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37-563: The Downing-Detroit was an American cyclecar manufactured in Detroit , Michigan by the Downing Motor Company from 1913 to 1915. The Downing was offered as two models. The first was a two-passenger air-cooled V-twin engine of 13 hp. The second model was a light car with a water-cooled four-cylinder engine and a three-speed transmission. This article about a brass-era automobile produced between 1905 and 1915

74-494: A "used" Torpedo with two students on board: in extreme conditions without any engine problem. Unfortunately, although the 5HP was a success, it was insufficiently profitable, and in order to prepare for the introduction of the "all steel" B14, André Citroën personally took the decision, against general opinion, to end its production in May 1926. A C4 "all steel" version was envisaged but was abandoned because of excessive cost. Today,

111-555: A hand brake lever. Braking was not the strong point of the car; it was necessary to anticipate and balance the action of the two braking systems at the risk of breaking a rear wheel shaft. Many 5HP have been modified to couple the transmission brake and the rear brakes. To avoid distortion of the U-shaped side members, the ladder frame was trapezoidal and reinforced by cross beams. The suspension consisted of four inverted quarter-elliptical leaf springs. Friction dampers became fitted, at

148-507: A particularly modern approach to production could hope to weather the financial crisis with a minimum of damage. The first of these in Europe was André Citroën , a fervent admirer of Henry Ford's methods of mass production, especially after his visit to Detroit in 1912. He had been able to put these methods into practice during the war in his ammunition factory where he had achieved remarkable levels of production (50,000 shells per day). By

185-654: A single passenger in the rear. The Citroën system of naming car types, chassis and bodywork was complex and confusing. The lack of historical documentation due to the total destruction of the archives during the war allowed errors and legends to develop and spread in the following decades. It is now accepted that only two types of cars: the "C" and "C "3 types on two chassis types: the "C.2" (short) and "C.3" (long) types were marketed... in spring 1922 and October 1923 respectively. Source Production: Short wheelbase Chassis C2: May 1922 to September 1923 ... then Long wheelbase chassis C3: October 1923 to Spring 1925 Its back end gave

222-487: Is a stub . You can help Misplaced Pages by expanding it . Cyclecar A cyclecar was a type of small, lightweight and inexpensive motorized car manufactured in Europe and the United States between 1910 and the early 1920s. The purpose of cyclecars was to fill a gap in the market between the motorcycle and the car. It could accommodate only two passengers, often sitting in tandem . The demise of cyclecars

259-733: The "Citroën chevron" type. An helical-cut, easier to produce, and more robust became available, as replacement parts, in 1928. Initially, the 700x80 beaded edge Michelin "Cablé" tyres were inflated at "high pressure", (4 to 5 bars), hence a mediocre road holding and comfort. They were replaced in June 1924 by 715x115 beaded edge Michelin "Cablé Confort" (balloon ) tyres inflated at low pressure (2.5 bars), initially offered as extra equipment, and then fitted on all cars in June. 11-12x45 wired on rims appeared in 1927 with " Confort Bibendum " tyres, low pressure (1.5 to 1.75 bars) and were fitted as replacement of original beaded edge rims. The equipment level of

296-399: The "Torpedo" (tourer), was a two-seat version, which in 1923, became available in a more luxurious "Cabriolet" (convertible) version. In 1924, a three-seater version of the "Torpedo" and a van were added. The 5HP was a model of reliability and frugality compared to the competition; it was extremely robust evidenced by the journey of 17000 km in 5 months around Australia in 1925 of Bubsy,

333-576: The 5 HP being relatively basic, many component suppliers took the opportunity to offer multiple solutions to improve driving comfort or performance such as luggage rack, petrol gauge (OS), water thermometer (Boyer-Meter), speedometer, and watch (Jaeger, OS), shock absorbers ( Houdaille , Repusseau), front brakes (Poulet, Acmos), engine improvements (Super-Culasse Desprez, Transformations F. Crespelle, Ruby-Ricardo cylinder head). Vehicles imported to England or assembled there were retrofitted with side lamps, rear-view mirrors, windscreen wipers, and speedometers by

370-406: The 5HP is the typical 20s vintage car. Its success is due to the fact that it was already an immense commercial success in its time and also that it is possible to rebuild it very easily from period parts and re-fabrications. Of the 81000 5HP built, many have been converted into utility vehicles, tractors, etc. It is estimated that about 3000 (4%) survived. Source The little Citroën was ahead of

407-410: The A.C. Sociable was described as "one of the most popular cycle cars on the road, both for pleasure and for business", though another source states that the "Humberette" was the most popular of cycle cars at that time. Many of the numerous makes were relatively short-lived, but several brands achieved greater longevity, including Bédélia (1910–1925), GN (1910–1923) and Morgan (1910–present). By

