Clément-Panhard

Clément-Panhard
Company type	Brand
Industry	Automotive
Founded	1898
Founder	Adolphe Clément, Arthur Constantin Krebs
Headquarters	Levallois-Perret, France
Products	Automobiles (Voiture Clément-Panhard)
Parent	Panhard & Levassor (project origin)

Clément-Panhard refers to a motor vehicle conceived in 1898 by Arthur Constantin Krebs, who was the director at Panhard & Levassor. This design was grounded on his 1896 patent concerning an automobile equipped with an electromagnetic gearbox, which was licensed by Émile Levassor.

When Adolphe Clément, chairman of Panhard-Levassor and head of the project, realized that the factory could not fulfill the demand for approximately 500 units, he authorized production at his own facility in Levallois-Perret. The car was marketed under the name Voiture Clément-Panhard (VCP).

The vehicle made its first appearance at the December 1898 Paris Motor Show, where it garnered 300 orders. Manufacturing persisted through at least 1902.

The 1896 A. C. Krebs system car

The 1896 Krebs system automobile ([FR256344], [GB189619774A]) introduced several pioneering features:

A three-point suspension arrangement connecting engine and chassis, designed to isolate the motor from frame distortions.

An electromagnetic constant mesh transmission engineered to prevent gear shock during shifts.

Integrated speed control within the steering mechanism, offering five settings: stop, low, medium, high forward speeds, plus reverse.

A rack and pinion steering equipped with damping via elastic rods to absorb vibrations from the front carriage.

A positive caster angle on the steering axis to automatically maintain axle alignment and promote directional stability.

A metallic wheel hub design inspired by Levassor’s patents, enhancing robustness.

An elegant appearance reflecting advanced engineering principles, noted for its refinement compared to contemporaneous vehicles.

The 1898 Voiture Clément-Panhard (VCP) model

In 1896, Arthur Constantin Krebs sought to develop a vehicle system that was straightforward, dependable, and easy to operate. The 1898 Clément-Panhard incorporated his patented advancements:

Year	VCP patents	Description
1897	FR273374	Enhancements to Krebs cone clutch
	GB189730790A	Improvements in friction coupling
1897	FR273375	Refinements to mechanical constant-mesh gearbox
	GB189730791A	Advancements in speed-changing transmission gears
	ES22155A1	New transmission system designed for automatic vehicles
1898	FR284596	Light petroleum-powered car system for Voiture Clément-Panhard
	GB189902960A	Upgrades in lightweight motor road vehicles

Notable technical characteristics comprised:

A three-point suspension linking engine and chassis that isolated the front axle, preserving chassis integrity and improving maneuverability at velocities up to 30 km/h.

Replacement of the prior electromagnetic gearbox with a mechanical constant-mesh transmission for smoother gear changes.

Relocation of speed control to the right side of the driver’s position for ease of use.

Damped rack and pinion steering combined with a forward (positive) caster angle to enhance handling and enable self-centering after turns.

Adoption of a metallic wheel hub system standardized throughout Panhard & Levassor’s lineup.

Integration of the Krebs cone clutch to boost clutch operation efficiency.

Engine regulation conducted on intake rather than exhaust valves for superior control.

Innovations in fuel delivery and cooling systems, including the introduction of a constant-level carburetor in 1899 and a water circulation pump in 1900.

In 1950, Mr. de Nève characterized the VCP as "a compact Duke Clément-Panhard delivering 3 hp, a low-profile open two-seater with rear-mounted engine, finely crafted for display and frequently accompanied by a lady."

Engine

Krebs developed a single-cylinder, four-stroke powerplant featuring a 90 mm bore and 120 mm stroke, resulting in a displacement of 763cc. Notably, it did not include an accelerator pedal; instead, the engine operated at full power continuously, with the accelerator functioning to disengage the governor—making it less suitable for inexperienced operators. The incorporation of electric ignition contributed to a smoother driving experience.

The engine employed air cooling for the crankcase, while the cylinder head was cooled by water. Initially, it utilized a burner and hot tube ignition system and could run on either petroleum or gasoline through a jet carburetor, delivering 3.5 horsepower. By 1901, power output had risen to at least 4.5 horsepower.

Mounted at the rear with a slight backward inclination, the engine was coupled with a mechanically operated version of Krebs’ 1896 patent for a constant mesh electromagnetic transmission. A reverse gear was added to the drivetrain in 1899.

Chassis and body

The frame was constructed from welded steel tubing to balance durability with lightness. Suspension consisted of a transverse leaf spring at the front supporting the vertically oriented steering pin that rotated alongside the front axle, complemented by longitudinal elliptical springs on the rear axle.

