Delightfully odd: 4 of America’s favorite French collector cars

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Recently, French carmaker and Renault performance brand Alpine (pronounced Al-peen for all you non-French speakers) announced plans to sell cars in America. They’re not headed here till 2027 or ’28, though, and with just a pair of (yawn) electric crossovers and, maybe, an electric version of their acclaimed A110 sports car. This got us thinking about the French cars that are already here, and what the market is like. After all, it’s been some time since Americans were able to buy a new French car.

French cars in America

The French were automotive pioneers, and led the world in motorcar production and adoption at the end of the nineteenth century. At the height of Art Deco in the ’30s, many of the world’s most glamorous cars and some of the most prolific coachbuilders hailed from there. Today, France is the third biggest carmaker by production in Europe, and in much of the EU, South America, and Africa, you can’t walk a few blocks without banging your shins on something four-wheeled and French.

Yet they’ve never done well in the good ol’ U.S. of A. Beverly Hills Bugatti dealership aside, fabriqué en France just isn’t a label we see on our cars. In fact, the last time we average hot dog-eating, coach-flying Americans could buy a French automobile was before the Peugeot 505 quietly bid us adieu in 1991. That’s before many of today’s car enthusiasts were even born. There was a time, though, when we could easily buy cars from our oldest allies.

In the 1950s and ’60s, with America riding the post-WWII money train, selling cars here was a lifeline for many a European automaker. French brands were no exception, with Renault and Peugeot making the strongest plays to the American market.

In the end though, part of what doomed French carmakers in the US is what so many other European companies struggle with in this very large country—poor dealer support, inconsistent parts availability, and iffy reliability of systems that are unfamiliar to American mechanics. But there was another issue that’s a little more, well, French.

If there’s one stereotype about French cars (other than that they break a lot), it’s that they’re… odd. For all our love of individualism, Americans don’t tend to buy quirky cars. With very few exceptions (like the Renault Floride/Caravelle), the French didn’t design cars for Americans. They designed them for French people. As Eisenhower’s America built the Interstates, De Gaulle’s France traversed rougher, more pastoral roads. Cars suited to one weren’t particularly suited to the other. The Volkswagen Beetle, which at least had the Autobahn as a reference, simply won more American small car buyers in the ’50s and ’60s. So did the Japanese in the ’70s and ’80s.


These days, French cars on American lots are a distant memory, and enthusiast circles around the classic ones are relatively tiny. The most popular French car insured by Hagerty members is the Citroën 2CV, but among all classics, the snail-shaped Citroën ranks a lowly 469th, just behind the Ford Pinto. As for the rest of the most popular French cars in the market, they aren’t the ones that originally sold here in the highest quantity. They’re the cars people have saved, restored, or imported, cars that US enthusiasts value for their design, pedigree, character, and, ironically, their French-ness. Interestingly enough, most of them are Citroëns.

Citroën 2CV

1973 Citroen 2CV 4 front three quarter
This 1973 Citroen 2CV 4 sold for a steal at $8750 in 2020. Bring a Trailer/911r

Median #2 value: $29,000

Perhaps the most “French” of French automobiles as well as the most “designed for France, not America” car has got to be the Citroën 2CV. The brainchild of company vice president Pierre Boulanger, the 2CV (or deux chevaux, referring to the car’s tax class of 2 steam horsepower) was conceived in the 1930s to liberate the French countryside, where most people still relied on the kind of horsepower that has four legs and runs on grain.

Famously designed to “carry a basket of eggs across a plowed field,” the 2CV finally debuted in 1948 with a tiny, motorcycle-inspired air-cooled flat-twin, mounted in front of the front wheels it drove. Inboard front brakes, rack-and-pinion steering, radial tires, and interlinked horizontal coil spring suspension were all advanced stuff, especially for a cheap people’s car.

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As for the weird bits, the side windows flip up like in a small airplane rather than roll down like in, you know, a car. The rear seat (and on certain models the radio) can also be removed, so you can have more luggage space or room to carry the trappings for a wine and cheese picnic. The shifter for the four-speed gearbox, meanwhile, sticks straight out of the dash and curves upward into a knob. It looks a little foreign, but if you ignore the layout and shift it like a regular four-on-the-floor, it doesn’t take long to get used to. Jokingly referred to as “umbrellas on wheels,” 2CVs also feature a full-width roll-back roof to open up part of or the whole car on sunny days, or to make room for tall cargo.

The 2CV chugged along for 42 years, with 3.8M units churned out by the time production ended in 1990. It gradually got better and more “powerful” over time, but it didn’t change a whole lot in those four decades. About 30 hp is the most 2CV drivers ever had to work with, so driving flat out merely means using all the engine’s resources to get to the posted limit. Despite constantly having to lean into the throttle, the little flat-twin is unburstable, and even at speed, a softly-sprung Deux Chevaux is as comfortable as most proper luxury cars, if not as quiet. In fact, the only real enemy of a 2CV is rust. Otherwise, simplicity and ease of service are baked in.

