What would you have bought if you wanted an innovative, stylish, French car during the 1960s? The answer for millions of people was, of course, the Citroën DS, yet there was something decidedly more niche. The front-wheel-drive, two-door, air-cooled flat-twin-powered Panhard 24 Coupé would be the company’s last car, and today it remains a very select choice among classic owners. Yet, like most forward-thinking cars, it has aged incredibly well, and despite its fantastic ageless looks, prices still seem to be extremely tempting for anyone willing to take the plunge.
The story of Panhard is a fascinating one, yet like most innovative manufacturers its downfall would ultimately be the business of actually making money. Starting out in 1890, French manufacturer Panhard et Levassor was a company known for innovation. After World War Two, Panhard built a string of lightweight, efficient cars, but ultimately financial woes would see the company fall under the control of Citroën in the early 1960s. With Panhards now forming a part of the larger range, a coupé model was mandated for the PL17 saloon’s replacement, so as not to cannibalise sales from the DS.
The 24 CT was launched to the press in 1963, a gloriously stylish and clever car, although bodied in steel rather than the aluminium of earlier cars. With a distinctive trapezoidal roofline, the body looked futuristic and aerodynamic. Its 848cc twin-cylinder engine was a development of a power unit that dated back to the 1940s, and was showing its age – although it had been pushed to produce a healthy 60bhp. This meant that performance was eager enough, with a top speed in excess of 90mph. Although the suspension set-up of independent transverse leaf springs at the front and torsion bars at the rear gave it a good ride and capable handling, the car’s all-round drum brakes were considered to be less than adequate even in period.
It went on sale in 1964 as the basic C – a lower-spec model with a reduced 48bhp output – and the higher-spec CT, and sales were mildly disappointing. Although offered officially in the UK, it was extremely expensive (due to the horrendous import duties of the time) and not many were sold here. 1965 saw arguably the biggest change, with new longer-wheelbase B and BT models launched. The two versions were generally the same as their shorter siblings, with the BT getting the higher-output engine and a higher level of equipment. All models received front disc brakes from 1965, too.
Citroën took full control of Panhard later that year, which in reality spelled the end for Panhard. Despite a lack of investment – Citroën choosing to make use of the extra production capacity to build additional 2CV vans rather than continue development of the 24 Coupé – 1966 saw a new, much more basic BA model offered, although very few of these were built as sales continued to slump.
Production of the 24 Coupé soldiered on until July 1967, at which point Citroën pulled the plug completely after building only 28,651 units, and with it ended the Panhard marque being associated with road-going cars. The name did continue, however, with the company building military vehicles for many decades. There’s a great Panhard club in the UK, but buying a 24 Coupé is certainly not for the faint of heart.
Panhard CT24 common problems
• Even when new, most mainstream mechanics were unaware of the engine’s quirks so finding one that’s been correctly looked after is difficult. The whole oil system runs at low pressure, and that pressure is fed mainly to the hydraulic tappets and main roller bearings. The little ends and bores are splash-fed by slingers on the crank web, and these are known to clog and starve big-end bearings. Oil must be changed every 3000 miles. There’s no oil filter either, simply a wire mesh around the oil pump. If the car hasn’t been used regularly, the engine will most likely need a rebuild.
• All body panels except the roof bolt on, although finding parts is a nightmare. Rust often hides unseen beneath these panels. One key area to look at is where the rear wings bolt on around the boot, as well as the tops of the rear wheelarches. The back of the roof should be inspected, as well as the floors.
• Although the structure is monocoque, it uses a heavy-gauge tube that runs behind the sills and around the car to which the front subframe and rear axle are fixed. This can rust beneath the sill.
• Exhaust system condition is critical as the entire engine and gearbox rely on it for support – and a system can cost around £1200. Club tech advisor John Passfield warns buyers to be aware that there are no UK garages that specialise in repairs.
What to pay
Prices are very much dependent on condition; while you might find a basket-case from around £1000, for a complete car that could be turned around expect something closer to £3000. For a runner in fair condition, prices seem to sit around £7000, although recently a top-condition, right-hand-drive car sold for £12,000.
