PARK ROYAL Vehicles London England UK

Park Royal Vehicles

Wiltax RT68

A Park Royal bodied Leyland Titan (B15).

Dating its origins back to 1889, Park Royal Vehicles along with its Leeds-based subsidiary Charles H. Roe was one of Britain’s leading coachbuilders and bus manufacturers based at Park Royal, west London, UK.

Associated Commercial Vehicles

In 1949 it became part of Associated Commercial Vehicles Ltd., which included AEC (the chassis manufacturer). This formidable combination of AEC and PRV supported the demanding requirements of London Transport and many other major fleet owners and operators. The famous Routemaster bus was built at Park Royal.

Leyland Motors

In 1962, the ACV Group merged with the Leyland Motors group to form Leyland Motor Corporation, in 1968 Leyland Motor Corporation and British Motor Holdings merged, becoming the British Leyland Motor Corporation. BL (British Leyland) was nationalised by the Labour Government in 1975, following which many subsidiaries were closed: AEC in 1979 and Park Royal in July 1980.

Other vehicles

Park Royal was also responsible for many other coachworks besides London buses. It had a vast array of vehicles to its name including the first

birch_taxi-1_500 birch_taxi-2_500 birch_taxi-3_500 birch_taxi-4_500

The one and only Birch cab

diesel London Taxi, a number of railcars and railbuses (e.g. the British Rail Class 103 and one of the British Rail Railbuses) and World War II vehicles. During World War II it also played a part in the production of Halifax bombers as the outer wings and engine cowlings were built at the Park Royal site. Park Royal built 150 Green Goddesses during the period November 1954 to January 1955 with PRV body numbers B37444 – B37593 and registrations PGW51 – PGW200.

