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[Bearbeiten | Quelltext bearbeiten]Renotes Magazine
[Bearbeiten | Quelltext bearbeiten]Renotes Magazine of the Renault Club of UK, September, 2010
p 14 CLAssIC - ANNIVERsARIEs - CoLoRALE
p14 Colorale 60 th Anniversary
2010 sees the 60th anniversary of the launch of one of Renault s least known range of models certainly as far as anglophone markets are concerned the Colorale family. Indeed, there is some confusion about its proper nomenclature. Colorale (an amalgamation of Coloniale and Rurale, which is selfexplanatory) is the range s family name (surname) and Prairie, Savane, Taxi and others are the model names (given/christian names, as it were). By chance, the range might have been named Pastorale or Tropicale, but the eventual choice of Colorale had a pleasant ring and a tenuous sound association with the American world corral (an enclosure into which [generally] cattle are herded), which is a tangental compliment to the vehicle s organic ancestor, the station wagon of the American mid West farming way of life. History records that there were two passionately defended faiths espoused by, on the one hand, the Louis Renault-reared old guard and, on the other, the more open-minded, state-appointed youngsters of the newly-created RNUR (Régie Nationale des Usines Renault), of which PDG Pierre Lefaucheux was the prime example, over the commercial viability of the Colorale range. Those managers, who had served under the authoritarian Master of Billancourt (and, indeed, many of the remaining pre-war Renault sales agents, too) were heavily influenced by the unequalled and extensive pre-war Renault model range, which allowed them to offer a Renault model to virtually any possible type of customer, and they were unable (or did not want) to countenance making and selling a very narrow range of comparatively inexpensive vehicles, which was, in reality, all that the majority of an impoverished and war-weary general pubic could afford at the time. Briefly, Pierre Lefaucheux decided to go for broke with the 4CV and the rest, as they say, is history. However, he was not totally blind to the dangers of a monomarque culture (which later very nearly scuppered Volkswagen and its Beetle) and he was aware that the RNUR neither offered a car to Renault s pre-war rural customers still cruising around in their ancient and unburstable Vivaquatres and Novaquatres nor to business and trades people, for whom the 300kg Juvaquatre-based van was too small and the 1000kg asthmatic but indestructible van was too big. There was, indeed, room for something in between but was it a viable market for the newlyfounded RNUR? The old guard believed that there was such a market and, championed by Albert Grandjean and Gilbert Lescoat from the company s inner circle, it was suggested, as far back as 1946, that a station wagon - type vehicle should be studied, using a maximum of bits from the extensive Renault spare parts bin to minimise investment costs. The appearance of the original prototype was very similar to the contemporary Plymouth, with woodie (called canadienne in French) bodywork. Pierre Dreyfus, who was to become PDG of the RNUR upon Pierre Lefaucheux untimely death in 19, was one of those vigorously opposed to the project as being non-viable and Woodie backward-looking, not to mention that development resources would be diverted away from essential work needed to address the urgent necessity of developing a larger saloon, that is to say the then current rear-engined Project 108. This was aborted, late in the day, in favour of the Frégate range - also to be ultimately disappointing. However, his fears were overruled by the commercial arguments put forward by the Colorale s supporters. The necessity to minimise unwarranted development costs led to the adoption of the pre-war, indestructible 8 (from its 8mm bore). This was a fainthearted petrol engine first seen in the 1936 Primaquatre, which every mechanic in France could overhaul blindfolded, and of which well over a quarter of a million examples had been manufactured thitherto. Likewise, the choice of the sturdy, but heavy, chassis of the 1000kg small commercial would ensure solidity, as would the semi-elliptically sprung one-piece axles front and rear. The latter were assisted by J. -A Gregoire s variable flexibility correctors for tropical markets. For the body design, Renault took advantage of the pertinent expertise of
