard equipment. Initially equipped with battery ignition, this was replaced within six months by magneto ignition to improve reliability.
The transmission provided three unsynchronized forward gears plus reverse; users reported issues with gear noise and wear. Controls featured an accelerator pedal positioned centrally between the clutch and brake pedals. Braking operated solely on the transmission via the foot brake and on the rear wheels through the hand brake, requiring careful coordination to prevent damage; many vehicles were later modified to link these braking systems.
The ladder frame utilized a trapezoidal structure reinforced by cross members to resist twisting. Suspension consisted of four inverted quarter-elliptical leaf springs, with rear friction dampers added from 1925 onwards on the heavier Cabriolet model.
Towards the end of 1923, the short chassis Type C.2 was extended by 100 mm to create the Type C.3, enabling accommodation of new three-seat Torpedo and delivery variants; this chassis configuration remained unchanged until production ceased.
The rear axle employed a "banjo" design featuring Citroën’s signature chevron pinion teeth; in 1928, helical-cut pinions were introduced as replacements to enhance durability.
Original Michelin "Cablé" tyres inflated at high pressures (4–5 bar) were superseded in June 1924 by lower-pressure "Cablé Confort" balloon tyres (2.5 bar), initially optional before becoming standard. From 1927 onward, wired rims fitted with "Confort Bibendum" low-pressure tyres (1.5–1.75 bar) became available as replacements.
Due to minimal standard equipment, aftermarket suppliers offered numerous upgrades including luggage racks, fuel gauges, thermometers, speedometers, timepieces, shock absorbers (Houdaille, Repusseau), front brakes (Poulet, Acmos), and engine improvements such as Super-Culasse Desprez, F. Crespelle, and Ruby-Ricardo cylinder heads.
Vehicles imported into England or assembled locally there were often equipped with side lamps, mirrors, windshield wipers, and speedometers installed by the Slough-based importer.
Models
Between 1922 and 1923, the "2-seater Torpedo" T2 and "2-seater Cabriolet" TL were built on the shorter chassis (C2). Starting in October 1923, these body styles along with the "Delivery Car" VL and "3-seater Torpedo" T3-1 transitioned to the longer chassis (C3). In October 1924, the T3-1 model was succeeded by the "3-seater Torpedo Cloverleaf" T3-2, which featured a single rear passenger seat.
Citroën’s system for naming car types, chassis versions, and body styles was intricate. Due to wartime archive losses, inaccuracies and myths emerged regarding these classifications. It is now generally accepted that only two principal car types—the "C" and "C3"—were produced on two chassis variants: the short "C.2" and long "C.3," marketed from spring 1922 and October 1923 respectively.
Torpédo 2-seat T2
Production Period: Short wheelbase Chassis C2 from May 1922 to September 1923; Long wheelbase Chassis C3 from October 1923 until Spring 1925
The Torpédo’s rear end design contributed to its dynamic silhouette, earning the nickname Cul de Poule (hen’s bottom). The initial C2 version was painted in yellow, while the extended chassis C3 offered a broader palette including Bordeaux red, blue, and Havana brown.
Seating arrangements consisted of a bench seat initially upholstered in black leatherette on the C2, later available in red or black for blue-bodied vehicles, and brown for the C3. The flooring was covered with brush carpet, complemented by standard door storage pockets. The spare tire was positioned on the driver’s side, and door hinges were hidden from view.
Rear luggage space featured a chest accessible via a top-opening lid; the boot lid was equipped with supports designed to hold trunks measuring 40 x 80 cm. Running boards were crafted from black aluminum reinforced with polished grooves, while the wings and body panels were constructed from black-painted metal.
Headlamps incorporated black bowls with nickel-plated rims, connected by an adjustable nickel crossbar. The dashboard was finished in polished aluminum and presented a straightforward layout including an ammeter and switches for headlights and ignition.
The windshield pivoted around its upper third. The convertible roof operated on a single hinge axis, made of waterproof fabric stretched over bent ash hood irons; side curtains provided protection against inclement weather.
Flat-profile wings ("ailes plates") were standard until their replacement by rounded wings ("ailes rondes") in 1926, though only a small number of these later variants were manufactured.
"Torpedo 3-seater with Folding Seat" T3-1
Production Period: Long wheelbase chassis C3 from October 1923 through September 1924.
