352:. This motor had a cross-flow aluminum cylinder head and a cast-iron block with 5 main bearings. It was mounted in the rear of the car, canted over at 15 degrees from vertical and drove the wheels through a 4-speed transaxle that used Porsche-style synchronizers. The radiator was mounted at the rear beside the engine. Steering was worm-and-roller by Gemmer. Front suspension was by a lower transverse leaf spring and upper A-arms while at the rear were swing-axles with semi-trailing arms and coil springs. Brakes were disks on all four wheels, courtesy of the Simca 1000 Bertone coupé. The car, weighing 640 kg, was attractive and displayed a very high quality of finish. Less well received was the vague steering and the meagre power from the stock engine. The price of the Spider was 16,990 francs.
396:
allowing the rear chassis structure to be removed completely, replaced only by a lateral rod tying the two sides of the chassis together. The bodywork was thinner than normal, all glass was replaced with acrylic or plexiglass deflectors, the bumperettes were removed and the gas filler neck was relocated. The air intake at the front was larger than on the 1200S, and a large mesh opening in the rear allowed engine heat to escape. The rear deck now ended in a full-width spoiler.
416:
as a coupé, had a new lower front valance with a spoiler and an even larger air intake for the radiator. Front indicator lamps were from a later model Simca 1000 and were mounted under the headlamps. From the doors back the rear quarter-panels had been reshaped and the rear quarter windows had also been changed. The tail of the car had been shortened by 64 millimetres (2.5 in). Taillights were rectangular units from the Simca 1100 and new cast bumperettes were used.
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58.9 kilowatts (79.0 hp). To bring the price down from that of the 1000 Spider, the roll-up glass windows were replaced by plastic sliders, the bumpers and hubcaps were removed, the dashboard was painted rather than covered and the seats were simple fibreglass tubs, changes which also brought the weight down to 600 kg. The 1000 Sport came with a removable hardtop.
340:
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In 1968 the 1000 Spider and 1000 Sport disappeared from the lineup, and two new cars were introduced, one of which was the CG 1000S. Trim on the 1000S was similar to the original 1000 Spider, but the engine displaced 1,118 cc (68.2 cu in) and produced 36.5 kW (49 hp). The 'S'
301:
The 1000 Spider was replaced by the CG 1200S in 1968. The engine was now the same as that found in the Simca 1200S, and power was double that of the original 1000. It is during the time that the 1200S was being built that CG began to collaborate with
Chrysler Europe (via the Simca division in France)
778:
engine in a series of rallyes, but the car could not overcome the
Alpines. Towards the end of the year CG agreed to collaborate with the Simca division of Chrysler Europe in a new venture to be called Simca-CG. Simca-CG would go racing with a jointly-developed car to be called the Simca-CG Proto MC.