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444-476: The Cabriolet ). There was a single Solex carburettor. The original battery, coil and distributor ignition was replaced after only six months by a magneto ignition due to insufficient reliability. The gearbox had three unsynchronized ratios plus a reverse gear; the straight-sized sprocket tended to "sing" especially in 1st and 2nd gear (not in 3rd, direct drive), and became noisy when the gears were worn or when

481-574: The Levallois factory (Paris suburbs), and the assembly of the car was in the Javel factory; Right-hand drive versions were available for the French market (there was still a demand for this) and for export (England, Commonwealth, Sweden, Argentina, Australia). The body was of a wooden structure, on which the body panels were nailed. It was the last Citroen with a wooden body. The car had only one door, on

518-630: The Type A designed by Jules Salomon, the 5HP was above all the work of the engineer Edmond Moyet who, like Jules Salomon, arrived at the Quai de Javel from "le Zèbre", after a significant experience in the field of popular cars; a few months earlier, he had designed a very similar vehicle for Amilcar: the "CC" The result of this project was presented for the first time at the Motor Show in November 1921 as

555-420: The Type C, although orders and first deliveries of the car were not received until spring 1922. It was a small car offered only with a two-seater Torpedo body, with a length of only 3.2 metres and a wheelbase of 2.25 metres (short chassis). The lines were elegant, despite the small size of the body. The front had one of the most handsome radiator masks and the rear bodywork had a tapered boat deck shape. The 5HP

592-668: The United Kingdom, Canada, United States, France, The Netherlands, Belgium, Italy, Austria and Germany. As a result of this meeting, the following classes of cyclecars were defined: From 1898 to 1910, automobile production quickly expanded. Light cars of that era were commonly known as voiturettes . The smaller cyclecars appeared around 1910 with a sales boom shortly before the outbreak of the First World War, with Temple Press launching The Cyclecar magazine on 27 November 1912 (later renamed The Light Car and Cyclecar ), and

629-409: The bush between the primary and secondary shaft was loose. This excessive play caused the primary train to become misaligned from the second train. As on contemporary cars of the time, the accelerator pedal was located centrally between those of the clutch and the brake. There was no braking on the front wheels but braking on the transmission was controlled by the foot brake and on the rear wheels by

666-421: The competition: it was equipped with a differential and an electric starter, allowing the car to be advertised as especially suitable for lady drivers sensitive to ease of driving. The weight of 543 kg is essentially that of the engine, gearbox, and rear axle . The maximum speed was 60 km/h (37 mph) with a fuel consumption of 5 L/100 km (56 mpg imp; 47 mpg US). The 5HP chassis were assembled in

703-410: The construction of the new "three-seat" version of the "Torpedo" as well as the "Voiture de Livraison" (delivery car). The lengthening can be noted by the long distance between the spare wheel and the rear wing. This chassis was produced without modification until the end of production. The rear axle was of the "banjo" type with a round, then oblong (oval) shape. The teeth of the rear axle pinion were of

740-480: The early 1920s, the days of the cyclecar were numbered. Mass producers, such as Ford , were able to reduce their prices to undercut those of the usually small cyclecar makers. Similar affordable cars were offered in Europe, such as the Citroën 5CV , Austin 7 or Morris Cowley . The cyclecar boom was over. The majority of cyclecar manufacturers closed down. Some companies such as Chater-Lea survived by returning to

777-437: The end of the war, Citroën had a fully equipped factory, which he decided to use for mass production of vehicles as Henry Ford had done with his famous Model T since 1908. While the French government encouraged, by means of tax benefits, car manufacturers to invest in cyclecars (maximum weight: 350 kg), André Citroën preferred to enter the small car sector, then monopolized by Peugeot and Renault. Despite its resemblance to

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814-446: The factory. The genius of André Citroën was to promote this car to a female audience, which was very unusual at the time. All the 5HP advertising documents represented the car driven by a young woman. After a slow start in 1922, the 5HP was so successful that by 1924 it accounted for half of Citroën's sales: nearly 30,000 vehicles per year and became the leading popular European car. The initial commercial name: 5HP became 5CV in 1925 on

851-427: The first Citroën badge on the radiator was blue chevrons on a nickel-plated base; later the colours were swapped. The four-cylinder, 856 cc (52.2 cu in) engine had a bore of 55 mm (2.2 in) and stroke of 90 mm (3.5 in), generating an output of 8.2 kW (11 bhp) and was cooled by thermosiphon . From June 1, 1925, the cooling system was improved on all models by a fan ( previously fitted only to

888-648: The formation of the Cyclecar Club (which later evolved into British Automobile Racing Club ). From 1912, the Motor Cycle show at Olympia became the Motor Cycle and Cycle Car Show. The number of cyclecar manufacturers was less than a dozen in each of the UK and France in 1911, but by 1914, there were over 100 manufacturers in each country, as well as others in Germany, Austria and other European countries. By 1912,