Buying and owning a 2CV should be a rewarding experience. Parts are affordable, working on one is straightforward, and the purchase price offers tons of fun and character for the money even if it’s a ripoff in terms of performance per dollar. The median condition #2 (Excellent) value for a 2CV in the Hagerty Price Guide is $29,000 and has doubled over the past 10 years. While not cheap, it’s less expensive than a Beetle of the same era. Driver-quality cars can be had for under $20K. Rarer variants like the two-tone Charleston model or the ultra-rare twin-engined 2CV Sahara can be significantly more expensive.

Citroën DS

1973 Citroen DS23 Pallas front three quarter
This 1973 Citroen DS23 Pallas sold for $80,000 in 2022. Bring a Trailer/classicfun

Median #2 value: $43,100

An entirely different automobile from the same company and era is the Citroën DS. If the 2CV was for the French peasantry, the DS was for the French of the Space Age future. The star of the 1955 Paris Motor Show, it showcased the self-leveling, adjustable height hydro-pneumatic suspension that became a Citroën hallmark.

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Bring a Trailer/classicfun
Bring a Trailer/classicfun

The four-cylinder engine was just about the only conventional thing on the car. Like the suspension, the semi-automatic transmission was also hydraulic, the single-spoke steering wheel looked like science fiction, the roof was fiberglass, the disc brakes were mounted inboard, the front track was wider than the rear, the rear signals sat high on the C-pillars, the brakes came on via a rubber button in the footwell rather than a pedal, and the headlights turned with the steering wheel. Citroën packed every bit of tech they could think of into the DS, which explains one of the advertising slogans: “It takes a special person to drive a special car.”

So special, in fact, other companies never really tried to copy it. In retrospect, that’s odd, since the DS is said to be among the most comfortable cars ever made. The hydropneumatic suspension even helped French President Charles de Gaulle escape an assassination attempt when the chauffeur skidded his DS to safety despite the four shot-out tires.

During its 20-year production run, the DS morphed from DS19 (1.9-liter) to DS20 (2.0-liter) to DS21 (2.1-liter) to DS23 (2.3-liter). It was also available as a lower-cost “ID” model with fewer convenience and power features as well as an extra-luxury “Pallas” model. Facelifts occurred in 1962 and ’67, and body styles in addition to the standard sedan included a “Safari” station wagon and a very rare, very expensive two-door convertible built by coachbuilder Henri Chapron.

Production worldwide totaled nearly 1.5 million units, but fewer than 40,000 were sold stateside from 1956–72. Expensive, slow, unusual-looking, poorly-equipped compared to domestic luxury cars, and riding on alien hydraulics, it just didn’t appeal to the American upscale car buyer.

Today, the median condition #2 value for a DS (not including the Chapron cabriolets, which cost well into six figures) is $43,100. Wagons tend to sell for less than sedans and prices can vary by year and equipment, but more important than anything is condition. They don’t carry DS parts at Pep Boys and there isn’t a Citroën specialist in every town.

Citroën SM

1972 Citroën SM side profile
This 1972 Citroën SM sold for $24,200 in 2021. RM Sotheby's/Patrick Ernzen

Median #2 value: $68,000

In 1968 Citroën, seeking a high-performance engine, bought a little company called Maserati. Now armed with their subsidiary’s four-cam V-6 (later used in the Merak), they stuffed it into the latest Citroën four-seat GT car, the SM. Building on the DS’s novel features but wrapped in a sleeker, more powerful, two-door package, the SM was the fastest front-wheel drive car in the world when it was new. It also featured cutting-edge stuff like variable-ratio power steering and rain-sensing wipers (in 1970!). Robert Opron, an architect by training, was Citroën’s head designer and gets the credit for the SM’s gorgeous teardrop shape. Produced for six years, the SM featured one of three engines: a 2.7-liter, Weber-carbureted version of the Maserati engine; a Bosch fuel-injected version of the same displacement; or a 3.0-liter unit. A 5-speed manual with a lovely open barrel gated shifter or a 3-speed automatic were the transmission choices.

Already reasonably well-established in the US, Citroën brought the SM to the States, where it competed with cars like the BMW 3.0 CS, along with the two-door personal luxury offerings from Detroit. Motor Trend gushed about the SM and awarded it Car of the Year (it was the first foreign car to win), which helped push US sales to about 2000 units out of the fewer than 13,000 sold worldwide. Regulations pushed Citroën out of the US in 1974. The same year, the company went bankrupt and ran into the arms of Peugeot. The SM was axed, while Maserati was sold off to DeTomaso.