738:
Following the closure of the CG plant, Jean-Michel Ribot-Bruno's
Coulimmiers-based Geriplast company took over the after-sales service and repair of the CG bodywork. The CG construction equipment and molds were transferred to GERIPLAST at the end of 1974. Geriplast would use these to itself become a
415:
In 1972, the last regular GC road car, the CG 1300, was released. Once again, displacement had grown and the car now had the 1,294 cc (79.0 cu in) engine from the Simca Rallye 2. Power was initially 61.1 kW (82 hp) and torque was up to 80 ft-lbs. The car, only available
380:
The other new model released in 1968 was the CG 1200S. This model was offered as a coupé or a convertible, although only 33 soft-tops were built by the factory. By upgrading to the engine from the Simca 1200 S coupé, CG was finally able to offer a sports car with performance comparable to the Alpine
355:
One year after the release of the 1000 Spider a new, lower-price model debuted; the 1000 Sport. The price for this model was down to 14,990 francs. While the engine was the same 944 cc unit, it had been modified by engine tuner Michel Tapie from Rodez and power had been boosted by 50 percent to
148:
Chappe et
Gessalin provided the aluminum bodywork for the Bosvin-Michel Speciale (BMS) throughout its many revisions. This car was designed and built by Camille Bosvin and driven by Guy Michel. It had a tubular-steel frame and was noteworthy in being one of the first cars to mount its engine (from a
782:
Although some histories say that the Proto MC's chassis was designed by Matra, there is little concrete evidence for the company's direct involvement. An indirect connection to Matra was established when, through the influence of Simca, Matra engineer
Bernard Boyer was assigned to the development
275:
In 1964 management at Chappe et
Gessalin began planning to become an automobile manufacturer in their own right. The new venture would be known as Automobiles CG ("CG" for Chappe et Gessalin). While there were already the skills in-house to do the styling and mechanical design of an entire car as
120:
The Second World War interrupted the company's activities for a time but they resumed at the end of hostilities. In 1946 Jean sold the carrosserie to his three sons. By that time Amédée was also a part of the family, having married the Chappe's eldest daughter Marie-Louise. The brothers added his
395:
To achieve this light weight many changes were made to the car. The lateral chassis beams were recessed into the main chassis and some lower-chassis details were restructured. The steel floor was replaced with aluminum and the engine and transaxle were mounted rigidly to two ties on the chassis,
384:
Brakes were disks all around but were now activated by a servo-assisted dual-circuit system. Rack-and-pinion steering replaced the old Gemmer system and anti-roll bars were added front and rear. There was also a new rear axle with dual movable joints as found on the B-series Simcas, allowing for
279:
With
Renault committed to Alpine and with Peugeot and Citroën (with Panhard) declining to participate, Automobiles CG turned to the Simca company and their pool of production mechanical components to supply its needs. Parts for the first CG came from a wrecked 1000 provided by Simca dealer Roger
124:
The new company's work included commercial vehicles, a specialty being the construction of firetruck bodies on truck frames produced by
Delahaye. They also carved out a niche doing more specialized work, such as bodywork in duralumin for Talbot and repairs on the Delahaye 135, 136 and Talbot T26
98:
is the short-form of the name of French coachbuilder "Carrosserie Chappe Frères et
Gessalin". The company built automobile bodies and did contract assembly for other automobile manufacturers. It was also the parent of Automobiles CG, a French automobile maker founded in 1966 which built and sold
786:
The Simca-CG Proto MC was a mid-engined (MC standing for "Moteur
Centrale") two-seater car with a monocoque-and-tubular hybrid chassis. The engine was the Chrysler/Simca Type 180 that had been used in the 1200XS coupés. Early cars made do with the 1812cc engine but later cars would have 2156cc,
314:
Even though the first CG cars debuted in 1966, it was not until 1970 that an official emblem was designed for them. The image was based on the "Coq Gaulois" (the Gallic Cockerel). While "Coq Gaulois" and "Chappe et Gessalin" shared a common monogram, the image was also related to the company's
347:
The CG 1000 Spyder was unveiled at the 1966 Salon de l'Auto in Paris. The compact convertible had a fiberglass body mounted on a steel chassis with a deep "U" centre backbone and tube-and-sheetmetal outriggers. The chassis was designed by CG. Power came from a 944 cc inline 4-cylinder
216:
Apart from the SCVS-DB cars, throughout the 1950s Jean Rédélé was involved in several automotive projects, including several Rédélé Spéciales, the Marquis, PlastiCar, and others. Rédélé crossed paths with Chappe et Gessalin often and would in time become their most famous client of all.
220:
As a young man Jean Gessalin drew a small coupé based on Renault 4CV mechanicals as a design exercise for himself, which design he left behind while away performing his compulsory military service. On his return he discovered that his drawing has been turned into a car by his family.
