mardi 6 octobre 2009

New wheels for magpies while the Seventies are coming



The Simca 1100 was comissioned by the HQ in 1969.
This appealing mid-sized hatchback sedan/saloonwas wholly appreciated for its strengh and its creditable performences. It took over from the Renault R8.
Despite its quintessentially Simca clanking and resounding engine which called for regular adjustments, the SIMCA's (Société Industrielle et Mécanique de Constructions Automobiles)
(Automotive Industrial & Mechanic Manufacturing Company)
emerged as a essential part of the HQ's light vehicles fleet until the Eighties.


HQ commissioned other Simca models including the 1500 and 1501 Station Wagon/Estate. The latters' Simcamatic gearboxes performed better than their ZF counterparts fitted on the
Peugeot 404 estate/Station Wagon

Summarized history of Simca and the 1100

http://en.wikipedia.org/wiki/Simca_1100

lundi 5 octobre 2009

Hotchkiss PL50

Modified by Arnault car bodies from a light truck in production since 1956, and serving the fire brigade from 1963 until the early 70s', the Hotchkiss PL.50 ladder truck was not fitted with a flashing light. Instead, the swiveling search light set on cab's rooftop was lit when the engine drove to a mission.

Featuring 3 flatbeds, the 19 meter extendable ladder was manufactured by Gugumus-Charton.
Easy to deploy by driving through narrow streets and carriage doors, the ladder allowed access to people trapped on floors and fighting fires by directing the hoses from above the hearth.

Putting together a ladder with a truck (or lorry) reconciles two assets at first hand on opposite sides. The latters consist of

using wide wheels with spokes to make the ladder work by the crew members
- insuring quick deployments from base to location.


Standard power of a PL50 was a 4-cylinder, 2.3 liter, 70HP engine
Playload was 5 tons
Hotchkiss licence manufactured Jeeps from 1952 until 1966 mostly on behalf of the French armed forces.

Source : http://fr.wikipedia.org/wiki/Hotchkiss (french)

dimanche 4 octobre 2009

1962, a change of wheels for the magpies

Quick, agile, light weighted and well balanced Renault R8 started taking over from the Dauphine as the squad's workhorse in 1962. The Dauphine came up with quite a few qualities, but it was prone in capsizing with ease and this drawback could never be completed corrected.


Quintessentially Renault from the 40s until the mid 60s
the R8 was powered by a rear monted engine.
windowpanes on front doors were lowered with the conventional lever
while rear ones came up with panes going sideways by sliding.


In 1965, the deployment squad adds the souped up Gordini variant. Alongside with the standard stablemates, Gordinis were also used as part of top brass escort by clearing the motorcades' itinerary at upstream level.

Sporting the "magpie" livery, the R8 also displays a small reproduction of the coats of arms of Paris on the front doors. Coats of arms were reminders at where the vehicles were actually based

BMW Side Cars

Side-cars were among the earliest vehicles operated by the traffic squad during the late 1910s.
Coming as handy, sturdy and cheap to operate, side-cars also soldiered on location for repairs and checks of rotable parts of stranded vans, trucks and buses during the 50s. Taylored conversions were also in use for servicing and towing motorbikes.

Either Policemen or Statetroopers, locally referred as the Gendarmes, officers working astride motorbikes have been steering BMW for decades.

Selecting side-car variants of their months came as a most logical choice. As far France's Yard was concerned, they were in use by the automotive engineering department.


In 1960, enters the BMW Side-car ST, standing for Services Techniques (automotive engineering department) and coming up as a dedicated conversion for the HQ's motorcycle squads.


The most visible difference from the standard side-car was a strenghened iron-made plate
designed to transport stranded bikes back to the workshops when necessary.


The police bike squads did not operate its own servicing vehicles. The last STs were decommissioned during the late 1970s.

Part of the Paris Police HQ museum's collections, the ST on display during Heritage Days came along with a standard two-wheeler acting as the stranded bike.

samedi 3 octobre 2009

TerroT "Tenace" EL

When in use from 1958 until 1961,


the air-cooled
4 strokes single cylinder
2 valve
125 cc
engined TerroT Tenace (Tenacious)
soldiered with the fire brigade
by liaiseing between field and fixed command centers
dealing with several fires at the same time.

