Georges Irat
The Georges Irat marque represented a French automobile manufacturer operated by engine designer Georges Irat between 1921 and 1953.
Between the World Wars
Initially, the company launched a model equipped with an overhead valve (ohv) 1990cc four-cylinder powerplant, engineered by Maurice Gaultier, formerly associated with Delage. In 1926, the lineup expanded to include a six-cylinder engine displacing 2985 cc. By 1929, Georges Irat transitioned to six- and eight-cylinder engines sourced from Lycoming, accompanied by a relocation from Chatou to Neuilly. That same year introduced a compact 1086 cc four-cylinder automobile designed by Georges’s son, Michel. However, both the small and larger vehicles suffered from weak market demand, resulting in financial strain.
In 1934, a partial acquisition by Ruby engine producers Godefroy et Levecque led to operations moving to their Levallois premises. There, two front-wheel-drive sports roadsters were developed: one powered by an 1100 cc Ruby engine and another featuring a six-cylinder 2450 cc Lycoming engine. The smaller model achieved commercial success, whereas the larger one experienced limited sales. By 1938, a new sports car was introduced with a 1911 cc Citroën engine and independent suspension utilizing rubber springs; production reached approximately 200 units before World War II halted manufacturing.
During the Second World War
After the onset of war, Georges Irat swiftly shifted focus to electric mobility in response to fuel shortages caused by the German invasion in mid-1940. A lightweight electric vehicle was quickly developed for unveiling at the Lyon Fair in autumn 1941. This model incorporated an innovative electric motor capable of reaching speeds between 30 and 35 km/h (20 mph), powered by lead-acid batteries providing a range of about 90–100 km (60 miles). Both a two-seat convertible and a small van variant were manufactured, though battery and motor placement consumed much of the rear cargo space.
The initial batch was allocated for use by company personnel, while limited commercial sales occurred through an exclusive dealership located on Paris’s Rue de Passy. After late 1942, production of civilian automobiles ceased due to shortages in materials and labor. Post-war manufacturing of electric vehicles did not recommence after 1945.
Post-Second World War Developments
A prototype featuring an 1100 cc flat-four engine powering the front wheels was showcased at the Paris Salon in October 1946. It reappeared at the 1947 Motor Show with slight modifications to the front fascia and headlights covered with additional glass layers for aerodynamic refinement. Underneath, the engine was replaced by a 1996 cc inline four-cylinder with twin overhead camshafts, now delivering power to the rear wheels through a conventional drivetrain.
During this period, substantial government regulation of France’s automotive sector led Georges Irat to expect that the larger-engined model would be classified as an "exceptional car reserved primarily for export," restricting its domestic production due to resource allocation policies. Although it was displayed again at the 1949 exhibition, it ultimately never proceeded to mass production.
In 1950, under Société Chérifienne George Irat in Casablanca, Morocco, the company introduced the VdB or "Voiture du Bled." This three-seat, jeep-style vehicle utilized a rear-mounted Panhard engine. Production numbers remained low until ceasing around 1953. The initial version employed a 610 cc powerplant producing , enabling speeds up to , with capabilities including climbing gradients up to 40% and fording water depths reaching .
Subsequent iterations presented at the 1953 Paris Show featured revised bodywork alongside an upgraded 745 cc Panhard engine generating . Equipped with a fuel tank capacity plus reserve, its operational range extended to . The VdB retained rear-wheel drive exclusively but incorporated a locking differential and low-range transfer case integrated with its three-speed transmission.