Derived from the 2-seater Torpédo featuring a rounded rear, this body style was expanded to offer additional space. The spare tire remained mounted on the driver’s side.
The door width was increased by 7 cm compared to the T2 model. A boot compartment located behind the driver’s seat could be accessed from above via a hinged lid.
While the driver’s seat was fixed, the passenger seat slid along cylindrical rails. A folding jump seat beneath the dashboard could be unfolded when the passenger seat was positioned rearward.
Available body colors included Bordeaux red, blue, Havana brown, and a limited number in moss green.
Interior fittings featured leatherette upholstery in red or black (for blue vehicles) or brown tones. Flooring utilized black brush carpet with door storage pockets adjacent to the driver.
Due to customer complaints regarding the discomfort of the folding seat, production was limited to approximately 8,000 units. This model has been mistakenly referred to by collectors as Faux Trefle (false clover leaf).
"Torpedo 3-seater Clover Leaf" T3-2
Production Period: Long wheelbase chassis C3 from October 1924 to June 1926.
Succeeding the T3-1, this version featured two individual front seats alongside a centrally positioned rear seat accessible via a passage between the front seats—hence its Trefle (clover leaf) designation. Two small compartments flanked the rear seat; these were accessible from above and secured with lids.
Initially offered in dark beige until December 1924, body colors later included Bordeaux red, Canon blue, and Havana brown.
Leatherette upholstery for seats and interiors came in red or black for red cars; black for blue cars; and either brown or black for Havana models. The floor was covered with black brush carpet, complemented by door storage pockets beside the driver. The spare wheel was mounted at the back of the vehicle.
"Cabriolet" (convertible) TL
Production: Short wheelbase chassis (C2): March to September 1923; Long wheelbase chassis (C3): October 1923 to June 1926.
Compared to the Torpedo, the Cabriolet provided a higher degree of luxury and comfort, largely due to its airtight hood closure and sliding windows that converted it into a fully enclosed vehicle—leading collectors to nickname it the "Coupe Docteur." The hood was crafted from black imitation leather lined with fabric and supported by metal hoops, operable from within the cabin. For long-wheelbase variants, hood options expanded to include red, brown, or black imitation leather.
Body paint options transitioned from yellow or Havana on C2 models to Bordeaux red, Canon blue, or Havana on C3 versions. The leatherette upholstery was coordinated with exterior colors: red or black interiors for red cars; black for blue; and brown or black for Havana. Flooring was covered with black brush carpet, and door pockets for storage were standard equipment.
The short-wheelbase chassis featured a larger luggage compartment lid, which eliminated the possibility of an external rack; based on customer input, a smaller lid was reinstated on long-wheelbase models. Access to the trunk was provided through a hatch located behind the seats.
Externally, the Cabriolet displayed T-shaped door handles and exposed hinges. The bench seat comfortably seated two occupants, with early models featuring a narrower passenger side to facilitate easier entry.
Dashboard materials varied by chassis type: polished machined aluminum adorned the short-wheelbase models, whereas long-wheelbase versions featured mahogany dashboards embellished with inlaid cabinetry-style friezes.
Side windows retracted downward into the doors using straps reminiscent of contemporary railway cars and could be secured open when the hood was folded down. The windshield consisted of two sections, with the upper part hinged to open forward, enhancing airflow and visibility during rain.
"Voiture de Livraison" (Delivery Car) VL
Production: Long wheelbase chassis (C3): Early 1924 to mid-1925
With a payload capacity of 125 kg deemed inadequate by buyers, production was limited to 1,083 units.
The cargo compartment measured internally 750 mm in length by 1,070 mm in width.
The cabin featured two separate imitation leather seats—the driver’s seat fixed and the passenger’s cushion removable—alongside a one-piece roof supported by a wooden frame and covered in either moleskin or leatherette. Door storage pockets were included, complemented by a dashboard finished in black lacquered metal.
Black-painted aluminum handrails were installed. The two-part windshield had an upper section that opened forward, mirroring the design found on the Cabriolet.
At the rear, two swing doors allowed access; additionally, a sliding door within the front passenger bulkhead enabled transport of items up to 1,500 mm in length.
Each side had a single door opening forward, equipped with waterproof canvas curtains.
The body color was Havana with seats upholstered in black leatherette; floors were protected by rubber covering.