Based at Dijon, TerroT started by manufacturing bicycles back in 1890. It lost its independance when Peugeot's Cycles branch purshased a controlling interest in May 1958.
Less than a year later, manufacturing the motor bikes moves from Dijon to Saint-Etienne.
Effective 1961, TerroT's manufacturing chapter is closed.

(source : http://terrot.dijon.free.fr/Chronologie.htm)






jeudi 1 octobre 2009

1955 - Introducing the once famous "Magpie" livery

Let's drive to some history on the Renault 4 CV (Chevaux/Horses)

The Renault 4CV is an automobile produced by the French manufacturer Renault from August 1947 to July 1961. An economical "people's car" inspired by the Volkswagen Beetle, it was the first French car to sell over a million units.

The 4CV was originally conceived and designed covertly by Renault engineers during the German occupation of France during World War II, when the manufacturer was under strict orders to design and produce only commercial and military vehicles. A design team led by Fernand Picard, Charles-Edmond Serre and Jean-Auguste Riolfo envisioned a small, economical car suitable for the economically difficult years which would inevitably follow the war. The first prototype was completed in 1942 and two more prototypes were produced in the following three years, with the 4CV ultimately presented to the public and media at the 1946 Paris Motor Show, though it would be another year before the cars were available for sale. In 1940 Louis Renault had spelled out to his team the need to "make him a car like the Germans"and now the new car featured a dummy grill comprising (until replaced by a simplified arrangement in 1954) six thin horizontal strips, intended to distract attention from the similarity of the car's overall architecture to that of the German Volkswagen, and to recall the modern designs of the fashionable front engined passenger cars produced in Detroit during the earlier 1940s. Importantly, despite its overall length of just 3.6 meters, the little Renault differed from the Beetle in offering four doors.

On the 4CV's launch, it was nicknamed "La motte de beurre" (the lump of butter) due to the combination of its shape and the fact that many early models were painted with sand-yellow-coloured surplus paint (also known as "European Sand") originally intended for the German Army vehicles of Rommel's Afrika-Corps The 4CV was powered by a 748 cc "Ventoux" rear engine producing 17 hp (13 kW), which was coupled to a three-speed manual transmission and featured suicide doors. Despite an initial period of uncertainty and poor sales due to the ravaged state of the French economy, the 4CV had sold 37,000 units by mid-1949 and was the most popular car in France. The car remained in production for more than a decade afterwards. Claimed power output increased subsequently to 21 hp (16 kW) as increased fuel octanes allowed for higher compression ratios, which along with the relatively low weight of the car (620 kg) enabled the manufacturers to report an 0 - 90 km/h (56 mph) time of 38 seconds and a top speed barely under 100 km/h (62 mph). The engine was notable also for its elasticity, the second and top gear both being usable for speeds between 5 km/h (3mph) and 100 km/h (62 mph): the absence of synchromesh on first gear would presumably have discouraged use of the bottom gear except when starting from rest.

The rear mounting of the engine meant that the steering could be highly geared while remaining relatively light: in the early cars only 2¼ turns were needed from lock to lock. The unusually direct steering no doubt delighted some keen drivers, but road tests of the time nonetheless included warnings to take great care with the car's handling on wet roads. In due course the manufacturers switched from one extreme to the other, and on later cars 4½ turns were needed to turn the steering wheel from lock to lock.

The 4CV's direct replacement was the Dauphine, launched in 1956, but the 4CV in fact remained in production until 1961. The 4CV was replaced by the Renault 4 which used the same engine as the 4CV and sold for a similar price.

Although most of the cars were assembled at Renault's Île Seguin plant located on an island in the river opposite Billancourt, the 4CV was also assembled in seven other countries, being Australia, Belgium, England, Ireland, Japan (where the Hino assembled examples gained a reputation for superior quality), Spain and South Africa] 1,105,543 cars were produced; the 4CV became the first French car to sell over a million.