External links

1918 lacre_jb_500 1922 charabanc_1920s-2_500 1923 short_charabanc_500 1924 daimler_charabanc_500 1924 gwr_sd_500 1925 hall-lewis_eastbourne_500 1925 number_8_charabanc_500 1926 sd_coach_500 1927 prc_hastings_500 1927 salford_city_3-sds_500 1927 salford_city_sd_500 1928 dd_bus_500 1928 maudslay_coach_500 1929 autocar_sd_500 1929 east_yorkshire_sd_500 1930 enterprise_coach_500 1930 Park Royal 1931 b31688-1_500 1931 fallowfield_and_knight_coach_500 1932 AEC Regent with Park Royal H52R body 1932 b32504-1_500 1932 b32504-2_500 1933 AEC Regents with Park Royal bodies 1934 b34674_88-1_500 OLYMPUS DIGITAL CAMERA 1935 AEC Regent with Park Royal L26-26R body a 1935 AEC Regent with Park Royal L26-26R body 1935 b35953-1_500 1935 Sunbeam MS2 Bournemouth 202, ALJ986, fitted with a Park Royal H31-25D body 1935 Sunbeam MS2 with Park Royal body Trolleybus 1935 Sunbeam MS2 with Park Royal body 1936 AEC Regent Park Royal 1936 AEC Regent with Park Royal H30-26R. 1936 Park Royal H31-25D body on its Sunbeam MS2 chassis.7 1936 Park Royal H31-25D body on its Sunbeam MS2 chassis OLYMPUS DIGITAL CAMERA 1937 Dennis Lancet with Park Royal body 1937 Leyland East Kent TS8Park Royal coach JG9938 1937 Leyland Tiger TS8 with Park Royal C32R bodywork OLYMPUS DIGITAL CAMERA My beautiful picture OLYMPUS DIGITAL CAMERA 1938 Sunbeam MF2 with Park Royal H29-25R body 1939 AEC 0661 Regent with a Park Royal H30-26R body 1939 AEC Park Royal Bridgemaster 318 1939 AEC Regent with Park Royal bodywork 1939 Park Royal AEC Routemaster 1939 Park Royal-rebodied Leyland TD5 1940 AEC Regent with Park Royal H36-22R body 1940 Daimler COG5-4, EVC244, with Park Royal body 1943 Guy Arab 10, BVL7, with Park Royal UH56R body 1943 Guy Arab I. It was rebodied (52)by Park Royal-Guy 1943 Guy Arab II with Park Royal H30-26R body 1944 Bristol K6A with Park Royal body 1944 Sunbeam W seen here with a Park Royal H30-26R body 1945 Bristol K6A with Park Royal bodywork 1945 Daimler CWA6 Park Royal H30-26R 1945 Daimler CWA6 with Park Royal H30-26R body 1945 Guy Arab with Park Royal utility body 1945 Park Royal Coachworks Ad 1945 Sunbeam W with Park Royal H30-26R body 1946 A.E.C. O661 Regent II, with Park Royal H30-26R bod 1946 Guy Arab II with Park Royal H30-26R 1946 Leyland Titan PD1 with Park Royal H54R body OLYMPUS DIGITAL CAMERA 1946 Park Royal H30-26R bodied Bristol K6A 1947 AEC Regents 41, ACP415 and 49, ACP423 (new 1948) AEC Regent III with Park Royal 56 seat bodies 1947 AEC RT with Park Royal body 1947 Karrier MS2 trolleybus 541, CVH741, with Park Royal H40-30R body 1947 Leyland PS1 with a Park Royal C32R body 1947 Park Royal L24-26R bodied AEC Regent II 1947 Park Royal-Arab 4 1948 A.E.C. O661 Regents with Park Royal L26-26R bodies 1948 AEC Regent III 6811A with Park Royal H33-26R body 1948 Dennis Lancet III with Park Royal body 1948 Karrier F4 with Park Royal H56R body 1948 Leyland 7RT with Park Royal H30-26R bodywork 1948 Leyland Tiger PS1 with Park Royal C32R body 1948 Leyland Tiger PS1-1 CFN104 with a 32 seat Park Royal coach body 1949 B.U.T. 9611T with a Park Royal H30-26RD body 1949 BUT 9611T with Park Royal H30-26RD body 1949 Dennis J3 Lancet with a Park Royal B35R body 1949 Dennis Lancet with Park Royal single deck body 1949 Guy Arab III with Park Royal 54 seat double deck body 1949 Leyland Comet CPO1 with Park Royal B30F bodywork 1949 Leyland PD2-3 with Park Royal body 1949 Maudslay Marathon III with Park Royal body, and KGG711 was an AEC Regal IV with Roe body of 1953 1949 Sunbeam W with Park Royal H54R body 1950 A.E.C. 9612A Regent III with a Park Royal L26-26R body 1950 AEC Regent 3RT with Park Royal H30-26R body 1950 AEC Regent III Park Royal H33-26R 1950 AEC Regent III with Park Royal bodywork 1950 AEC Regent III with Park Royal H30-26R body 1950 Dennis J3 Lancet EFN577 with a Park Royal C32F body 1950 Leyland PD2-1 with Park Royal H29-25R body 1950 Park Royal Vehicles LTD Ad 1950 Sunbeam F4 with Park