Corre La Licorne

Corre La Licorne

Company type	Private
Industry	Automotive
Predecessor	Corre
Founded	January 1, 1901 (1901-01-01) in Levallois-Perret, France
Founder	Jean-Marie Corre
Defunct	1947 (1947)
Fate	Ceased operations
Headquarters	Levallois-Perret, later Courbevoie , France
Area served	France
Key people	Jean-Marie Corre, Lestienne Firmin
Products	Automobiles, commercial vehicles, small buses
Owner	Lestienne Firmin (from 1907)

Corre La Licorne was a French automobile manufacturer established in 1901 in Levallois-Perret, near Paris, by Jean-Marie Corre. The firm continued producing vehicles until 1947.

The names

At first, the vehicles were marketed under the name Corre. However, following racing achievements by driver Waldemar Lestienne—whose family emblem included a unicorn—the brand adopted the name Corre La Licorne. By the 1950s, the marque was commonly referred to simply as Licorne.

Beginnings

The enterprise initially focused on tricycles and single-cylinder quadricycle cabriolets built with De Dion-Bouton parts. Early sales were limited, but competitive successes, particularly in 1903 by Lestienne, enhanced the brand’s profile and sales, positioning it as a challenger to established names such as Renault, Peugeot, and De Dion-Bouton.

Following extended legal disputes with Renault, founder Jean-Marie Corre declared bankruptcy and transferred ownership to financial manager Lestienne Firmin in 1907, who rebranded the company as Corre-La Licorne.

By 1910, the model range included single-cylinder units, twin-cylinder 1.7-liter engines, and four-cylinder variants. By 1914, the lineup expanded further with four-cylinder engines supplied by Ballot (automobile) and Chapuis-Dornier. With the onset of World War I, production was relocated to new facilities in Neuilly.

1918–1926

After World War I, Corre-La Licorne launched a 1.2-liter model based on pre-war designs. By the mid-1920s, their offerings broadened to include commercial vehicles and small buses.

The brand gained popularity in rural areas due to its durability and ease of maintenance, while urban customers appreciated its dependable performance and fuel efficiency. At the October 1924 Paris Motor Show, the passenger car lineup consisted of four mid-range four-cylinder models:

• 1390cc (8CV), wheelbase of 2700mm, priced at 20,500 francs
• 1685cc (9CV), wheelbase of 2890mm, priced at 21,400 francs
• 1614cc ohc (10CV), wheelbase of 2890mm, priced at 26,500 francs
• 2292cc (12CV), wheelbase of 3310mm, priced at 38,000 francs

All models came standard with a four-seat Torpedo-style body; the largest accommodated six passengers.

1927–1939

In 1927, production moved to Courbevoie, marking the beginning of reliance on Citroën for sub-assemblies—a partnership that intensified during the 1930s. That year saw the introduction of new 5V and 6CV models which remained available for ten years.

By 1932, La Licorne expanded its small and medium-sized car offerings to target budget-conscious consumers with well-appointed vehicles that achieved moderate success. By 1935, larger models with 10CV and 11CV ratings were added.

The transition to all-steel bodies in the late 1920s revolutionized Western European car manufacturing economics. The substantial investment required for steel pressing equipment posed challenges for manufacturers unable to finance these tools directly. Outsourcing to specialists like Chausson was possible but complicated by high die costs. Wealthier companies such as Hotchkiss acquired their own presses; others moved upscale offering custom coach-built cars. Leading manufacturers like Peugeot, Renault, and Citroën streamlined model ranges by sharing body panels across different models to optimize production volumes and amortize tooling expenses while keeping prices competitive.

The economic climate of the 1930s was harsh for French automakers; even Citroën faced bankruptcy before being rescued by creditor Michelin. Smaller and mid-sized producers struggled to finance steel body production. Some firms like Unic and Berliet ceased passenger car manufacturing to focus solely on commercial vehicles. Despite offering a wide model range, La Licorne held less than a one percent market share by the late 1920s and allied with Citroën for survival.