p15 the large industrial concern, Chausson. The eventual, co-operative metal-bodied second prototype allowed a maximum of versions to be offered with a minimum of alterations. To make it look like a member of the Renault family, Robert Barthaud and his team reworked the front to resemble the 4CV. The interior was comfortable but simple and somewhat rustic. Three could sit up front (thanks to the steering columnmounted gear lever), on a two-place bench and a foldable third seat, with a three bench seat behind. Moreover, one could fit a crosswise seventh seat behind the second row, or remove the back seat altogether, thus offering a huge load capacity. In fact, the Prairie was arguably the first ever, mass produced voiture à vivre, offering roominess and versatility. A glazed tailgate, of which the top half hinged upwards and the bottom half downwards, could be held horizontally by means of retaining straps or otherwise swung down to lie completely flush against the back of the vehicle, thus facilitating loading or the carriage of extra long objects. Although one or other or a combination of some such features were offered subsequently from time to time by other manufacturers (who have often quite wrongly laid claim to have built the first multispace vehicle), the Colorale range s polyvalency was way ahead of them all and was only properly trumped by Renault s commercial interpretation of Matra s Espace suggestion in the early Eighties. The Colorale range was launched in the Bagatelle Park in May 190 in three versions. The first was the Prairie, which was to prove the most widely sold variant and which was a three-light, five-door, six/seven seat model. Then there was the Savane, a four-light, three-door, six-seater, on which the rear side windows were absent and the openings could be covered with roll-down canvas side curtains located by Dzus fasteners. Moreover, this model offered a top-hinged opening windscreen (the wipers on all Colorales had spindles on the front bulkhead) and was clearly aimed at the tropical francophone colonial market (in the days before vehicle air conditioning!), although a notable number found agricultural or artisanal customers on the home market. The last variant at launch, was the Taxi 8, which was a Prairie with the necessary modifications to compete in its targeted market. All these models were Type R2090 vehicles. At the following October s Paris Salon in the Grand Palais, three further models were launched. The first was a Pick-up, a conventional such vehicle, with two smallish rear-of-cab square windows on the cab s closing panel, rigid flatbed sides and a drop-down tailgate, offering a natty little folding step on its inner face. When vertically lowered, this made climbing on to the load surface easier. The second was an 800kgs Fourgonnette, which looked like the Savane, but the rear side quarters were solid panels and there were only three front seats a two-place bench and a foldable single seat, which could offer additional carrying capacity if and when desired, be it either in weight or extended length terms. The back door was a right-hand hinged single piece component. The last variant was the Chassis-Cab, similar to the Pickup, with the cab ending immediately behind the two side doors. The shut panel was horizontally contoured and sported the same little windows to allow rearward sight, to which structure the many contemporary commercial coach builders added their own (or their clients suggested) bodywork. All of these latter variants were designated as Type R2091. A significant factor in the pricing must have been that, in order not to interfere with Billancourt s pell-mell production of the 4CV, it had been decided to sub-contract the stamping out of the body panels and the assembly thereof into complete bodyshells to whom? To Chausson at Gennevilliers, of course, as that company was, at that time, the only external French subcontractor possessing the industrial capability to produce Colorale shells at the projected rate of 10 units per day, at which point the project would have broken even. The unpainted body shells were transported vertically to Billancourt for final fitting out, eight at a time (four on each side) on specially constructed articulated trailers. In April, additional final assembly was also undertaken at Renault s factory at Haren, in Belgium and, already in its first full season (191), the Prairie De Luxe was joined by a Prairie Normale, which was a spartan version, the price of which approached more closely that of the opposition. To continue the publicity, a Savane and a pickup took part in the Mediterranean-Cape Rally and finished 7th and 11th, which was not a fine result, but it kept the new range in the public s eye. However, after the first six months, the range s success could be estimated and it was not favourable. For sure, the Prarie was selling into the financially comfortable clientele of the larger agricultural undertakings in the Paris basin and the north, where its rusticity, reliability, comfort and adaptability were appreciated, but the necessity to row it through the gears, led to poor economy, which was not to customers liking.
