Panhard CD

Panhard CD

Company type	Automobile model
Industry	Automotive
Predecessor	Deutsch-Bonnet vehicles
Founded	1963
Founder	Charles Deutsch
Defunct	1965
Headquarters	France
Products	Automobiles (CD Dyna, Panhard CD GT and Rallye, LM64)

The Panhard CD is an automobile conceived by Charles Deutsch and manufactured by Panhard between 1963 and 1965. Bearing Deutsch's name, it represents the continuation of the Panhard-powered vehicles originally developed by Deutsch-Bonnet. This model evolved from the CD Dyna, which participated in the 1962 24 Hours of Le Mans.

The CD Dyna

After Charles Deutsch and René Bonnet parted ways in late 1961, Panhard tasked Deutsch with creating a successor to the DB HBR 5 specifically for the 1962 Le Mans event. Although this was Deutsch's inaugural solo design, he had previously worked on cars utilizing Panhard components; an early concept resembling the CD Dyna dates back to October 1960.

Development received Panhard's green light in January 1962, with factory manager Etienne de Valance assembling the driver lineup. A total of five vehicles were produced: one prototype featuring hand-formed steel bodywork and four additional units with glass-reinforced plastic (GRP) bodies crafted by Chappe et Gessalin. Departing from a tubular steel space-frame, the car employed a steel backbone chassis. The initial chassis (101) was completed within just 70 days, followed by chassis numbered 102 through 105.

This model was known by several names including CD-Panhard coach, Panhard et Levassor CD Le Mans, and CD-Panhard Dyna Coupé; official records from the 1962 Le Mans identify it as the CD Dyna.

The body styling was overseen by Deutsch in collaboration with aerodynamicist Lucien Romani and his apprentice Marcel Hubert.

Powertrain components derived from Panhard’s air-cooled boxer twin engines, originally designed by Louis Delagarde and further tuned by Deutsch alongside Société Moteur Moderne. Modifications included larger valves, a camshaft with increased lift, and dual Zenith down-draught carburetors. While an initial engine displacement reached 954 cc, all cars competing at Le Mans utilized a smaller 702 cc engine. The transaxle was sourced from the Panhard PL 17.

Racing the CD Dyna

The coupé made its debut during Le Mans test days in April 1962, entered in the prototype category for engines up to . Drivers Pierre Lelong and Bernard Boyer recorded the 20th and 21st fastest times respectively.

On May 27, 1962, chassis numbers 101 and 102 took part in the 1000 km Nürburgring race. Chassis 101, piloted by André Guilhaudin and Bernard Boyer, secured 24th place overall; meanwhile, chassis 102, driven by Jean-Pierre Hanrioud and Alain Bertaut, retired following an accident.

Four vehicles were entered into the June 23–24, 1962 edition of the 24 Heures du Mans. Chassis 103 (#53) was driven by André Guilhaudin and André Bertaut; chassis 104 (#54) by Pierre Lelong and Jean-Pierre Hanrioud; chassis 105 (#55) by Bernard Boyer and Guy Verrier; while a car believed to be chassis 102 (#70) did not make it to the event.

Car #54 was forced out due to a crash during the ninth hour; #55 withdrew in the fourteenth hour because of engine overheating. Car #53 completed the race in 16th place overall, claiming victory in its class as well as winning the "Indice de Performance," while ranking third in fuel consumption efficiency with an average of at vehicle weight. Guilhaudin and Bertaut maintained an average speed of over throughout the race and recorded a fastest lap time of .

On September 16, Deutsch conducted tests on a modified CD Dyna along the Hunaudières straight, achieving a top speed of .

The racing tenure of the Dyna Coupés concluded on October 21, 1962, when Guilhaudin and Bertaut finished in 20th position at the Paris 1000 km competition.

The production Panhard CD

The Panhard CD preserved the Grand Touring coupé design, characterized by its uniquely narrowing rear and "double-bubble" roofline inherited from the CD Dyna. Its lightweight fibreglass construction contributed to excellent aerodynamic performance, achieving a drag coefficient of just 0.22. The car was built on a torsionally stiff central backbone chassis, a concept derived from earlier DB models, with the entire frame weighing only . The front section of the bodywork could tilt forward to provide access to the drivetrain components.

Available in two versions—GT and Rallye—the CD was priced at 15,500 francs for the GT and 16,500 francs for the Rallye. Both variants were powered by Panhard’s M5-T "Tigre" engine: the GT utilized a single Zenith carburetor delivering , whereas the Rallye employed twin carburetors producing approximately . A four-speed gearbox from Panhard transmitted power to the front wheels; Rallye models featured a final-drive ratio nearly 10% taller than that of the GT. Maximum speeds reached 165 km/h for the GT and 180 km/h for the Rallye. The suspension system was fully independent, with front lower A-arms combined with upper transverse leaf springs, and rear semi-trailing arms paired with torsion bars. Steering was rack-and-pinion, sourced from the PL17 model. Braking relied on System ETA with alloy drums designed for enhanced cooling. Michelin XAS FF tires sized 145x380 were fitted both front and rear.