Royal H30-26R body 1950 Sunbeam F4 with Park Royal H30-26R 1950 Sunbeam S7 with Park Royal H38-30RD body 1951 AEC Regent III with Park Royal H30-26R body 1951 Guy Arab III 6LW with Park Royal FH30-26R bodywork 1951 Guy Arab III with Park Royal body 1951 Guy Arab III with Park Royal bodywork 1951 Leyland Royal Tiger PSU1-15 with Park Royal C37C body 1951 Park Royal Ad 1952 AEC Regal IV 9822E with Park Royal bodywork 1952 Park Royal Ad 1952 regal_iv_1952-1_500 1953 AEC Monocoach with Park Royal B45F body 1953 AEC Regal IV with Park Royal B40D body 1953 AEC Regal IV with Park Royal B42D body 1953 AEC Regent III with Park Royal bodywork 1953 Park Royal Ad 1953 Park Royal Veh LTD Ad 1953 regal_iv_1953-1_500 1954 AEC Regent III with a Park Royal body a 1954 AEC Regent III with a Park Royal body 1954 Guy Arab III with Park Royal H56R body 1954 Park Royal B44F bodied AEC Monocoach 1954 Park Royal UK 1954 Park Royal 1955 AEC Monocoach with Park Royal bodywork 1955 AEC MU3RV Reliance with Park Royal B45F body 1955 AEC Reliance with Park Royal Royalist C41C 1955 Crossley Regent V (CMD3RV001) with Park Royal H33-28R body 1955 EC Monocoach MC3RV with B45F bodywork by Park Royal. 1955 Guy Arab IV with Park Royal H57RD body 1955 Leyland PSUC1-1 Tiger Cubs with Park Royal B41D body 1955 Leyland Tiger Cub PSUC1-1 with a Park Royal B39F body 1956 A.E.C. LD2RA Regent V as Western Welsh 680 with a Park Royal CO41-32RD body 1956 AEC Regent III 24, EPV24, with a Park Royal H33-28R body 1956 AEC Regent V MD3RV with Park Royal H34-28R bodywork 1956 Guy Arab IV fitted with a Park Royal H59RD body 1956 Guy Arab IVs with Park Royal H33-28RD bodywork 1956 Leyland Titan PD2-12 with Park Royal H33-28R bodywork OLYMPUS DIGITAL CAMERA 1957 Albion Aberdonian MR11Lwith a Park Royal B39F body 1957 Albion Aberdonian with Park Royal body 1957 Leyland Tiger Cub with a Park Royal body 1957 Leyland Titan PD2-12 with Park Royal H35-28RD bodywork 1958 AEC Regent V with Park Royal FH72F body 1958 AEC Reliance MU3RV with Park Royal B41F bodywork 1958 Park Royal DP41F bodied AEC MU3RV Reliance OLYMPUS DIGITAL CAMERA 1959 AEC Regent V with Park Royal FH40-32F body 1959 AEC Reliance 2MU3RV with Park Royal C41F bodywork 1959 AEC Reliance 2MU3RV with Park Royal DP40F body 1 1959 AEC Reliance 2MU3RV with Park Royal DP40F body 1959 Leyland Royal Tiger. A very nice example of this Park Royal Bodied coach 1959 Park Royal bodied AEC Regent llls 1956 OLYMPUS DIGITAL CAMERA 1960 AEC Bridgemaster 2B3RA WCY-890 Park Royal H43-29F 1960 AEC Bridgemaster B3RA with Park Royal H41-27RD 1960 AEC Bridgemaster with Park Royal body 1960 AEC Reliance 2MU3RV with Park Royal B45F bodywork 1960 AEC Reliance Park Royal DP41F 1960 AEC Reliance-Park Royal B44F OLYMPUS DIGITAL CAMERA 1961 AEC Bridgemaster 1219 with Park Royal H43 29F Body 1961 AEC Bridgemaster with Park Royal H45-31R body OLYMPUS DIGITAL CAMERA OLYMPUS DIGITAL CAMERA OLYMPUS DIGITAL CAMERA 1964 Park Royal Sales Promotion Ad 1965 Park Royal Routemaster UK 1966 Park Royal GB 1968 Park Royal Routemaster UK 1970 Park Royal a Malta 1970 Park Royal AEC a Malta 1970 Park Royal AEC GB 1970 Park Royal Malta 1970 Park Royal Valletta Malta OLYMPUS DIGITAL CAMERA OLYMPUS DIGITAL CAMERA 1975 Park Royal UK 1977 Park Royal UK OLYMPUS DIGITAL CAMERA 1980 Park Royal UK 1980 Wiltax RT68 b33645_69-1_500 b37190_3-1_500 b37252-1_500 b37293-1_500 b37683_94-1_500 b39148_72-1_500 b39148_72-2_500 b39191-1_500 b40059_81-1_500 b40059_81-2_500 b40423_9-1_500 b40423_9-2_500 b40650_7-2_500 b41205_7-1_500 b41891_6-1_500 b53296_frm1-1_500 b53296_frm1-2_500 b53296_frm1-3_500 b53296_frm1-4_500 birch_taxi-1_500 birch_taxi-2_500 birch_taxi-3_500 birch_taxi-4_500 bkh172b-1_500 cfu35-1_500 charabanc_1920s-1_500 fcr196-1_500 hgc125_500 hhl875_500 hlw51_500 hrg207-1_500 jr6600_500 newcastle_dd_500 rdh507_500 rkh115_500 rm1-1_500 rm1-2_500 rt885-1_500 rt1173_500 The one and only Birch cab vkh668-1_500 vkh668-2_500

