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-The basis:

Citroën Traction 11B model 1953, serial number : 256066
11 "perfo" engine, model MP.VB 78, number AR 12693 (1911 cm3 displacement, 78x100mm, power 56ch)
Reverse carburetor simple body SOLEX PBICS
Michelin Tires X 165R.400 (in millimeters)

-The restoration :

The car was completely redone to brand new state (mechanical, upholstery, painting), according to the canons of the year of origin. The
only freedom has been taken to give it a look of 15 six (chrome grille, large bumper, big wheel hats, velvet upholstery).
Some purists may, of course, see an incongruous"tuning", but the changes are fair, it does not lack
of good-looking, and there is no anachronism ...
This practice was used (albeit fairly uncommon) in the 50', valuing the owner, who, if not rich wanted to
show that he got some good money... (a narcissistic way of upgrading the owner's ego!)

It has a trunk containing the spare wheel. As in 1953, the steering wheel is black, and the dashboard
is grey. The velvet upholstery is grey, the roof is grey, black body, as it should. The wheels are standard model
of the time, yellow wheels with big chrome hats. A chrome filler cap, a Quillery plastic"F",
very modern in 1953, two nice chrome exterior mirrors and a discrète stop ramp at the base of the rear window
(only concession to modern safety). We believe that it's
better a to get  a slight anachronism and better security.
 

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-Special equipment:

We here have to seek all the indulgence of the " guards of the temple ", who, in car restoration, consider as a sacrilege any non-compliance to the state of origin of the car (authenticity, authenticity, authenticity!!!) but they will indeed recognize that the detention of a classic car presents interest only if its owner can use it...
The "monstrousnesses" which follow have no other purpose.


-Restore and change some parts to drive:

Transmission, engine and gearbox are deposited. The engine, the transmission and the brakes are redone to brand new state. The gearbox of origin, three reports, is replaced by a box of ID or DS 19 from 1955 till 1965, four reports,  thanks to a kit of adaptation. This kit allows the assembly without bringing modifications to the vehicle and so, we can return at any time to the three reports box of origin. This original transmission keeps the same gear-lever grid on which we find four ahead reports. The reverse one is commanded by a small lever activating a cable, placed under the dashboard, near the steering column, very practical of use, we realize it in the usage, although it is puzzling at first sight. A detail.

-Electricity:

The modern systems of assistance all work in 12 volts; the electric system is thus modified, to allow their installation. The supply of the circuit is confided to an alternator 12 volts, to obtain the appropriate voltage and the amperage necessary to compensate for the losses due to the increasing of electric consumption required by these adaptations.


-Hydraulic steering:

Installing a power steering is the most delicate part of the transformation. The steering column is not apparently usable . It is necessary to find another solution.
Philippe Chauvet turns to a system derived of the agriculture and the industry, a reduction-unit of hydraulic couple.

He places this device inside the left front arm on the steering column (by cutting it). It is the only part of its transformation which obliges an irreversible modification of a mechanical elements, because the sprocket is directly cut on the steering column. It implies to return to the fist state, the exchange of the trammel and the column (what would not be a considerable modification
The hydraulic pressure necessary for the functioning of the assistance is given by a hydroelectric pump of assistance of direction, following the example of those who equip the modern cars (Clio, Corsa) .For reasons of dimensions and also aesthetics, the pump is accommodated in the right front arm of the chassis.
The only visible elements of this installation are the pipes of pressure and of return of oil, which go out of the left front arm of tne chassis, pass over the gear-box and go into the front arm of the chassis. In conclusion, a few visible modifications, nothing very shocking for a connoisseur.


-The automatic clutch:

The system to pilot the clutch results from special equipments intended for the handicapped persons.
This system, to activate the clutch, gets its power of the depression of the engine through a reserve fixed to the apron.
It is activated by three solenoid valves. The one is commanded by a button accommodated on the knob of the gear lever, the other one is connected in parallel on the supply of stop lights.
Furthermore, an electronic system allows to adjust the flexibility of use of the system.
In use, when we touch the brake or the gear lever, a solenoid valve opens. The depression acts on the membrane which makes the cluth cable move: just as if the cluch pedal would be down. When we release one of the commands, the third solenoid valve goes into action, frees the pressure, the piston does not act any more and the clutch puts itself automatically in position of skating. The gear is engaged but the car does not move. Then you accelerate slightly: a cable connected with the tringlerie of command of the carburettor returns the piston to its initial position and the car moves ahead with flexibility.



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