Clean SMs do fetch a premium, but their cost of entry isn’t exceedingly expensive, especially given the rarity, beauty, and unique driving experience. Perfect condition #1 (Concours) values crested $100K during the pandemic boom, but they have since softened a bit and solid, drivable examples sell in the mid-five-figure territory.

Where the car can get expensive is in the cost of ownership. SMs come with all the complications of a DS and layer on an Italian thoroughbred engine that can be needy. European market cars tend to command a premium because they got the trick turning headlights (the ones over here were conventional fixed units) and five-speeds are naturally more sought after, but the most important things are condition and regular service.

Alpine A110

1974 Alpine-Renault A110 front three quarter
This 1974 Alpine-Renault A110 sold in 2022 for ~$94,000. RM Sotheby's/Keno Zache

Median #2 value: $129,000

Coming full circle to Alpine, the original A110 is the car for which the brand is most famous. Market interest points to the little rally champ as one of the most sought-after French classics here. Though it never sold here in large numbers, its pedigree has cultivated a strong (if small) following.

America wasn’t on Jean Rédélé’s radar when he started Société Anonyme des Automobiles Alpine in the 1950s. The small Normandy-based outfit was primarily interested in racing, and after raiding the Renault parts bin to build a few sports cars, Alpine struck a breakout hit in the 1963 A110. With a fiberglass body on top of a backbone chassis (not unlike a Lotus Elan) and a rear-engine, rear-biased layout with snappy handling (not unlike a Porsche 911), it quickly became a rally favorite. Its short wheelbase, low height (44 inches), light curb weight (about as much as a Mini), and ability to sail around tight corners in a controlled slide brought quick success. The A110’s Renault-based, Gordini-tuned engines got larger and more powerful over the years, and enabled the car to win half of the top-level international rallies on the 1971 schedule, embarrassing the new Porsche 914/6 GT with a victory at the Monte Carlo Rally on the way. In 1973, the A110’s basic design was a decade old, but that didn’t stop it from winning the first World Rally Championship (WRC) title and six of the season’s 13 rounds.

The A110 was very much a car for European roads and drivers, but racing success spreads reputations worldwide, and Alpines are among the most desirable French cars in America. They’re expensive for a tiny four-cylinder car, but compared to a certain other classic rear-engined, lightweight coupe with lively handling and racing pedigree (ahem, 911), it’s not so bad.

Pricing A110s can be tricky. Condition #2 values range from $129K to $200K, but that doesn’t tell the whole story. Generally, later cars with larger engines are more desirable. Displacement included 956, 1100, 1300, and 1500cc versions. Later, faster ones used an aluminum 1600-cc engine, which is sometimes transplanted into earlier cars. Competition history, meanwhile, can make a bigger difference than anything. An ex-Works rally winner is going to sell for far more than even the world’s cleanest road car.

Then there’s another wrinkle: contract-built cars. Since demand for its rally-winning A110 outstripped Alpine’s capacity, it contracted out construction to firms in Spain, Brazil, Mexico, and even Bulgaria. Diesel Nacional (DINA) in Mexico built a few hundred and badged them “Dinalpins,” while Bulgarian company ETO built a handful of “Bulgaralpines.”

Alpine A110 FASA front three quarter
An A110 built by FASA in Spain sold for $65,000 in 2023. Bring a Trailer/Nando5684

Most of the foreign-built A110s (about 1500) came from Fabricación de Automóviles Sociedad Anónima de Valladolid (FASA) in Spain. These foreign-built Alpines are rarer and mechanically identical, but typically sell at a significant discount compared to their home-grown siblings. If you don’t mind an “hecho en México” sticker, it’s the frugal way to get into one of the most popular French designs out there.




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    I would love to drive a 2CV, but I haven’t seen any in this country in years. I do know where there’s a Renault Dauphine on top of a pole in the outskirts of Hot Springs, Arkansas.

    I own a 2963/86 2CV, a Charleston model, I am moving to a Retirement community soon and will need to sell it. It is restored.

    Try Oregon, the combination of the Port of Portland, no road salt and Bill Lonseth means Citroens are as plentiful as they get in the US, plus a lot of Peugeots, but not many Renaults. I’ve seen several 2CVs on the road, and a slightly rough DS on Craigslist this spring.

    I like the old Peugeot 404. It’s kind of a more substantial Renault Dauphine, with a splash of Studebaker Lark.

    I owned a Renault Caravelle in the late 1980s. Before the internet. I only got to drive it twice. It had engine problems but I could not find parts. Back then you had to get plugged into a club or other collectors to find parts, or I guess you could learn to speak French and order them from country of origin.

    Otherwise the car was in great shape and it even had the hardtop. I ended up selling it to a Renault enthusiast for 20% of what I paid for it. I wish I still had that car now that I have more money and more resources. Live and learn I guess.