PANHARD (LEVASSOR) since 1981 Paris France


Industry Manufacturing
Founded 1891
Founder(s) René PanhardEmile Levassor
Headquarters ParisFrance
Products Cars
02 Panhard-levassor

Panhard et Levassor (1890-1895). This model was the first automobile in Portugal
03 1894 Panhard & Levassor

Panhard et Levassor’s

Daimler Motor Carriage, 1894

04 1933 PanhardLevassorX74

1933 Panhard et Levassor X74
06 1955 DB Panhard HBR

1955 DB Panhard HBR
07 1960 Panhard DB Le Mans 2 cyl 850 ccm 60 PS

1960 Panhard DB Le Mans
08 Panhard 24

1963-1967 Panhard 24

Panhard is a French manufacturer of light tactical and military vehicles. Its current incarnation was formed by the acquisition of Panhard by Auverland in 2005. Panhard had been under Citroën ownership, then PSA (after the 1974 Peugeot Citroën merger), for 40 years. The combined company now uses the Panhard name; this was decided based on studies indicating that the Panhard name had better brand recognition worldwide than the Auverland name. Panhard once built civilian cars but ceased production of those in 1968. Many of its military products however end up on the civilian market via third sources and as military/government surplus vehicles. Panhard also built railbuses between the wars.


Panhard was originally called Panhard et Levassor, and was established as a car manufacturing concern by René Panhard and Émile Levassor in 1887.

Early Years

Panhard et Levassor sold their first automobile in 1890. based on a Daimler engine license. Levassor obtained his licence from Paris lawyer Edouard Sarazin, a friend and representative of Gottlieb Daimler’s interests in France. Following Sarazin’s 1887 death, Daimler commissioned Sarazin’s widow Louise to carry on her late husband’s agency. The Panhard et Levassor license was finalised by Louise, who married Levassor in 1890. Daimler and Levassor became fast friends, and shared improvements with one another.

These first vehicles set many modern standards, but each was a one-off design. They used a clutch pedal to operate a chain-driven gearbox. The vehicle also featured a front-mounted radiator. An 1895 Panhard et Levassor is credited with the first modern transmission. For the 1894 Paris–Rouen Rally, Alfred Vacheron equipped his 4 horsepower (3.0 kW; 4.1 PS) with a steering wheel, believed to be one of the earliest employments of the principle.

In 1891, the company built its first all-Levassor design, a “state of the art” model: the Systeme Panhard consisted of four wheels, a front-mounted engine with rear wheel drive, and a crude sliding-gear transmission, sold at 3500 francs. (It would remain the standard until Cadillac introducedsynchromesh in 1928.) This was to become the standard layout for automobiles for most of the next century. The same year, Panhard et Levassor shared their Daimler engine license with bicycle maker Armand Peugeot, who formed his own car company.

In 1895, 1,205 cc (74 cu in) Panhard et Levassors finished first and second in the Paris–Bordeaux–Paris race, one piloted solo by Levassor, for 48¾hr. Arthur Krebs succeeded Levassor as General Manager in 1897, and held the job until 1916. He turned the Panhard et Levassor Company into one of the largest and most profitable manufacturer of automobiles before World War I.

Panhards won numerous races from 1895 to 1903. Panhard et Levassor developed the Panhard rod, which became used in many other types of automobiles as well.