224:
A Renault concessionaire named Charles Escoffier saw the car and contacted his son-in-law, Jean Rédélé. 25 copies of the car were ordered from Chappe et Gessalin to be sold by Rédélé as the "Alpine". Renault backed the new company, and numbered the car "106". With the release of the
247:
and again, Chappe et Gessalin built the coupé, as well as a new 2+2. This time, though, Alpine opted to build the cabriolet version themselves. Rédélé had set up a new company named RDL to bring bodywork in-house with Alpine. Eventually the A108 was in turn replaced by the
790:
Bodywork for the first cars was derived from the existing molds for the CG 1200S and 548 models. Later spiders would have as much as 200 mm (7.9 in) cut from their length, and one car was built with a truncated cabin that gave it the appearance of a small truck.
283:
The design of the first CG model began in 1965, and the car debuted at the 1966 Salon de l'Auto in Paris. Called the 1000 Spider, it was a small rear-engined convertible with a 2+2 fiberglass body that used powertrain and suspension components from the Simca 1000.
422:
Dimensions are: 3,960 mm (155.9 in) long, 1,540 mm (60.6 in) wide, 1,205 mm (47.4 in) high, 2,230 mm (87.8 in) wheelbase. Front track was 1,260 mm (49.6 in), rear track was 1,306 mm (51.4 in).
388:
Dimensions: 4,024 mm (158.4 in) long, 1,540 mm (60.6 in) wide, 1,180 mm (46.5 in) high, 2,220 mm (87.4 in) wheelbase. Front track was 1,250 mm (49.2 in), rear track was 1,234 mm (48.6 in).
363:
Dimensions: 4,024 mm (158.4 in) long, 1,540 mm (60.6 in) wide, 1,181 mm (46.5 in) high, 2,220 mm (87.4 in) wheelbase. Front track was 1,242 mm (48.9 in), rear track was 1,255 mm (49.4 in).
291:
The car received positive reviews for its appearance and the high level of fit and finish, but drivers were unimpressed by the 29.4 kilowatts (39.4 hp) produced by the 944 cc (57.6 cu in) engine and the high price.
116:
near Paris. In that year the Carrosserie Chappe was founded by Jean Chappe. Working with him were his three sons, Abel, Albert and Louis and an apprentice, Amédée Gessalin. The shop did bodywork in both wood and steel.
800:
For the 1972 season Simca brought in engine specialists JRD, who increased the displacement and made other modifications to increase the power output and deal with reliability issues arising from the greater stresses.
252:, but this time Chappe et Gessalin would only be doing bodywork, upholstery and paintwork for the A110 GT4 2+2. Final assembly was done at the Alpine works in Dieppe, although the car carried CG badges on its flanks.
175:). Using resins and techniques imported from the United States they started producing lightweight automobile bodies for sportscars and racing cars from a succession of independent fabricators and small manufacturers.
305:
In 1972 the third and final major CG model entered production, the CG 1300. Power was now provided by the same engine found in the Simca 1000 Rallye 2. This model also received many upgrades to its body and trim.
178:
Deutsch-Bonnet themselves became a client of Chappe et Gessalin, who started by providing plastic noses for DB's monomil single-seaters and bodywork for other racers and would go on to build 200 copies of DB's
287:
Since Jean Gessalin had designed what would become the very first Alpine, it was no surprise that the first CG bore a strong resemblance to its cousin from Dieppe, right down to the exposed hinges on the car.
271:
While it continued working with a variety of car builders, demand from one of its largest customers, Alpine, was diminishing as Alpine's associated bodyworks, RDL, took over production of most Alpine models.
385:
negative camber setup. The rear end now also had two shock-absorbers per side. The radiator was moved to the front of the car, which now had an opening to admit cooling air. Weight was 660 kg
1015:
1244:
813:
Many (non-MC) CGs continued to be active in historic racing. Several of these cars were described as "CG 1600s", but these appear to have been custom engine swaps rather than factory originals.
156:
Another project that Chappe et Gessalin were involved with was the SCVS-DB specials. These cars, given chassis numbers 1065 and 1066 by Renault, were initially a project of Renault dealers
1905:
295:
CG later offered a high-performance version of the same engine that had been tuned by Michel Tapie from Rodez with power boosted by 50 percent to 58.9 kilowatts (79.0 hp).