p16 In short, the intended markets for the Colorale variants turned out to be more of a niche market than had been predicted and the range was not winning market share from its more economical and less expensive niche competitors. Critics were not slow to voice their opinions and so the factory had to seek remedies, such as other niches in the market, which could be exploited without too-costly adaptations, and by the fitting of a more economical but yet more powerful engine. 192 saw a substantial advance in prices across the board (this was true of the whole motor industry at the time) to keep pace with inflation and, even so, the company lost money on every Colorale it manufactured. The year also saw the launch of the 4 x 4 versions, the Type R2092, which were available in Prairie, Savane and pick-up format, although the overall weight of such vehicles advanced to almost 1900 kilograms. These versions promised additional markets in forestry and public works, as well as in the less developed colonial empire. The layout included a steered front axle, with the wheels driven via Bendix-Tracta homokinetic joints and a transfer box, which fed both front and rear axles, the driver choosing to engage or disengage power to the front one. But even these new additions did not lift the overall sales figures. It is worth making a slight digression at this point to examine some particular versions in the range and some variants. For example, the Taxi 8 is often overlooked. Renault s prewar KZ11 Vivaquatres still represented a major part of the taxi business, especially with the Parisian G2, G3 and G7 companies, and one would have supposed that the newcomer would have been welcomed, especially from the maintenance point-of-view, as it had the same basic engine as the pre-war cars. However, the high initial cost coupled to the heavy fuel consumption of the Taxi 8 deterred them all and this indifference spread to other major French cities. On the other hand, it had a successful overseas career, with 480 units produced in 191, of which 60 were exported to Greece and others to Spain and to Denmark. The coachbuilder Carrier of Saint-Ouen fettled one such version for Madrid with two-tone paint, chrome body strakes and a good quality interior and another, of different aspect and interior finish, for Greece and yet another for tropical markets with oversize tyres, a roof rack, which bore the displaced spare wheel, and a windscreen visor to mitigate solar glare. Indeed, a one-off Spanish catalogue in colour was produced for the taxi market alone. Hardly a best seller, 19 such units were built in 192, 11 in the following year and it was not until December 19 that the last one rolled off the production lines. Unlike Peugeot, who catered directly to the ambulance and hearse market with a builtup version of its 203, Renault deliberately eschewed such outlets, leaving them to coach builders, such as Surirey and, again, Carrier, who offered models on converted Prairies (often a standard black vehicle with suitable funereal ornamentation) or Savanes or, according to clients more specific wishes, on Colorale chassis-cabs. Expanding this review, it is to be noted that other coach builders, such as Driguet, made specialised adaptations of the various Colorale models for grocery delivery, for milk delivery and others. Conversions were also offered by a range of coach builders for plate glass carriage, for cattle/sheep/pig transportation, for mobile shops, for scaffolding movements, for Tour de France publicity creations, for television broadcasting (with a roof-mounted platform for the cameraman and his equipment, the transmission being effected within the Prairie s (ex-)passenger area) and many others. Guilloré, who also clothed contemporary Bugattis and Delages, offered a limousine conversion on a Prairie basis. The interior sported an ivory coloured plastic steering wheel and it was completely retrimmed in velveteen cloth. Since a somewhat clumsy boot was grafted on the back (exit the twopiece tailgate), necessitating the extension of the dumpy rear wings, the main rear bench seat was moved rearwards and three (forward-facing) foldable seats ( strapontins ) were located behind the front bench seat. Externally, apart from the obvious boot and rear wing extensions, the cars had chrome strakes along the bottom of the body, heavily contoured and chromed bumpers (with overriders) at back and front, with a fillet to the bodywork, two small front lights below the headlights (for flashing indicators? for parking lights?) and oversize tyres on standard rims. How many of these variants were manufactured is not presently known, but is presumed to have been small. However, even such versatility, coupled with the increasingly diverse model, sometimes as Sinpar or Herwaythorn alldrive conversions, which were destined for the police, the gendarmerie, the armed forces, the postal and telegraphic companies and the other public utilities, did not prevent the ColoRale range s production from slipping gradually. Even the replacement in 193 of the feeble 8 engine by the new ohv 1997ccs Etendard engine of the Frégate did not check the slowing of sales, for, although the more modern engine was more powerful, it produced its power at higher revolutions and it lacked the low down slog of the pre-war unit. However, in order to take advantage of the improved power, the engine had to be worked harder so the economy was only marginally improved. Nor was it that the Colorale range was not a good one. Yes, the appearance was dumpy, the performance was not scintillating and the economy was poor. But it was extremely robust, it was comfortable and it was easy to repair in case of an accident, as there was a mechanic in every habitation, who had repaired such engines times without number in the past. The simple fact was that the clientele, which the sales network had avowed was there as it had been prior to the hostilities was, owing to demographic changes and the ravages of war, no longer sufficiently large