From 1910 Panhard worked to develop engines without conventional valves, using under license the sleeve valve technology that had been patented by the American Charles Yale Knight. Between 1910 and 1924 the Panhard & Levassor catalogue listed plenty of models with conventional valve engines, but these were offered alongside cars powered by sleeve valve power units. Following various detailed improvements to the sleeve valve technology by Panhard’s own engineering department, from 1924 till 1940 all Panhard cars used sleeve valve engines.

The First World War

Under the presidency of Raymond Poincaré, which ran from 1913 till 1920, Panhard & Levassor’s 18CV and 20CV models were the official presidential cars.

During the war Panhard, like other leading automobile producers, concentrated on war production, including large numbers of military trucks, V12-cylinder aero-engines, gun components, and large 75 and 105 diameter shells.

The military were also keen on the sleeve valve engined Panhard 20HP. General Joffre himself (not, till December 1916, promoted Marshal of France) used two 35HP Panhard Type X35s with massive 4-cylinder 7,360cc engines for his personal transport, and these were frequently to be seen by Parisians carrying military leaders between the front-line and the Élysée Palace.

Between two world wars

Following the outbreak of peace in 1918, Panhard resumed passenger car production in March 1919 with the 10HP Panhard Type X19 which used a 4-cylinder 2,140cc engine. This was followed three months later by three more 4-cylinder models which will have been familiar to any customers whose memories pre-dated the war, but they now incorporated ungraded electrics and a number of other modifications. For the 15th Paris Motor Show, in October 1919, Panhard were displaying four models, all with four cylinder engines, as follows:

  • Panhard Type X19 2,150 cc / 10 HP
  • Panhard Type X31 2,275 cc / 12 HP
(This replaced the 12 HP Panhard Type 25 for 1920.)
  • Panhard Type X28 3,175 cc / 16 HP
  • Panhard Type X29 4,850 cc / 20 HP

By 1925, all Panhard’s cars were powered by Knight sleeve valve engines that used steel sleeves. The steel sleeves were thinner and lighter than the cast iron ones that had been fitted in Panhard sleeve valve engines since 1910, and this already gave rise to an improved friction coefficient permitting engines to run at higher speeds. To reduce further the risk of engines jamming, the outer sleeves, which are less thermally stressed than the inner sleeves, were coated on their inner sides with an anti-friction material, employing a patented technique with which Panhard engineers had been working since 1923. This was one of several improvements applied by Panhard engineers to the basic Knight sleeve-valve engine concept.

In 1925 a 4.8 litre (292ci) model set the world record for the fastest hour run, an average of 185.51 km/h (115.26 mph).

A surprise appeared on the Panhard stand at the 20th Paris Motor Show in October 1926, in the shape of the manufacturer’s first six cylinder model since before the war. The new Panhard 16CV “Six” came with a 3445cc engine and sat on a 3540 mm wheelbase. At the show it was priced, in bare chassis form, at 58,000 francs. Of the nine models displayed for the 1927 model year, seven featured four cylinder engines, ranging in capacity from 1480cc (10CV) to 4845cc (20CV), and in price from 31,000 francs to 75,000 francs (all in bare chassis form). Also on show was an example of the 8-cylinder 6350cc (35CV) “Huit” model which Panhard had offered since 1921 and which at the 1926 show was priced by the manufacturer in bare chassis form at 99,000 francs.

Panhard et Levassor’s last pre-war car was the unusually styled monocoque Dynamic series, first introduced in 1936.

Panhard et Levassor also produced railbuses, including some for the metre gauge Chemin de Fer du Finistère.