392:
A special model intended for racing was developed out of the 1200S. This CG, called the 548, was a lightweight special, the name of the car also being its weight in kilograms.
1733:
816:
In 2012, with the approval of Jean Gessalin and support from Bernard Chappe, Didier Malga launched "CG Sport", an attempt to revive the brand as a competition group.
757:
came to Chrysler, rejoining his former boss from Ford France, William Reiber. Chemin was appointed head of the competition department and given three objectives:
121:
name to the masthead and the company became "Carrosserie Chappe Frères et Gessalin". On the death of Amédée his son Jean took his father's place in the company.
794:
The project was launched in February 1970, design work was completed by the end of May and the car was built and track testing was starting by the end of July.
797:
Its first race was on August 8, 1970 at Mont-Dore, and the car's first Championship win was at the 1970 Critérium des Cévennes, with Gérard Larrousse driving.
198:
and CD), they both continued to use lightweight fibreglass bodywork supplied by Chappe et Gessalin. René Bonnet went to them to develop bodywork for his new
1479:
1023:
1252:
859:
739:
manufacturer of GERIPLAST barquettes (modified CG spiders) and then GERI barquettes and single-seaters, developed jointly with Michel Bonenfant.
381:
A110. With the 1,204 cc (73.5 cu in) engine power output was 59.7 kW (80 hp), twice that of the original 1000 Spider.
1711:
732:
struck. In France, Prime Minister Pierre Messmer announced national speed-limits and, most devastatingly, a one-year ban on motor-racing.
276:
well as produce the bodywork and chassis, they would need to source engines, transmissions, suspension parts, brakes and associated trim.
735:
The last CG 1300s were delivered in the spring of 1974, after which the small company of Brie-Comte-Robert closed its doors permanently.
717:
had acquired the assets of the René-Bonnet company, and by 1970 Matra themselves were 50% owned by Chrysler. When Simca selected Matra's
810:
In April 1973, Simca Chrysler dissolved the competition department, leaving only Matra Sports to continue in Sports-Prototypes racing.
1706:
1675:
1210:
1910:
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with aluminum bodywork by Chappe et Gessalin. Power came from a Renault 4CV engine. One of the cars appeared at Le Mans in 1953.
239:
Chappe et Gessalin continued to build the A106 coupé and the subsequent A106 cabriolet, even though the cabriolet was styled by
1088:
1536:
1404:
904:
1600:
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Before his death Amédée Gessalin taught his son how to draw and plan vehicles. Jean, an admirer of great Parisian designers
1726:
399:
The 548 was available with an optional Constantin supercharger that brought power output up to 89.5 kW (120 hp).
1808:
1311:
1368:
958:
209:
The company also worked with less well-known companies such as Camille Martin's UMAP (1957-1959) and Raymond Gaillard's
838:
750:
While CGs had been raced prior to its release, the lightweight 548 was the first CG built expressly for motor racing.
195:
1518:
202:. For Charles Deutsch Chappe et Gessalin produced the body of the Panhard-powered racing CDs and built 160 of the
1670:, Authors Albert Chappe, Jean Gessalin, Bernard Boyer. Editions du Palmier 29 November 2004, Language: French.
210:
168:
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232:
In 1960, just as production of the A106 ended, Chappe et Gessalin moved their operations to the commune of
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team. Boyer was also a former employee of Chappe et Gessalin and son-in-law of Albert Chappe.
772:
233:
80:
1564:
937:
1226:
742:
In 2016 there was a 50th anniversary retrospective of CG held at the Cite de l'Automobile.
1386:
729:
191:
26:
807:
Drivers were Bernard Fiorentino, Gérard Larrousse, Michel Saliba and Philippe Renaudât.
787:
2207cc and 2310cc versions of the Type 180 motor. The transaxle came from a Porsche 914.