p17 to ensure a profitable business. Moreover, throughout the range s life, examples featured in all sorts of expeditions to unlikely places all over the face of the earth, especially throughout the African continent, so the vehicles were kept in the public s eye over an extended period of time. However, Pierre Lefaucheux eventually had to admit to his colleague, Pierre Dreyfus, that he had been wrong in signing off the Colorale project and that the RNUR should better concentrate on the mass production of a vehicle, which could be sold to a wider general public in great numbers. Additionally, not only had the development of the 109 prototype (the future Dauphine) intervened during the Colorale s lifespan, the unexpectedly poor sales figures of the Frégate range caused minds to be focused in that direction, too. However, the Colorale range could not be excised peremptorily, because the RNUR had a contract, which had to be honoured, with their subcontractor, Chausson, so one just had to soldier on for a little while. Unsurprisingly, new models were few and far between, but there were revisions for the overseas markets and there was an order for forty units of a 4 x 4 Savane version (R209) with dual foot controls for the Dutch army s driving school. By the end of 194, annual production had fallen to 628 units. During the next two years, the Colorale range faded away. Examples were assembled from the stock of already fashioned body parts, in order to utilise them and a Prairie Service, a completely basic model, was shown at the Paris Motor Show in October 194. But the range s death knell had been sounded strangely echoing Pierre Lefaucheux own untimely death in February 19 and that year s production had slowed to 4966 units. Little promotional publicity was undertaken and motoring press road tests of the latest Colorale versions were virtually absent or, at best, guardedly diplomatic. Eventually, daily production dwindled to less than 1 units and, as the contract with Chausson drew to a close, so production wound down, the last R2093s, two Prairies and a Savane, being assembled on 13 February 196, followed by two final Prairie Service models (R2094) two days later. From 190, a total of 3880 Colorale vehicles had been built and it took nearly a further year before the Renault network had no further new units to sell by the beginning of 197. In closing, it is pertinent for us to consider the range in anglophone (primarily right hand drive) markets. It was certainly offered on the UK market, as photographs in the ROC s archives show, amongst other Renaults, a Prairie on Renault Limited s stand at the 192 and 193 Earl s Court Motor Shows. At the time of writing, no known examples have survived on this market. The entire range also featured ( Coming soon! ) as an 8 Estate Sedan (the Prairie), as an 8 Panel Van (the Fourgonette), as an 8 Taxi (idem), as an 8 Utility (the Pick-up) and as an 8 Cab & Chassis (the chassis-cab) on the pages of the Introducing a new neighbour full colour brochure, produced in 191 by Sydney-based Ira L. & A. C. Berk Pty Limited to celebrate the opening of their new North Queensland showrooms in Brisbane in April of that year, when the company was the official concessionaire and vehicle assembler in Australia for the RNUR (documents also in the ROC archives). It is believed that a single example may have survived in that country. Although it appears to be doubtful, it has not been possible to determine presently whether the range was also offered on the New Zealand and/or South African markets nor, indeed, how successfully it sold in those markets, nor further whether any such have survived. The Colorale range sold widely into French colonial Africa and its robustness and simplicity permitted such vehicles to work there tirelessly if slowly for some decades. What some of us, who have traveled in France in recent years, can confirm is that a surprising number of these stubborn if docile workhorses have survived in their homeland, some of them having been converted into tow trucks with a crane on the rear floor and liveried in Renault s contemporary white, yellow and black and having worked well into the Eighties dans la France profonde, before being retired round the back of small, out-of-the-way Renault agents premises. Nowadays, there is a growing affection for them, particularly amongst French classic commercial vehicle enthusiasts, who are taking the necessary steps to restore them for their own pleasure and for posterity. Long may that continue! In closing, we are indebted to author, Marc-Antoine Colin, and to his publisher, ETAI, for some of the information, originally appearing in the book La Renault Colorale de mon père [ISBN ] of 2001, which has been reviewed in a past edition of RENOTES and which is surely a must for any enthusiast of this much overlooked member of the Renault family. Moreover, for an abundantly illustrated and very concentrated history and Buyers Guide on the Renault Colorale family, members with a good knowledge of French are strongly recommended to consult two excellent articles appearing in sequential editions of the French magazine Gazoline (No. 166/April 2010 & No. 167/May 2010).