The 4CV was easily modified and was used extensively as a racing car. The first collaboration between the Alpine company and Renault was the Alpine A-106 which was based on the 4CV. The partnership which would go on to win the World Rally Championship with the legendary Alpine A-110 in later years,

Let's keep driving with the car on display las September 19th/20th

The "Thirty Glorious Years" locally referred as Les Trente Glorieuses are elapsing and France's yard was shopping around for a suitable replacement of the Renault Juva Quatre in use since the late 30s. In 1955, an initial batch of ten cars is taken up for full scale trial. Success with regular users and public at large was instant. Representatives dispatched by various foreign police forces even come on fact-finding trips. In 1956, 20 cars are added. Before actual use, the french yard's technical dept conducted a number of alterations to correct drawbacks from the standard model.

Together with the introduction of the black and white "magpie" livery which stayed until the early 1980s, they featured a lightened custom rebuilt aluminium alloy body coming along with

a more powerful engine fitted with a compressor. Most visble alterations included a much enlarged rear window

plus new side doors and windows

Road stability was also improved by shortening the shock absorbers. However, modifications proved to be too expensive on a large fleet scale and the then new coming Renault Dauphine was finally selected. The car on display is not an original. But the restoration was conducted to render one of those custom rebuilt 4CV once on use.



mardi 29 septembre 2009

Heritage Days, Police Headquarters, Part-II, Citroën Traction Avant 11 cv

Let's start

with some history to start with (source Wikipedia)

The Traction Avant, French for "forward traction", was designed by André Lefèbvre and Flaminio Bertoni in late 1933 / early 1934. While not the first production front wheel drive car - Alvis built the 1928 FWD in the UK , Cord produced the L29 from 1929 to 1932 in the United States and DKW the F1 in 1931 in Germany - it was the most successful.

Not only was the Traction Avant's drive train innovative, so was its arc-welded monocoque (unitized body). Most other cars of the era were based on a separate frame (chassis) onto which the non-structural body ("coachwork") was built. Monocoque construction (also called Unit Body or "Unibody" today) results in a lighter vehicle, and is now used for virtually all car construction, although body-on-frame construction is still suitable for larger vehicles such as trucks.

This method of construction was viewed with great suspicion in many quarters, with doubts about its strength. A type of crash test was developed, taking the form of driving the car off a cliff, to illustrate its great inherent resilience.

The novel design made the car seem very low-slung relative to its contemporaries — the Traction Avant always possessed a unique look, which went from appearing rakish in 1934 to familiar and somewhat old fashioned by 1955.

The suspension was very advanced for the car's era. The front wheels were independently sprung, using a torsion bar and wishbone suspension arrangement, where most contemporaries used live axle and cart-type leaf spring designs. The rear suspension was a simple steel beam axle and Panhard rod, trailing arms and torsion bars attached to a 3-inch (76 mm) steel tube, which in turn was bolted to the "monocoque".

Since it was considerably lighter than "conventional" designs of the era, it was capable of 100 km/h (62 mph), and consumed gasoline / petrol only at the rate of 10 litres per 100 kilometres (28 mpg-imp; 24 mpg-US).

Some summarized history

about the one on display during Heritage Days on September 19th and 20th.

The Traction Avant was quickly noticed by the Police-Headquarter which then shopped around for a sturdy, access friendly, fast and road capable car. Selecting the Citroën was not a surprise.

In 1939, the first cars were put in use. Together with strenghened torsion bars and an hydraulic braking system, the cars delivered to the HQ came along with a bulbed custom arranged grille, which concealed an advanced radio set for communication while batteries were fitted in the boot.
Last but not least, deilivered cars were powered by the 11 CV/1911 cc engine. The car on display was restored in 2008.

Main missions conducted with the Tractions were escort and security over a long period of time.