In Autumn 1936, La Licorne updated its 8CV and 11CV models by adopting body shells from the Citroën 11 Légère. By early 1937, their 11CV and 14CV models shared bodies with Citroën’s 11 Normale. At the October 1937 Paris Motor Show, "Licorne Rivoli" versions of Types 316 and 319 debuted, featuring both bodywork and engines identical to corresponding Citroën models. Differences included a slightly shorter wheelbase by about 10mm and traditional front grilles with bonnet slats on Licorne cars. Importantly, Licorne retained rear-wheel drive while Citroën utilized innovative front-wheel drive technology.

Pricing reflected this market positioning: the Licorne Type LSN-316 Rivoli (9CV) cost 26,500 Francs compared to the Citroën 7C saloon at 23,800 Francs; similarly, the Licorne Type LSN-319 Rivoli (11CV) was priced at 28,500 Francs against Citroën’s 11 Légère at 23,800 Francs.

Following the economic downturn triggered by the 1929 crash, France’s auto market slowly recovered to approximately 224,000 passenger car sales by 1938—matching pre-crash figures. Nevertheless, second-tier manufacturers like La Licorne witnessed shrinking market shares: production declined from 1,972 units (0.88% market share) in 1928 down to just 688 units (0.31%) in 1938.

1939–1945

Throughout the wartime period, production was confined to a limited number of electric vehicles derived from the Licorne 6/8 CV sedan. These utilized an electric propulsion system devised by Charles Mildé and Louis Kriéger, early innovators in electric mobility prior to World War I. Although heavier than the typical electric cycle cars of the 1940s, this model provided a driving range of approximately 90 km (60 miles) and could reach speeds up to 40 km/h (25 mph). Additionally, a lightweight van variant built on the same platform was also available.

After 1945

Despite having endured World War I and the Great Depression, the company faced significant difficulties following World War II. Licorne was not included in the government’s Pons Plan, which allocated resources selectively to certain manufacturers, thereby imposing substantial operational constraints on the firm.

In spite of these obstacles, Licorne unveiled the Typ 164 LR at the 1947 Paris Motor Show. This mid-sized 8CV two-door saloon featured a 1,450 cc four-cylinder engine and achieved a maximum speed of around 90 km/h (56 mph). A cabriolet version based on the pre-war Type 415 was also displayed. Neither model progressed to mass production, with only limited units manufactured until the company ceased operations in 1950.

From 1901 through 1949, Licorne produced close to 33,962 automobiles. Several of these vehicles have been preserved and are exhibited in institutions such as the Automobile Museum Reims-Champagne.

Competition

• 1st – Coupe de l'Anjou, 1908, Joseph Collomb
• 1st – Coupe de L'AC du Limousin, 1908, Joseph Collomb
• 1st – Château-Thierry Hill climb, 1908, Voiturette class, Joseph Collomb
• 1st – Tour de France Automobile, 1912, Joseph Collomb
• 1st – Gaillon Hill climb, 1920, Voiturette category, Joseph Collomb
• 1st – Grand Prix de Boulogne, 1921, Voiturette class, Joseph Collomb
  • 2nd – Grand Prix de la Marne, 1925, Robert Lestienne
• 1st – Argenteuil Hill climb, 1926, class up to 1.1 L, Joseph Paul
• 1st – Grand Prix du Salon, 1927, Michel Doré
• 1st – Coupe voiturettes de l'Armistice (Prix Dunlop), 1927, Michel Doré
• 1st – Château-Thierry Hill climb, 1927–28, Michel Doré
  • Multiple podium finishes in regional events from 1927 to 1929 by Michel Doré
• 1st – Toul-Nancy race, 1928, Michel Doré
  • 8th – Monaco Grand Prix, 1929, Michel Doré
• 1st – Argenteuil Hill climb, 1929, Michel Doré
• 1st – Monte Carlo Rally, 1930, Hector Petit
• 1st – Circuit des Routes Pavées (6 Heures des Routes Pavées), 1931, class up to 1.1 L, Fernand Vallon
• 1st – Rallye d'Europe (Automobile Club d'Allemagne), Berlin route, 1931 (new Corre La Licorne), Hector Petit
  • Runner-up at Bol d'Or automobile race in 1931 and winner in 1932 with Fernand Vallon
• 1st – Circuit de Torvilliers Voiturettes race, 1932, Fernand Vallon

Note: During the French Grand Prix of 1911, driver Maurice Fournier tragically lost his life in an accident.

External links

• Illustration depicting a circa-1920 wood-bodied touring car