(first posted in 2010) I return from Paris fulfilled. This was a family trip, with a focus on culture, museums, food and window shopping; not cars. But in our walking haunts of Paris’ most colorful neighborhoods, I found exactly what I needed to keep CC going on its regular schedule: two classic little French cars, and one truck, to continue the trucks-on-Saturday tradition. And not just any old truck, but the most iconic French truck ever. The Citroen H Van’s distinctive appearance and corrugated panels exude everything that is the French approach to automotive solutions: technically innovative, eccentric yet practical, visually delightful (some may take exception), and with a timeless appeal. And I have my younger son to thank for finding it.
He’s not along for several reasons. But he requested that we bring him back a bottle of genuine French absinthe. We got an address for an absinthe purveyor, and finally found it after getting quite lost across the river near the Rue de Rosiers (best falafel pitas ever there). And in front of it was parked this H Van. The shop (green one above), like so many here, was the size of an American walk-in closet. How do they make a living from them? It’s great dealing with the knowledgeable and friendly owners of these little store-fronts; sure beats the surly clerk at Albersons.
Back to the H Van: Having successfully launched the revolutionary FWD Traction Avant sedan, in 1942 Citroen developed what is probably the first mass-produced FWD van, naturally using as many components from the sedan. The main difference was that the engine-transmission unit was turned 180 degrees, to get the motor out front, and out of the way.
The benefits of FWD in a van are all-too obvious, as the picture above makes clear: a very low cargo floor, due to the Citroen’s suspension that puts the floor at or below hub height. Almost all French vans and light trucks have been FWD since the H Van introduced its joys to the market.
The Citroen’s distinctive corrugated galvanized steel panels are also highly practical, since they have a degree of rigidity that allowed a more minimal supporting structure. The 2CV prototypes also used these corrugated panels, but only the hood made into the production version. Citroen was inspired by the pioneering Junkers monoplane of the late twenties, which in turn was the basis for the Ford Tri-motor (below), also known as the Tin Goose.
The H Van didn’t only borrow the corrugated panels, but the general styling as well, it seems. That won’t have been for the first time, though. And like an airplane, the H Van was quite light, just a hair over 3,000 lbs. Given that the 1911 cc four put out some 50 hp, the light (empty) weight was helpful, if not necessary. The early versions had a three-speed transmission, and a top speed of 78 km/h (48 mph). Life was lived slower then, especially in France.
The seats in this H Van appear to be similar to the 2CV’s, in having a thin upholstered cushion suspended from webbing attached to the seat frame rails.
The H Van had a long life, like so many of Citroen’s vehicles. After some thirty four years, the end came in 1981. And there were a number of variants built during that time, including longer and taller versions. A special ambulance model had the DS’ hydro pneumatic suspension fitted to the rear, to make the ride extra soft on the way to the hospital.
In the seventies, the H-van was the hippie van/camper of choice. Not surprisingly, the H Van still has an enthusiastic cult following, especially as food carts. Its body is perfectly suited for that, never mind its Gallic charms. And like absinthe, some folks are still enjoying its peculiar pleasures.
In something similar to a CC effect, I was eating Ruffles Potato Chips when I found this article. I’m eating corrugated food while reading about a truck made out of corrugated metal.
That truck is so incredibly French! My favorite bit is the combination of the suicide doors with a little step attached to the front fender.
The Lane Motor Museum in Nashville has one of those. It’s definitely an interesting vehicle.
They have a smaller three-wheeled Citroen van. This is the only picture I have of it. I may pay them a visit tomorrow if our weather is still lousy and I have nothing else to do.
UK hippies used the VW,the only time I saw one of these was in a Pink Panther film,it’s got some charm to it.
Great example of imaginative, functional French automotive thinking. It’s a pity they haven’t been able to capitalize on this in the US market, by now [too?] well colonized by brands constantly boasting about their “German Engineering.”
Author Sanche du Gramont (in his entertaining ’69 book “The French”) claimed French proprietors are often surly, but such tidy generalizations are always spoiled by experience. Or perhaps their manners have improved since then☺ He also said that French carmakers of the day (like Renault) stubbornly refused to adapt to the American car market. Now that sounds more plausible.
They used to be surly, but not any more. Proprietors and service persons were all very pleasant. They’ve learned 🙂
That required a double-take.
I am the H Van… I am the Walrus……
The original “Mission Impossible” series seemed to have the same H Van in almost every episode, apparently as shorthand for “we’re not actually filming in a San Bernardino backlot, but in whatever foreign country this week’s story is set in”.
One of my first Cohort posts included a shot of a fairly crusty H Van in the La Villette area of Paris. Here it is.
I didn’t notice that as a kid, but I do now. Tvtropes.org labels what you described as “California Doubling.” Outdoor shots in the chaparral are a dead giveaway to anyone familiar with L.A. County & its neighbors. That’s why Hawaii Five-O (one of several Ford-rich police procedurals) was remarkable for being produced in a state with even better weather, but not much “industrial base” for TV.
Oh yeah !! My uncle (a drum player) used to have one of these, such an amusing ride !
I love all sorts of vans and station wagons, the Hy is one of my favorites, especially the camper van
Love the classic Parisian parking as well. Smart cars get a hammering every time they get mentioned on CCC, but they make sense in Paris, only because of their length. Would be a bit scary to leave a much-loved classic on the streets, as they get biffed about a fair bit at the ends
During a recent visit to London, I noticed that the Citroen H Van appears to have achieved a second life there as a popular choice for conversion into a food truck. I noticed several colorfully repainted H Vans in use by food vendors, a surprising choice given the omnipresence of the Ford Transit van. Perhaps the oddball choice is intentional; their unusual appearance does catch the eye, and their association with France can only help to make people think of good food.