From 1945 ownwards, the Traction-Avants became a must among the pieces of equipment in use by the "Police Judiciaire" or "PJ" as most refer to the department. As the detective division of the national police, the "PJ" is the French equivalent of the Yard.

jeudi 24 septembre 2009

Paris Police Headquarters' interesting part in Heritage Days

As part of the Heritage Days which took place in France on September 19th and 20th and in conjuction with 100 years in looking at Paris Police Headquarter's heritage, an interesting range of vehicles once in use were displayed on Place Louis Lépine. The tour began with


a Delahaye 92 PS (1926)

Set under the control of the Police Headquarter and back to 1913, the Fire Dept introduced its first self powered fire engines. Thirteen years later, Delahaye comes up with type 92 which combined the latest achievements such as a transmission shaft, pneumatics and a battery powered two pitch horn, just to name a few. PS stood as Premier Secours, ie First-Aid.

Powered by a 30hp engine, the type 92PS was served by a crew of 5 in charge of a high pressure centrifugal pump able to deliver 60 cubic meter of water per hour from a 300 liter tank.

The rotating hose reel was set with 80 meter of semi-rigid hose. The one at back came up with 263 meter of flexible. The inner side was for tucking the collapsible hooked ladder.
Delahaye delivered 27 units which served until 1933.

a fellow Delahaye sat a few yards further

it was a type 103-A, also termed as a Fourgon Mixte, or polyvalent van and comissioned in 1937. As such, the FM could undertake the basic duties of both a standard fire engine and a first-aid van.
In order to complete both duties, the 12 crewmembers could rely on a ton of water filling a reserve tank and an hydraulic powered equipment

Three doors. Opening the third one at rear was the way in to a first rorating hose reel set lengthway above the cistern and coming up with four 20-meter long hoses each capped by a 7 milimeter liquid thrower.

Each back reel came up with 200 meter of 70 mm rubber hose.
A 110 mm vaccum hose kept company to ladders on the roof top.
Initially used as a civil defense component during the outbreack of WWII , the Delahaye FMs were then dispatched to suburban areas still then short of accessible water taps/faucets.

Four 70 mm pressure valves and a 110 mm vaccum line complemented the equipment.

The FM faithfully served into the late 40s.

mercredi 23 septembre 2009

Today - Tomorrow - Toyota, everytime

"Everyday" and or "Everytime" could have been used by Toyota as part of its straightforward motto to enhance the ability of its car in travelling well into decades of (sometimes very hard) use. Displayed in the first floor of Toyota's show room at Champs-Elysées, this 40 year+ 2000GT classic coupé has been one of the first Toyota sport cars to be importated in France and now belongs to a collector.



samedi 12 septembre 2009

END OF THE ROAD


Unceremonious "End of the road" is what happens to clueless cars such as this Citroen ZX mid size hatchback sedan, or saloon as our British readers would put it. Like many a mundane car, it ended unloved in some parking lot. Ironically, it is being put at good use as a Christmas Tree. Probably the best that can happen to a model intended for just driving from A to B and back and therefore failing to get anything that can attract collectors' attention or even be used as a cast member in some unmerciful "Top-Gear" show.
I can't resist trying to put my shoes into some equally unmerciful Autocar's reporters in charge of the last section summerizing the cars sold as new in the UK under a small but concise review, model by model.
This one could have earned the following comments.

For - Nothing
Against - Everything
Verdict - Depreciation disaster ahead.

So long, you which could not even make it as a trade-in for an up to date counterpart.

mardi 8 septembre 2009

Another time-machine from the Iron Curtain era which also defected to France


this iconic Trabant Satelit certainly offers a different ride to the one(s) who get(s) behind the wheel and hit the road. Its distintive

lundi 7 septembre 2009

No retirement for this veteran

Arranged tours, custom made rallyes, special events, advertising, whichever across Paris, 4-Roues-Sous-Un-Parapluie's (4 wheels beneath an umbrella) fleet of Citroen 2 Cheveaux (two horses) proves so popular that retirement may not even be mentioned of ! At time of writing, a major advertising drive is jointly conducted with Milk Webcafés to get better known while giving a hand to each other.