Hector Mackenzie-Wintle R E N o T E s m A G A Z I N E 17
Werksausführungen 1
[Bearbeiten | Quelltext bearbeiten]| Modell | Bauzeit | Typ | Motor | Leistung | Beschreibung | Antrieb | Bemerkungen |
|---|---|---|---|---|---|---|---|
| Fourgonnette tôlée 85 (14CV) |
1950−1953 | R2090 | 4 Zyl., sv 2383 cm³ Type 603 |
48 PS @2800 | Kastenwagen verblecht Nutzlast 800 kg |
H | wie Savane, jedoch geschloßene Seitenwände; ohne Fenster |
| Fourgonnette tôlée 85 (14CV) |
1951−1953 | R2092 | 4 Zyl., sv 2383 cm³ Type 603 |
48 PS @2800 | Kastenwagen verblecht Nutzlast 800 kg |
4WD | wie Savane, jedoch geschloßene Seitenwände; ohne Fenster |
| Fourgonnette tôlée (11CV) |
1953−1957 | R2093 | 4 Zyl., sv 1996 cm³ Type 668 |
58 PS @4000 | Kastenwagen verblecht Nutzlast 800 kg |
H | wie Savane, jedoch geschloßene Seitenwände; ohne Fenster |
| Fourgonnette tôlée (11CV) |
1953−1957 | R2094 | 4 Zyl., sv 1996 cm³ Type 668 |
58 PS @24000 | Kastenwagen verblecht Nutzlast 800 kg |
4WD | wie Savane, jedoch geschloßene Seitenwände; ohne Fenster |
|-
| Savane 85
(14CV) || 1950−1953 || style="text-align:left" | || rowspan="2" style="text-align:left" | 4 Zyl., sv
2383 cm³
Type 603 || 48 PS @2800 || rowspan="2" style="text-align:left" | Kastenwagen
"Break coloniale"
Nutzlast 800 kg || rowspan="2" style="text-align:center" | x || rowspan="2" style="text-align:left" | opt. || rowspan="2" style="text-align:left" | Tropenausstattung, offene Seitenwände mit Rollo, ausstellbare Windschutzscheibe || rowspan="2" |
|-
| Savane
(11CV) || 1953−1957 || style="text-align:left" | || 4 Zyl., sv
1996 cm³
Type 668 || 58 PS @4000
|-
| Prairie 85
(14CV) || 1950−1953 || style="text-align:left" | || 4 Zyl., sv
2383 cm³
Type 603 || 48 PS @2800 || rowspan="2" style="text-align:left" | Break, 4-türig
"Break rural" || rowspan="2" style="text-align:center" | x || rowspan="2" style="text-align:left" | opt. || rowspan="2" style="text-align:left" | Vorläufer der Großraumlimousine || rowspan="2" | 
|-
| Prairie
(11CV) || 1953−1957 || style="text-align:left" | || 4 Zyl., sv
1996 cm³
Type 668 || 58 PS @4000
|-
| Prairie Taxi 85
(14CV) || 1950−1953 || style="text-align:left" | || 4 Zyl., sv
2383 cm³
Type 603 || 48 PS @2800 || rowspan="2" style="text-align:left" | Taxi, 6−7 Pl. || rowspan="2" style="text-align:center" | x || rowspan="2" style="text-align:left" | keine Angabe || rowspan="2" style="text-align:left" | Verlängerte Karosserie, Gepäckabteil neben dem Fahrer. Nur wenige gebaut nach 1952 || rowspan="2" |
|-
| Prairie Taxi
(11CV) || 1953−1956 || style="text-align:left" | || 4 Zyl., sv
1996 cm³
Type 668 || 58 PS @4000
|-
| Pick-up 85
(14CV) || 1950−1953 || style="text-align:left" | || 4 Zyl., sv
2383 cm³
Type 603 || 48 PS @2800 || rowspan="2" style="text-align:left" | Pick-up
Nutzlast 800 kg || x || opt. || Ausführung mit glatten Flanken; "Flare Side" || 
|-
| Pick-up 800 kg
(11CV) || 1953−1957 || style="text-align:left" | || 4 Zyl., sv
1996 cm³
Type 668 || 58 PS @4000 Pick-up
Nutzlast 800 kg || x || opt. || Ausführung mit Lastenbrücke; "Step Side" ||
|-
| Plateau-ridelles 85
(14CV) || 1950−1953 || style="text-align:left" | || 4 Zyl., sv
2383 cm³
Type 603 || 48 PS @2800 || rowspan="2" style="text-align:left" | Pritschenwagen