Post-war era

After World War II the company was renamed Panhard (without “Levassor”), and produced light cars such as the Dyna XDyna ZPL 1724 CT and 24 BT. The company had long noted the weight advantages of aluminum, and this as well as postwar government steel rationing (designed to limit new car models to ensure an orderly return to production at the major firms), encouraged the firm to proceed with the expensive alternative of making the bodies and several other components out of aluminum; thus the Dyna X and early Dyna Z series 1 had aluminum bodies. Unfortunately, cost calculations by Jean Panhard himself, inheriting son and managing director of the firm, failed to account fully for all of the extra cost of aluminum vs steel, as his calculation were made for the sheet metal panel area actually utilized per body shell, and erroneously did not account for the cut offs and scrap of each of the stampings making up the shell. Once in production, a re-examination cost analysis showed a cost of 55,700fr for aluminum shells and only 15,600fr for steel. The use of aluminum had pushed the firm perilously close to bankruptcy, and a rush engineering job saw the firm return to steel. Thus, the later Dyna Z (from mid September 1955) and the successor PL 17 bodies were steel, and the major stampings retained the heavier gauge intended for durability with aluminum, so as to avoid complete replacement of the stamping dies.

The air-cooled flat-twin engine of the Dyna was also used by Georges Irat for his “Voiture du Bled” (VdB) off-road vehicle, built in Morocco in small numbers in the early 1950s.

The styling of the Dyna Z was distinctively smooth and rounded, with an emphasis on aerodynamics and an overall minimalist design. The 24 CT was a later (fr summer 1963-on) stylish 2+2 seater; the 24 BT being a version of the same with a longer wheelbase and space for four.

For a period after the war, the Panhard-based Monopole racing cars received unofficial support from Panhard (as did DB and other clients such as Robert Chancel), using it to good effect in winning the “Index of Performance” class at Le Mans in 1950, 1951, and 1952. In 1953, Panhard moved on to a more direct involvement with Chancel, which however came to an end after the deadly 1955 Le Mans. In the latter half of the fifties and the early sixties, the Deutsch Bonnet racers (“DB Panhard”) picked up this mantle and went on to dominate the “Index of Performance” as well as other small-engine racing classes.

The last Panhard passenger car was built in 1967. After assembling 2CV panel trucks for Citroen in order to utilize capacity in face of falling sales, and raising operating cash by selling ownership progressively to Citroën (full control as of 1965), in fall of 1967 the civilian branch was absorbed by Citroën, and the marque was retired. Since 1968 Panhard has only made armored vehicles.

In 2004, Panhard lost a competition to another manufacturer of military vehicles, Auverland, for the choice of the future PVP of the French Army. This allowed Auverland to purchase Panhard in 2005, then a subsidiary of PSA Peugeot Citroën. However, the fame of Panhard being greater, it was decided to retain the name; the PVP designed by Auverland would bear a Panhard badge.

Car models

Panhard models

Type Construction period
Panhard Dyna X 1945–1954
Panhard Junior 1951–1956
Panhard Dyna Z 1953–1959
Panhard PL 17 1959–1965
Panhard CD 1962–1965
Panhard 24 1963–1967

Models with Panhard technology

Type Construction period
Dyna Veritas 1949–1954
Rosengart Scarlette 1952
DB HBR 5 1954–1961
DB Le Mans 1958–1964
Sera-Panhard 1959–1961

Current military models

09 French VBL

VBL of the French Army



PVPXL / AVXL: an enlarged AVL

TC 54

TC 10

TC 24


Peugeot P4

ERC 90 Sagaie

VBR: enlarged VBL multipurpose armored vehicle

VAP: Véhicule d’Action dans la Profondeur (deep penetration vehicle), VBL based special operations vehicle

VPS: P4 based SAS Patrol vehicle

Vehicles in service

Panhard has supplied more than 18,000 military wheeled vehicles to over 50 countries with a range of combat vehicles weighing less than 10 tonnes, as follows:

5,400 armoured wheeled vehicles (AMLERC 90 Sagaie, and LYNX VCR 6×6)

2,300 VBL in 16 countries which includes 1600 in service with the French Army

933 A4 AVL—PVP—selected by the French Army

9,500 vehicles under 7 tonnes; most being jeep-like vehicles produced under the Auverland name.