A blue Classic and her proud driver waiting by the Opera House for their passengers to come back from a picture session.

they could have made up their mind to add a detour by "my" webcafé as well after reading the ad on the tail hatch ....

lundi 31 août 2009

vendredi 28 août 2009

The Classic which survived the Cold War

Let's start the drive with some Wikipedia stuff

The first Volga model was originally developed as a replacement for the very successful GAZ-M20 Pobeda mid-size car which was produced since 1946. However despite its revolutionary design in form of chassis and body styling, the rapid evolution of the latter in the 1950s already caused Soviet designers in 1951 to put forward a project for its eventual replacement. In 1952 two parallel projects were set up by GAZ: Zvezda ("Star"), which was a futuristic fastback with panoramic windows and large tailfins, and Volga with more conventional styling, which was more realistically suited for the production realities of the 1950s.

By the spring of 1954 the Volga prototypes were being actively tested. The new car introduced a range of additions and advantages over the Pobeda; in addition to being bigger, it had single panoramic forward and rear windscreens, a larger four-cylinder overhead-valve engine, central lubrication of the main chassis elements, hypoidal rear axle and automatic hydromechanical gearbox.

The car's external design was made by Lev Yeremeev and largely influenced by Western vehicles of the same period, American in particular. Internal design, however, was mostly independent, with an exception for the automatic transmission that was developed from the 3-speed Ford-O-Matic.

After thorough testings of the car, which lasted for a further two years, in which several changes were accommodated for, GAZ finally launched the first pre-production batch left GAZ on 10 October 1956. These were used in much publicised promotion drives across the whole Soviet Union where they notched up to 29 thousand kilometres. In 1957 more larger batches were produced and the conveyor came operational in late 1957.

There were three different models of this generation:

'56 Volga - now usually referred to as the "first series" - came into serial production in 1957 and initially had modified Pobeda's flathead 65hp engine, as the planned overhead-valve 70hp ZMZ-21 was prepared for serial production only in summer of 1957. The first series of the M-21 Volga was produced right up to November 1958 during which across 30 thousand such cars were assembled. Today they remain the rarest version of the car, and are highly desirable for car collectors.

'58 Volga - the so called "second series" - was introduced in the fall of 1958, the most visible change was the front grille where horizontal chromed bars with a star were replaced by a 16-slit vertical grille, thus earning it the nickname akula ("shark"). Front styling of the "second series" almost mimicked 1954 and 1955 prototypes. Other changes included the shape of the front fenders with raised wheel arches, parking and tail lights. In 1959-1960 minor changes were made to the car's underbody and equipment.

'62 Volga - the so called "third series" - was introduced in 1962 and incorporated many external changes, as well as interior and technical improvements. This model was produced with minor modernizations up to July, 15 1970. After 1965 the model was officially named GAZ-21, instead of GAZ-M-21.

Adding to the story

The Gaz-21 Volga was never sold in France. Tasked anyway to bring in some hard currencies, the producing company came up with some deluxe variants and wisely targeted Belgium and The Netherlands, consumers of which usually enjoy a high buying power. On the con side for Gaz and any fellow car manufacturer be it Renault or Lincoln, Belgian and Dutch markets are highly competitive. Both countries used to harbour the best European markets for US and Japanese made cars for years.
French motorists had to wait until 1969/70 before tasting the Soviet cars with the avialability of some Moskovitch compact sedans. Last month, and for a couple of weeks, the streets of Nanterre hosted this fully naturalized Gaz-21 proudly displaying its freshly awarded French registration plate. I think the owner located his prized possession in either Belgium or the Netherlands.

Some picture of this Gaz 21


Interestingly,

Located west of Paris and close to La Défense business district, Nanterre is at the heart of a county, municipalities of which are run by either righ wing parties (Courbevoie, StCloud, Suresnes, Puteaux...) or moderate left wing counterparts (Colombes, Asnières). Nanterre somewhat keeps up the distinction of being the only town to be run by the communist party.
I off course don't know should this has a close connection with the visiting Volga which illustrates the picture gallery !!!