Panhard PL 17
| Company type | Automobile model |
|---|---|
| Industry | Automotive |
| Predecessor | Panhard Dyna Z |
| Founded | 1959 |
| Defunct | 1965 |
| Fate | Production ended after Citroën acquisition |
| Headquarters | France |
| Products | Automobiles (sedan, cabriolet, estate, utilitaires) |
| Parent | Panhard (until 1965), then Citroën |
Model history
Manufactured between 1959 and 1965, the Panhard PL 17 succeeded the Panhard Dyna Z. The designation "PL" stands for "Panhard et Levassor," while "17" reflects the combined figures of 5 fiscal horsepower (CV), seating for six, and fuel consumption of 6 liters per 100 kilometers. Developed under Citroën's guidance, the model number was intentionally set lower than that of the Citroën DS 19.
The initial release featured a four-door sedan, with the range expanding in 1960 to include a two-door Cabriolet made exclusively for the American market; only 47 units (internal code L2) were sold there. A European Cabriolet version (L5) was unveiled at the 1960 Paris Motor Show and became available in 1961, aligning with the highest Grand Standing sedan trim level. In 1963, this variant received an engine upgrade (L8), with production limited to 125 vehicles before being discontinued to prioritize the new Break estate model.
A subtle facelift in 1961 introduced conventional front-hinged doors and repositioned turn indicators adjacent to the headlights. By the 1964 model year, after Citroën fully acquired Panhard, the "PL" prefix was eliminated. Model designations were revised by adding "B" for Berline versions and "BT" for Tigre variants, while the Grand Standing trim was replaced by the Relmax. The front-end styling was slightly refreshed with the removal of the chrome unibrow.
Utilitaires
In October 1958, Panhard launched the "Dyna Z Commerciale D65," a pickup and van version of the Dyna Z featuring a payload capacity of . Initially offered as a pickup or canvas-covered pickup, panel van and chassis cab configurations were introduced in April 1959. Over its brief ten-month production period, 1,735 units were built before being updated to the PL 17 platform. The D65 adopted the PL 17 facelift and continued sales alongside the sedan under model code WL1, with a glazed van variant added in July 1959.
November 1959 saw the introduction of the lighter-duty F50 model carrying a payload of , designed to circumvent parking restrictions in French Zones Bleues. Priced comparably to the D65, it featured slightly smaller wheels and was assigned model code WL2. Cosmetic modifications in 1961 led to updated codes WL3/WL4, and in 1963, an upgraded 848 cc engine prompted further code changes to WL6/WL7. A final facelift in 1964 reduced chrome accents and introduced trapezoidal turn signals; however, model names remained consistent.
Technical specifications
The PL 17 retained its predecessor’s air-cooled twin-cylinder boxer engines, initially displacing 851 cc and delivering power outputs of (standard) and (Tigre) variants. Positioned at the rear with an integrated gearbox, exhaust pipes were routed forward. From July 1960 onward, engine displacement was slightly reduced to 848 cc to comply with taxation laws without sacrificing performance; SAE ratings stood at and respectively.
Power was transmitted to the front wheels through a four-speed column-shift transmission featuring synchromesh on three gears. Front suspension utilized two transverse leaf springs, while three torsion bars per side supported the rear.
The standard version weighed approximately , with the Tigre variant at . Its streamlined shape achieved a low drag coefficient (Cd) of 0.26, allowing maximum speeds of for standard sedans and for Tigre models.
Starting in 1964, luggage volume increased to by repositioning the spare tire beneath the bonnet near the air filter—this arrangement was enabled by wheels lacking central hubs due to finned aluminum brake drums—permitting removal of the rear bench seat to expand cargo capacity.
Sales
Following Citroën's acquisition, Panhard saloons were not positioned with aggressive pricing strategies. In 1962, the lineup of five PL 17 variants delivered either 42 or 50 horsepower, with prices in France ranging from 6,990 to 8,240 francs for the standard sedan models. In comparison, the Simca Aronde, which was similar in size, offered power outputs between 42 and 70 horsepower and was priced from 6,340 to 7,450 francs. Due to the PL 17's slightly greater length and width, dealers often had to explain why an 850 cc Panhard carried a higher price tag than a 1300 cc Simca. Enthusiasts of Panhard—including taxi drivers—appreciated the PL 17 for its superior handling characteristics, fuel efficiency, and spacious interior. However, some drawbacks included a gearbox lacking synchromesh on first gear and steering that was notably heavy at low speeds. The lighter construction benefited performance in the premium 50 hp "PL 17 Tigre" model, although increasing aluminium costs diminished this weight advantage. Ultimately, pricing probably restricted PL 17 sales when compared to the Aronde.
The Break variant (L9), developed by Pan Auto in Italy for local assembly purposes, incorporated an extended wheelbase while maintaining a similar overall length. Its prototype featured a traditional front end with two large headlamps and a flat grille; rear lights were sourced from the Fiat 1800. Production transitioned to France in May 1963, replacing the Cabriolet series. Total production of Break models amounted to only 2,998 units.
In total, around 166,000 PL 17 vehicles were manufactured: roughly 136,000 standard sedans, approximately 23,500 equipped with the Tigre engine, about 398 convertibles (including an uncertain number of L3 cabriolets intended for the US market), 2,998 Breaks, and 3,191 commercial Utilitaires.
From 1956 onward, Arista produced a sporty two-door coupé featuring a fibreglass body based on the Dyna Z platform as the Passy and Sport models powered by the Tigre engine. In 1963, Arista launched the JD (also referred to as Sport or Sport Spécial), which was based on the PL 17 chassis and designed by Jacques Durand. Despite being lighter and quicker than a standard PL 17, its steep price resulted in sales of only six units.
Motorsport
In the year 1961, a Panhard PL 17 secured victory at the Monte Carlo Rally, with other PL 17 entries finishing in second and third positions.
Rally victories
No. Event Year Driver Co-driver 1 30ème Rallye Automobile de Monte-Carlo 1961 Maurice Martin Roger Bateau
Demise
Citroën initially acquired a quarter stake in Panhard in 1955 before fully integrating its automobile division in 1965, marking the end of PL 17 production that same year. The Panhard 24 model continued to be produced under the Panhard name for an additional two years; thereafter, only military vehicles retained the Panhard brand as this division remained independent from Citroën's control.