10 1996 110 ans de l'automobile au Grand Palais Panhard et Levassor Wagonette 2cyl 4 CV
Panhard et Levassor 4 CV with Wagonette body (1896)
11 1898 Panhard-Levassor Landaulet type AL
Panhard et Levassor Landaulette type AL (1898)
12 PSM V57 D609 Panhard and levassor vehicle
Panhard et Levassor automobile circa 1900
13 PSM V57 D609 Motor of vehicle
Panhard et Levassor water-cooled 2-cylinder automobile engine, circa 1900
14 1901 Panhard et Levassor 2,4 litres Phaéton à conduite avancée Carosserie Kellner
Panhard et Levassor 2,4 litres Phaéton coachwork by Kellner (1901)
15 1902 Panhard et Levassor 7 CV bicylindre Voiturette par Clément-Rothschild
Panhard et Levassor 7 CV Voiturette (1902)
16 1903 Panhard et Levassor Char-à-banc
Panhard et Levassor Char-à-banc (1903)
17 1914 Panhard-Levassor
Panhard et Levassor 10 CV (1914)
18 Castle Hill, Lincoln Vehicle
Panhard et Levassor X46 2300cc (1924) Saloon by Salmons and Son, Tickford
1930 Panhard Cabrio-Coupé - Pourtout
Panhard et Levassor Cabrio-Coupé Pourtout
20 1934 Panhard - 1ère Eclipse, nov. 1934 PourtoutPanhard et Levassor Eclipse (1934) Pourtout
21 1952 Panhard X 86
Panhard Dyna X 86 Saloon (1952)
22 Panhard Dyna Allemano
Panhard Dyna 750 Coupé Allemano (1952)
23 Panhard Dyna Z 3
Panhard Dyna Z (1953)
24 Panhard 24 1ct
Panhard 24 CT, (1966)
25 AMD Panhard 178 Saumur
26 Panhard EBR in the Musée des Blindés, France, pic-4
27 SATORY 9 JANVIER 2014 094
26 Peugeot P4 dsc06852

See also

Panhard et Levassor Dynamic


Panhard et Levassor Dynamic 130, 140, 160

1 1937 MHV P&L Dynamic 011937-mhv-pl-dynamic

Manufacturer Société des Anciens Etablissements Panhard et Levassor
Production 1936 – 1940
Assembly Porte d’Ivry districtParis
Designer Louis Bionier
Body and chassis
Class Large car
Body style 4-door saloon
4-door “6-light” saloon
2-door coupé
2-door cabriolet
Layout Front enginerear-wheel drive
Engine 2,516 cc – 3,834 cc sleeve-valve I6
Wheelbase 2,600 mm (102 in)
2,800 mm (110 in)
3,000 mm (118 in)
Length 4,750 mm (187 in) to 5,150 mm (203 in)
Width 1,900 mm (75 in)

The Panhard et Levassor Dynamic is a large car introduced by the French auto-maker Panhard et Levassor as a replacement for the company’s CS model at the Paris Motor Show in October 1936.

2 1939 PanhardLevassorDynamic140TypX81

1939 Dynamic 140 six-light Berline(X81)
3 1936 MHV P&L Dynamic 05

A Dynamic 140 Coupé Major

The bodies

For the Dynamic, Panhard et Levassor’s in-house designer Louis Bionier came up with a streamlined design, featuring half-covered rear wheel arches, an eye-catching three-piece front windscreen with three wipers, and headlights integrated into the front wings. All these features caught on with other auto-makers in subsequent years, and headlights integrated into the bodywork became mainstream, but in 1936 they gave the car a very modern look.

The bodies were also of great technical interest. Despite its size, the Dynamic offered little comfort to traditional coachbuilders, being the first French car in the luxury class to feature a steel body electrically welded together and constructed as a monocoque, without a separate chassis.

A “six-light” four-door saloon/sedan bodied version was offered with a long passenger cabin, but no trunk/boot. This version, introduced in the fall of 1937, could seat nine. A four-door saloon/sedan (“berline”) was also available with a shorter passenger cabin, but with a protruding boot/trunk. The car was also unusually wide, allowing for three abreast seating: on early cars, Panhard et Levassor positioned the steering wheel in the middle of the front panel. It was hoped that this would provide a superior view out. The centrally mounted steering was probably the feature that attracted the most comment when the car appeared at the 1936 Paris Motor Show, and Panhard et Levassor advertised it as a “common sense” solution during a period when French automakers were switching over from right hand drive (which had been virtually universal in France twenty years earlier) to left hand drive (which would be virtually universal in France twenty years later). However, the market-place found the central steering wheel an innovation too far and drivers complained about the contortions necessary to slide from the side of the wide car to the central position necessary to control it. From 1938 the Panhard et Levassor Dynamic featured a conventionally positioned steering wheel.