Originally available as a two-seat Phaeton, models from 1900 onward incorporated a narrow rear-facing seat arranged vis-à-vis style, increasing seating capacity to three.

Early bodies weighed approximately 350 kg and could reach speeds up to 30 km/h. They were fabricated from "Partinium," an aluminum-based alloy.

Steering

The driver’s seat was positioned on the right side, controlling steering through a gear wheel located at the bottom of the column linked to a rack mechanism. This setup employed center-pivot steering rather than Ackermann geometry and proved effective given the vehicle’s lightweight and modest power.

Production

Production figures are estimated between roughly 500 and 600 units. The first production vehicle carried engine number 101. Official manufacturing likely ceased in 1902; however, some remaining components may have been assembled into additional cars through 1903.

Approximately 200 vehicles were produced by Stirling Motor Carriages in Scotland, which also handled their international distribution.

New VCP 1901 models

In 1901, the VCP lineup featured several advancements:

Both hot tube and electric ignition systems (introduced in 1900), including an ignition advance lever that allowed variation of engine speed between gear shifts.
A.C. Krebs’ irreversible worm gear steering integrated with Ackermann principles.
Front suspension upgraded to dual tweezer springs.
Introduction of removable gearbox locks.

The Stirlingmotor VCP models

Beginning in 1901, John Stirling acquired Clément-Panhard chassis to sell worldwide fitted with his own body designs. To showcase reliability, Stirling completed a UK journey from John-O'-Groat's to Land's End in 59 hours and 15 minutes—a record-setting feat.

The Clément autocycle with removable motor

In 1901, Clément presented an engine assembly designed for easy attachment to any bicycle frame, based on the Krebs engine used in the Clément-Panhard automobile and protected under Panhard & Levassor patents.

Technological analogies between the VCP (1898) and the Ford Model N (1906)

The Clément-Panhard automobile from 1898 and Ford’s Model N of 1906—an antecedent to the Model T—share fundamental technological attributes aimed at broad market accessibility:

Engineered for widespread consumer use;
Robust and safe construction standards;
Employment of three-point suspension featuring triangulation;
Use of a transverse front axle spring producing ride characteristics akin to those of the Ford T;
Incorporation of a semi-automatic transmission system.

Furthermore, Ford’s adoption of vanadium steel was influenced by a Panhard & Levassor racing vehicle involved in an American competition accident.

Existing and Renowned VCP Automobiles

Globally, seventeen Clément-Panhard VCP automobiles have been identified as still in existence. Among these, several stand out as particularly noteworthy:

Year	Location	Chassis No.	Engine No.	Registration	Remarks
1899	Sparreholms Motormuseum, Sweden	141	195	IY 45	The third vehicle registered in Ireland.
1899	United Kingdom	210	201	V 46	Victorious in the 1927 London to Brighton event.
1899	United Kingdom	—	171	PX 98	Previously part of Henri Malartre's collection in France.
1899	Museo Nazionale dell'Automobile, Turin, Italy	—	260	—
1900	United Kingdom	244	356	AH 48	Formerly owned by André de Neve, ex-president of the Teuf Teuf Club.
1900	United Kingdom	366	166	FX 149	Belonged to the Norwood family since the 1970s.
1900	United Kingdom	238	238	BS 8237	Restored in the UK during the 1980s.
1900	James Hall Transport Museum, Johannesburg, South Africa	328	328	—	Took part in the Emancipation Run of 1928.
Early 1900s	Riverside Museum, Glasgow, Scotland	539	419	HD68	Known as "Josephine," rediscovered in the early 1930s; participated in the Brighton Run.
1900	Cité de l'Automobile, Mulhouse, France	—	469	—
1901	France	—	448	A57	Possessed by G. James Allday, a former president of the VCC.
1901	Netherlands	—	—	—	Entered in the London to Brighton Run of 1966.
1902	Museum Collections Centre, Birmingham, England	—	—	O65
1900	United Kingdom	577	462	BS8010	Exhibited in Dutch museums until the early 2000s.
1900	Alsace, France	—	264	11 ZT67	Reconstructed from a wreck by Mr. Reithoffer.
1900	Museu da Misericórdia, Salvador, Brazil	—	475	—	The oldest automobile in Brazil; actively participated in local rallies until recently.
1900	Tallinn, Estonia	—	—	—	The first oil-powered car in Estonia; owned by Captain Fiodorov.

This assortment underscores both the historical importance and international presence of Clément-Panhard’s pioneering automotive designs.

Documentation

Bernard Vermeylen: Panhard & Levassor: Entre tradition et modernité. E-T-A-I, Boulogne-Billancourt 2005, ISBN 2-7268-9406-2.

External links