Nutzlast 800 kg || rowspan="2" style="text-align:center" | x || rowspan="2" style="text-align:left" | opt. || rowspan="2" style="text-align:left" |Ab 1954 wird auch eine Version "Plateau-baché" mit Plane beworben.[1] || rowspan="2" | .jpg)
|-
| Plateau-ridelles
(11CV) || 1953−1957 || style="text-align:left" | || 4 Zyl., sv
1996 cm³
Type 668 || 58 PS @4000
|-
| Châssis-cabine 85
(14CV) || 1950−1953 || style="text-align:left" | || 4 Zyl., sv
2383 cm³
Type 603 || 48 PS @2800 || rowspan="2" style="text-align:left" | Fahrgestell mit Kabine, fahrbar || rowspan="2" style="text-align:center" | x || rowspan="2" style="text-align:left" | opt. || rowspan="2" style="text-align:left" | Basis für Sonderaufbauten || rowspan="2" |
|-
| Châssis-cabine
(11CV) || 1953−1957 || style="text-align:left" | || 4 Zyl., sv
1996 cm³
Type 668 || 58 PS @4000
|-
|}
Motoren:
Type 603 ist der 14CV 2,4 Liter "Latéral 85"
Type 668 ist der 11CV 2,1 Liter "Étendard" resp. "Frégate"
Allradantrieb ab 1951
Werksausführungen 2
[Bearbeiten | Quelltext bearbeiten]| Modell | Bauzeit | Typ | Motor | Leistung | Beschreibung | Heckantrieb | Allradantrieb (ab 1951) |
Bemerkungen | Abbildung |
|---|---|---|---|---|---|---|---|---|---|
| Fourgonnette tôlée 85 (14CV) |
1950−1953 | R2090, 14CV R2092, 14CV, 4×4 |
4 Zyl., sv 2383 cm³ Type 603 |
48 PS @2800 | Kastenwagen verblecht Nutzlast 800 kg |
x | opt. | wie Savane, jedoch geschloßene Seitenwände; ohne Fenster | |
| Fourgonnette tôlée (11CV) |
1953−1957 | R2093, 11CV R2094, 11CV, 4×4 |
4 Zyl., sv 1996 cm³ Type 668 |
58 PS @4000 | |||||
| Savane 85 (14CV) |
1950−1953 | 4 Zyl., sv 2383 cm³ Type 603 |
48 PS @2800 | Kastenwagen "Break coloniale" Nutzlast 800 kg |
x | opt. | Tropenausstattung, offene Seitenwände mit Rollo, ausstellbare Windschutzscheibe | ||
| Savane (11CV) |
1953−1957 | 4 Zyl., sv 1996 cm³ Type 668 |
58 PS @4000 | ||||||
| Prairie 85 (14CV) |
1950−1953 | 4 Zyl., sv 2383 cm³ Type 603 |
48 PS @2800 | Break, 4-türig "Break rural" |
x | opt. | Vorläufer der Großraumlimousine |
| |
| Prairie (11CV) |
1953−1957 | 4 Zyl., sv 1996 cm³ Type 668 |
58 PS @4000 | ||||||
| Prairie Taxi 85 (14CV) |
1950−1953 | 4 Zyl., sv 2383 cm³ Type 603 |
48 PS @2800 | Taxi, 6−7 Pl. | x | keine Angabe | Verlängerte Karosserie, Gepäckabteil neben dem Fahrer. Nur wenige gebaut nach 1952 | ||
| Prairie Taxi (11CV) |
1953−1956 | 4 Zyl., sv 1996 cm³ Type 668 |
58 PS @4000 | ||||||
| Pick-up 85 (14CV) |
1950−1953 | 4 Zyl., sv 2383 cm³ Type 603 |
48 PS @2800 | Pick-up Nutzlast 800 kg |
x | opt. | Ausführung mit glatten Flanken; "Flare Side" |
| |
| Pick-up 800 kg (11CV) |
1953−1957 | 4 Zyl., sv 1996 cm³ Type 668 |
58 PS @4000 Pick-up Nutzlast 800 kg |
x | opt. | Ausführung mit Lastenbrücke; "Step Side" | |||
| Plateau-ridelles 85 (14CV) |
1950−1953 | 4 Zyl., sv 2383 cm³ Type 603 |
48 PS @2800 | Pritschenwagen Nutzlast 800 kg |
x | opt. | Ab 1954 wird auch eine Version "Plateau-baché" mit Plane beworben.[1] |
| |
| Plateau-ridelles (11CV) |
1953−1957 | 4 Zyl., sv 1996 cm³ Type 668 |
58 PS @4000 | ||||||
| Châssis-cabine 85 (14CV) |
1950−1953 | 4 Zyl., sv 2383 cm³ Type 603 |
48 PS @2800 | Fahrgestell mit Kabine, fahrbar | x | opt. | Basis für Sonderaufbauten | ||
| Châssis-cabine (11CV) |
1953−1957 | 4 Zyl., sv 1996 cm³ Type 668 |
58 PS @4000 |
Motoren:
Type 603 ist der 14CV 2,4 Liter "Latéral 85"
Type 668 ist der 11CV 2,1 Liter "Étendard" resp. "Frégate"