There were also two-seater coupé versions and a cabriolet version offered, but by the end of 1938 these “minority“ models had accounted for only 358 cars.


A first prototype, known as the Dynamic 20 CV, was presented in March 1936. This was powered by a six-cylinder in-line engine of 3,485 cm3 with cylinder diameters that indeed corresponded with the French 20 hp taxation class. However, the car that entered production and was offered for sale from May 1935 as the Dynamic 130 came with the six-cylinder in-line sleeve-valve engine of 2,516 cc from the predecessor model, the Panhard et Levassor CS. This placed it in the French 14 CV taxation class. The “130” in the name was to indicate a claimed top speed of 130 km/h (81 mph).

Along with the Dynamic 130, Panhard et Levassor offered a Dynamic 140, which shared its engine with the (initially still in production) “CS Spécial” model. The engine size on this version was 2.861 cc (16 CV). Actual claimed horsepower was 75 hp (55 kW) and it was this “Dynamic 140” that was the most popular with customers, 2,230 having been produced by 1940 when war brought production to an end. By this time the car had become the last production sleeve-valve-engined car in the world.


While three wheelbases were available, the shortest was largely restricted to the (soon discontinued) Coupé Junior model and the longest to the Berline. Most Dynamics (Majors) ended up having the 280 cm wheelbase. In 1937 Panhard et Levassor introduced a range topping “Dynamic 160”, as a successor to the Panhard et Levassor DS. This car was fitted with a 3,834 cc (22 CV) version of the Panhard et Levassor six-cylinder in-line engine, with 100 PS (74 kW). 153 had been produced by 1938.


Panhard et Levassor Dynamics were never particularly cheap, which reflected the technological progress that they represented. However, less than six months after the October 1936 launch Panhard et Levassor updated their price list, many the prices published in February 1937 involving eye-watering increases of more than 20%. After February 1937 the short wheelbase “Junior 130” (coupe) 14CV Dynamic was priced at 53,850 Francs while prices for the four door “Berline 130” started at 58,850 Francs. For comparison, the Renault Primaquatre, admittedly an older and less flamboyant design from a manufacturer who still fitted side-valve engines in all its models, but nonetheless with an engine size and wheelbase length that also placed it squarely in the same 14CV category as the Panhard et Levassor, was priced at 22,500 Francs for a “Berline” (saloon/sedan) in October 1936, which had risen to 25,500 Francs in October 1937 Price lists from Talbot, whose Minor was launched in October 1937 with a list of 42,500 Francs for a 13CV four seater compact four door “Berline” from a manufacturer with a more modern model range, also left the listed prices for the Panhard et Levassor Dynamic looking optimistically high.

Wartime production

In September 1939 France declared war on Germany and in June 1940 the German army rapidly invaded and occupied Northern France. Before September 1939, unlike Renault, Panhard et Levassor had not supplied cars to the French army, but with the outbreak of war Panhard et Levassor received an order for 180 of the larger-engined Dynamics, with the emphasis on the long cabined “six-light” sedans/salons. The army cars, generally reserved for senior ranks, are in most instances recognisable from the spare wheel mounted on the outside of the rear panel. Civilian versions, even with the long cabin body, kept the spare wheel inside the car.

As the war progressed, Panhard et Levassor found it prudent to transfer production to their site at Tarbes in the extreme southwest, and a gazogene powered version of the Dynamic was produced albeit only in small numbers. However, following the defeat of France in June 1940 Panhard et Levassor, along with other auto-makers was increasingly obliged to manufacture military supplies.

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