    Hmm, Citroën or Yugo? Citroën or anything built in Great Britain? Citroën or Fiat? They all translate to “drive it for an hour, work on it for a week.”

    Rubbish, I’ve had many British cars and drove them for many thousands of miles, in Africa, and had no major problems.

    Not factual! French cars were the stars of so many world “raids”…, educate yourself please.

    Rubbish I have been driving my 1955 MG TF 1500 for nearly 40 years and over 500k miles. (I’m on the 5th rebuild of the orginial engine.)

    40 years ago at my shop we had a 1969 Peugeot come in with a miss. We ordered wires, plugs, points etc for a tune up. We had no spark plug socket that would fit in the tube where the spark plugs were. They were in the center of the head like many cars today. way down. Not wanting to waste anymore time I decided to put the parts in the guys trunk not to misplace them. When I opened the trunk I saw the spare tire, jack and a 2 piece lug wrench. The lug wrench for some reason looked odd to me. It not only removed the lugs but was thin enough to get into the tube and removed the spark plugs. I think it was a 404. It ran good when we done, road very nice and seats were very comfortable. Unfortunately it looked like rectangular box with wheels and lights.

    That’s what the rectangular box was supposed to be, functional, without all the unnecessary gizmos that they had on the Yank tanks of the day.

    I could never part with our 57 2CV, my dad converted it to electric in the 70’s, and it even made its way into Hemmings. My collection of 504 diesels has become quite badly rotted. Does anyone value them for parts?
    They were wonderful cars.

    100% on the 504. In the mid 80s I owned a 504 diesel wagon with an automatic transmission. Getting on the interstate could be challenging, But once up to speed it was comfortable and would eat up the miles. I drove it all over the Midwest and East to watch the IMSA circus of the day. Once you got to the track it would also serve as a motor home with over 6 feet of sleeping space in the back. When it came time to sell it the purchaser drove from Wisconsin to Ohio to tow it home with a 504 wagon.

    My Dad’s best friend bought a Dauphin at the same time my Dad bought a beetle (1961). The beetle proved a bit more durable even after a friend and I tried to float it (like the commercials). Later, I worked in service at a Renault, Peugeot, Lancia, Fiat, Alfa Romeo dealer in mid ‘70’s. We were the definition of spotty American dealer network. I owned 504’s (diesel) and 505’s gas, buying them from frustrated owners. The best of the bunch was a 505 turbo, comfort handling and ‘finally’ power. The 505’s were solid as a rock and vastly superior IMO to the Audi LS100’s of the day. Alas all are now gone, part availability and time to maintain became scarce. But still have and maintain a couple of Alfas from the day. Honorable mention to the R15 Gordini.

    Yes, odd though sometimes interesting if not intriguing. Few copy the French vehicle designs. Also their army rifle designs used in WWII are unique, some rifles have no safty – designed that way. How about “hecho en espana” maybe vs “mexico”?

    Peugeot 403 was my favorite. I had 2 of them in the 1970’s they were trouble free and great looking cars.

    When I was a kid in the 60’s, I remember a Renault Dauphine parked on a neighbor’s driveway . It couldn’t have been more than a few years old. I never saw it move. Either it never ran, or the owners chose to drive something else instead.

    It probably never ran. When Renault introduced the R10 in the US in the mid-late 60’s, their rather tonge-in-cheek ad campaign was: “The Renault for those who swore they would never buy another one.” You don’t see many R10s either.

    The 2CV, hands down, I was soldier posted to Nortern Italy in the early 90’s when I saw, a Charleston on a dealer’s lot. He wanted almost twice as much as I could buy a good Cinque Cento far … and I worried about parts/repairs. I still have the Cinque Cento but often think of the 2CV, twice the horsepower, twice the car, more comfortable, just as reliable.

    Drove Pugeot and Citroen when had vacation place in South France. First jarring, but as I got familiar with their roads the cars made perfect sense.

    As a top Sales and Service Renault dealer in the Pittsburgh Zone in the 80’s/90’s, my dad’s shop would get all other dealers cars that they couldn’t fix. The Pgh Zone loved us! Parts were never a problem. The longitudinal mounted Renault engines were very good. Weakness was the unforgiving cooling system that had to be blead out through strategically placed bleeder valves. A loss of very little coolant would overheat the aluminum headed engine quick. Untrained technicians didn’t know how to “shear” the heads and would lift up the cylinder liners and damage the bottom seals, and subsequently the engine. I learned a ton from working in that shop, both Mechanical and Body, and was the best years of my young life. I’ve owned R5 LeCar’s, an R17 Gordini and later, a Fuego Turbo. Always wanted an Alpine. As Steve Ness says, give me the R5 Turbo. That rear engined, wide bodied car was a beast!!!

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