Introduced at the 1962 Paris Salon de l'Auto, delivery of the CD was delayed until April 1963 due to challenges with the fibreglass body production. In September 1964, the Panhard CD earned victory in the Sports and Grand Touring category of the Grand Prix de l'Art et de l'Industrie Automobiles Français at the Paris Salon.

From 1963 until July 1965, Panhard sold a total of 179 CDs: comprising 122 GTs and 57 Rallyes. When adding five earlier-produced CD Dynas, overall production amounted to 184 units. Chassis numbers started at 101 for prototypes, followed by Dynas numbered 102 through 105, then production models ranging from 106 to 284. Some reports suggest three additional cars remain unassembled.

The Panhard LM64

Following participation at Le Mans in 1963 with a DKW two-stroke engine, Deutsch returned in 1964 presenting the LM64—a highly streamlined vehicle powered by a Panhard engine. Two examples, designated LM64/1 and LM64/2, were constructed featuring a central backbone chassis redesigned by Jean Claude Haenel and replacing the earlier front transverse leaf spring with coil springs.

The aerodynamic concept was led by Romani, who incorporated fully faired headlamps, smooth side panels equipped with wheel spats, and an underfloor rear diffuser to create early ground-effect downforce. Large vertical fins on the rear enhanced high-speed stability. These design elements resulted in an extremely low drag coefficient of approximately 0.12.

Due to revised Le Mans regulations prohibiting engines smaller than one litre, the LM64’s original 848 cc engine was modified with a Sferma supercharger alongside twin ignition systems and dual Zenith carburetors. This forced induction effectively increased displacement to 1187 cc under racing classification rules for engines under 1200 cc. The power output reached , while a ZF five-speed transaxle managed gear changes.

Racing the LM64

During Le Mans test sessions, driver Alain Bertault recorded the 33rd quickest lap time. One LM64 was entered for the 1000 km Nürburgring event but did not participate.

Both LM64 vehicles competed in the 1964 Le Mans race: LM64/1 piloted by Guy Verrier and Pierre Lelong qualified in 55th position but retired due to gearbox malfunction; LM64/2 driven by André Guilhaudin and Alain Bertault qualified 54th but retired early because of engine failure.

Following these events, Deutsch discontinued racing efforts with the LM64. LM64/1 was stored away until 1979; LM64/2 remained in storage until 1981 before being exhibited at the Le Mans museum. Both cars were showcased at the 2004 Le Mans Classic event, with LM64/2 later appearing at the Goodwood Festival of Speed.

Model comparison

Model	CD Dyna	Panhard CD GT	Panhard CD Rallye	LM64
Production Years	1962	From July 1963 to July 1965		1964
Engine Type	2-cylinder, 4-stroke OHV boxer engine			Supercharged 2-cylinder, 4-stroke OHV boxer engine
Bore and Stroke	77.2 mm × 75.0 mm (3.04 in × 2.95 in)	84.85 mm × 75.0 mm (3.34 in × 2.95 in)
Engine Displacement	702 cc (42.8 cu in)1	848 cc (51.7 cu in)
Power Output	44.7 kW (60 hp)	37.3 kW (50 hp)	44.7 kW (60 hp)	58.2 kW (78 hp)
Transmission	Panhard 4-speed manual gearbox			ZF 5-speed manual gearbox
Overall Length	4,000 mm (157.5 in)	4,060 mm (159.8 in)		4,250 mm (167.3 in)
Width	1,600 mm (63.0 in)			1,640 mm (64.6 in)
Height	{{cvt{1185}|mm}|in}|1} }| {{cvt{1070}|mm}|in}|1}

|- ! Wheelbase |- colspan="3"|{{cvt{2250}|mm}|in}|1} }| {{cvt{2270}|mm}|in}|1} |} |- ! Front/Rear Track |- colspan="3"| {{cvt{1200} / {1100}} | mm | in | 1 }} |} |- ! Weight |- {{cvt{546}|kg}|lb}|1} |- colspan="2"|{{cvt{580}|kg}|lb}|1} |- {{cvt{560}|kg}|lb}|1} |} |- |style="text-align:left; font-size:95%;" colspan="5"|Note:
¹The first engine developed had a displacement of 954 cc and was subsequently installed in chassis number 105 for the 1962 Tour Auto. |}