925-515: The importer in Slough (London). Source In 1922–23, the "2-seater Torpedo" T2 and the "2-seater Cabriolet" TL were mounted on the short chassis (C2). In October 1923, these bodies, as well as the "Delivery Car" VL and the "3-seater Torpedo " T3-1 will then be mounted on the long chassis (C3). In October 1924, the Torpedo T3-1 was replaced by the "3-seater Torpedo Cloverleaf" T3-2 with room for

962-466: The manufacture of motorcycles. After the Second World War, small, economic cars were again in demand and a new set of manufacturers appeared. The cyclecar name did not reappear however, and the cars were called microcars by enthusiasts and bubble cars by the general population. Several motor racing events for cyclecars were run between 1913 and 1920. The first race dedicated to cyclecars

999-453: The motorcycle gearbox was also used. All cyclecars were required to have clutches and variable gears. This requirement could be fulfilled by even the simplest devices such as provision for slipping the belt on the pulley to act as a clutch, and varying of the pulley diameter to change the gear ratio. Methods such as belt drive or chain drive were used to transmit power to the drive wheel(s), often to one wheel only, so that no differential

1036-407: The occasion of the change of calculation of the power of engines: from HP (Horse Power) to CV (Cheval Vapeur). Louis Renault is said to have described the 5HP as " the car that kept him from falling asleep ". Pierre Dumont in "Quai de Javel, Quai Andre Citroen", (1976) wrote: " The 5 CV Citroën ran at 60 km/h, a speed it seemed to be able to maintain indefinitely, and it was incredibly robust. It

1073-419: The passenger side, it opened forwards. The hinges were invisible (except for the "Cabriolet") and the vibrations were absorbed by a double cone lock avoiding accidental opening of the doors. Early vehicles had a bonnet with 3 air vents that was quickly followed by a 16 air vents version. In 1922, for technical reasons, the radiator was separated into a cooling element and a nickel-plated outer casing. Initially

1110-404: The rear from 1925 on the heavier "Cabriolet". At the end of 1923, the short chassis Type C.2 was lengthened by 10  cm from 2.25 m (7  ft 5 in) to 2.35m (7  ft 9 in) and re-inforced by an additional crossbar which protruded from the rear deck and supported the rear of the body. This became the long-wheelbase chassis Type C.3. The extension of the bodywork had become necessary to allow

1147-782: Was a great success, as much because of its qualities, its elegance, especially as a cabriolet, as its price ". Between 1919 and 1925, Citroen set up a network of five thousand agents throughout the world, and subsidiaries and exclusive dealerships were established in Japan, the Netherlands, Switzerland, Denmark, North Africa, Australia, South America, etc. Factories were built in Spain, Italy, Poland, Algeria, Belgium, and England from 1925 in order to avoid customs taxes on imported products (such as Mac Kenna taxes in England). Launched in May 1922,

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1184-488: Was a popular car, intended to enter the market segment below the 10 HP Type A. It was "delivered complete, without extra charge, with electric starting and lighting, five tyred wheels and a rear axle with differential". The selling price of the 5HP Torpedo in 1922 (8500 FR) was about 60% of that of the 10 HP B2 (13900 FR) and was also much lower than its main competitor, the Peugeot Quadrilette (10000 FR) which

1221-468: Was also nicknamed "Cul de poule" (hen's bottom) or "boat tail" due to the rear of the little car's body and also "Trefle" (clover leaf) referring to the shape of the three-seat version. Sources The genesis of the Type C took place in the immediate post-war period, when the whole of Europe was in a disastrous state, especially economically, with relentless inflation reducing the value of savings and investments of all kinds. Only those industrialists with

1258-494: Was due to larger cars – such as the Citroën Type C , Austin 7 and Morris Cowley – becoming more affordable. Small, inexpensive vehicles reappeared after World War II, and were known as microcars . Cyclecars were propelled by engines with a single cylinder or V-twin configuration (or occasionally a three or four cylinder engine), which were often air-cooled. Sometimes motorcycle engines were used, in which case

1295-440: Was only a cycle car. Although an engineer by training, André Citroën was above all a business genius in search of new ideas to assimilate and exploit. Thus he founded a consumer credit company, allowing customers to buy cars on credit, a new method for the time. Citroën also invented the spare parts manual, the repair instructions manual, detailed repair rates and the standard exchange system for mechanical parts refurbished at

1332-605: Was organised by the Automobile Club de France in 1913, followed by a Cyclecar GP at Le Mans in 1920. The Auto Cycle Union was to have introduced cycle car racing on the Isle of Man in September 1914, but the race was abandoned due to the onset of the war. Citro%C3%ABn Type C The first colour in which it was made was a pale "grapefruit" yellow which earned it the first nickname "petite citron" (little lemon). It

1369-534: Was required. The bodies were lightweight and sometimes offered minimal weather protection or comfort features. The rise of cyclecars was a direct result of reduced taxation both for registration and annual licences of lightweight small-engined cars. On 14 December 1912, at a meeting of the Federation Internationale des Clubs Moto Cycliste, it was formally decided that there should be an international classification of cyclecars to be accepted by

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