The FWD means a rear floor low enough for standing height with your face not too far above the customer… Try that in a Transit! :o) … as well as their appearance of course.
You can see the ambulance version in the movie “Madeline”.Bases on the books by Ludwig Bemelmans, Madeline-a girl at a Catholic boarding in Paris is rushed to the hospital accompanied by the nun Miss Clavel after she gets appendicitis.Also in this movie is a Citroen 2CV. Cute movie, cool cars
Phil b…..French film director and actor, the late Jacques Tati,made a few films which show some great French and American cars and with minimal dialogue,they are easy to understand.Monsieur Hulot’s Holiday,Mon Oncle,Playtime,Trafic etc.Children and adults love those very funny films.I remember seeing many HY vans in Paris in 1981 and I always wanted one.
A few years ago I saw one running around Portland Or. regularly. I wonder what happened to it ?
Here’s a coffee truck in Toronto you see around town sometimes
Here’s the front end.
I’ve passed by that coffee truck on my bike many times, but I never had my camera handy. I hope to see it again in the spring – Citroens are a very rare sight in Toronto and that’s the first H-van I’ve ever seen.
The Parisian dog tired H you show here is in better looking now, and is advertising a nearby restaurant.
“The benefits of FWD in a van are all-too obvious, as the picture above makes clear: a very low cargo floor, due to the Citroen’s suspension that puts the floor at or below hub height.”
The foreshadowing is huge here. Eight years after you wrote this, Paul, you bought a FWD ProMaster instead of an RWD Transit 🙂
Every town, every event has an H in attendance. Dammit even the Alfa Romeo Owners Club National rally last weekend had one serving coffee…
I do get the sense, though, that any food or drink bought from the serving window of an H will be considerably more expensive than the same stuff out of the side of a Chevy Step-Van.
Basically its a corrugated tin shed on wheels, a formula the rest of the world finally caught up on, no obstruction inside for easy loading too, Toyota achieved the same with tiny dual rear wheels on one model of Hiace a feature not seen on more recent models.
Keep your eyes peeled, Paul. I think there’s one of these running around the Springfield / Eugene area – yellow. Saw it a couple of months ago. There’s also a guy with a 2CV panel, also in yellow that I’ve seen a few times…. If I see them again I’ll try to get some pics……
I never liked to drive these especially in town, the steering is unbelievebly heavy, mirrors small. Like the Volkswagen T1 Vans I even hated those to drive.
I loved this vans direct competitor, the Peugeot J7 Diesel.
But Citroen got it right about the configuration of a van: FWD and a low, low loading floor.
And the HY was very stable to drive, side winds had hardly any influence.
Was the drivetrain flip to get the engine out of the way, or was it to achieve some level of drive traction when the van was loaded? The Traction Avant’s Cord/Miller FWD layout was pretty much the worst configuration for climbing a muddy hill, since all weight started behind the drive wheels and weight shift only made it worse. That’s why nobody uses it today, although poor packaging is certainly a factor too.
I guess it was possible in a van as looks did not matter so much and the gear lever was mounted on the floor like a normal car. They had a three speed gearbox if I recall correctly.
I tend to disagree with you that the engine behind the wheels gives lesser grip, one of the best mud crawlers I ever owned was a humble Renault 4
Dearest Paul- any chance you could hit the absinthe and then write a post while under the influence?
Seen in the city of Edinburgh a few years ago. Such a charming vehicle.
A less known fact is, that from 1933 on there were also Citroen made heavy-duty vehicles, built on a specific chassis and not derived from a production saloon – along with the (later) TUB or Type H vans, which, although light, were built specifically for a utilitarian role.
For about thirty years, Citroën marketed a very rich range of trucks, mainly built on 2 types of chassis (2-3 tons and 4-5 tons payload). The cabs are mostly similar. Many body shops offered versions adapted to different uses (public works, removals, passenger transportation, itinerant trade, etc.).
In 1933, the Type 29 appeared, powered by the 2650 cm3 six-cylinder engine of the saloons, then the Type 45 (heavier), powered by an engine specially developed for 4,580 cm3 trucks. The Type 45 had its own truck engine (i.e. it was not developed from a passenger car engine). It was a six-cylinder engine with a displacement of 4,580 cm3 and 73 hp.
Type 32 appeared in 1934 with its 4-cylinder engine with 3053 cm3. It replaced the Type 29.
In 1935, the famous Type 23 appeared, powered by the 1911 cm3 four-cylinder engine of the 11 hp Traction. In November 1953, the Type 23 was fitted with a new monocoque cabin manufactured by Citroën Bodywork in Levallois. The chassis underwent very few changes over time and was always referred to as the Type 23R U-series. Its engine evolved in May 1955 with that of the Traction 11D and then the ID 19. In 1958, 4-cylinder Perkins diesel engines with 52 hp were offered as an adaptation for all T23s. Production of the Type 23 did not end until 1969 (!).
Diesel engines appeared in some versions before the war, but suffered from a bad reputation and were replaced by Perkins engines.
Also from 1953, the Type 55 replaced the T45 and produced several variants (T46, T47, T60).
In 1967, Citroën bought the truck manufacturer Berliet and gradually discontinued production of this vehicle type under its own brand.
In 1976, under pressure from the French government*, Peugeot bought Citroën’s automotive business to create the PSA Group, while Renault bought Berliet to merge it with Saviem and create Renault Véhicules Industriels.
*Intending to prevent Citroen from being bought out by FIAT and thus falling into foreign hands.
Source (text and image): http://www.guide-automobiles-anciennes.com