1126:
804:
Over the course of three seasons the MC posted victories in 32 out of 49 races entered.
153:) amidships. The BMS was a regular at Montlhéry, and won the Bol d'Or in 1952 and 1953.
979:
775:
718:
187:
298:
Different variations of the original 1000 were produced over its three-year lifespan.
1899:
1838:
1783:
319:
138:
126:
1099:
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The 1300 would only be in production for one and one-half years, from 1972 to 1974.
372:
145:, worked on honing his own skills by attending evening classes taught by these men.
1884:
1843:
1543:
1411:
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911:
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In the early 1960s, the staff at Chappe et Gessalin had grown to around 40 people.
1608:
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this eclipsed any hopes CG may have had to raise their own profile within Simca.
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244:
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1687:, Editor George Nick Georgano: Fitzroy Dearborn Publishers, Chicago 2001,
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The GC 1300 would be the last car produced at Chappe et Gessalin. In 1964
339:
194:, ended their partnership in 1961 and established separate car companies (
161:
1828:
1813:
260:
1803:
1744:
1630:"Le pari fou de Didier, redonner vie à la petite marque française CG"
360:
was available as either a full coupé (non-removable) or convertible.
315:
address in Brie-Comte-Robert, which was on the "Rue du Coq Gaulois".
86:
407:
1016:"Rédélé/SCVS/Rosier...Associés ou concurrents ? (2ème partie)"
1758:
1332:
714:
406:
371:
338:
259:
112:
The story of Chappe et Gessalin began in 1932, in the commune of
860:"CG (Chappe & Gessalin) Simca (1966 - 1974) - Small artists"
160:
and Louis Pons. The cars were built by the small French firm of
129:, who would become a major dealer in Ferrari and Maserati cars.
1715:
167:
In the early 1950s Chappe et Gessalin began experimenting with
1537:"Historique d'un véhicule Gériplast exposé à Rétromobile ..."
243:. After 251 copies were built, the A106 was succeeded by the
1650:
761:
Start winning races, including rallies, as soon as possible
322:, who is primarily known as the artist responsible for the
1655:
980:"La 4CV Bosvin Michel Spéciale, une habituée de Montlhéry"
1045:"Lot 283 - 1954 Tank Deutsch & Bonnet Renault HDR"
771:
Chemin campaigned a 1200XS coupé with the new 1812cc
764:
Rebuild the image of Simca's brand with young drivers
1877:
1312:"CG Spider 1000 S : LE SPORT, CHEVEUX AU VENT"
767:
Add to Matra's already impressive list of victories
75:
67:
59:
49:
41:
33:
1701:, Author Robert Bosvin, Pixel Studio 29 May 2008,
854:
852:
1292:"Toutes les A110 ne sont pas des berlinettes..."
229:in 1955 the Alpine company was officially born.
881:
879:
877:
875:
873:
1668:Chappe et Gessalin: Les artisans constructeurs
1306:
1304:
1245:"Le Cabriolet Alpine où la volonté d'un homme"
953:
951:
1906:Defunct motor vehicle manufacturers of France
1727:
8:
1681:The Beaulieu Encyclopedia of the Automobile.
586:115.7 Nâ‹…m (85.3 lbâ‹…ft) @ 4560 rpm
583:107.9 Nâ‹…m (79.6 lbâ‹…ft) @ 4400 rpm
577:105.4 Nâ‹…m (77.7 lbâ‹…ft) @ 4500 rpm
19:
1327:
1325:
1083:
1081:
571:82.9 Nâ‹…m (61.1 lbâ‹…ft) @ 3600 rpm
568:74.5 Nâ‹…m (54.9 lbâ‹…ft) @ 3400 rpm
565:74.5 Nâ‹…m (54.9 lbâ‹…ft) @ 3400 rpm
368:CG 1200 S (1968 - 1972, type B1200) and 548
1734:
1720:
1712:
1495:
1493:
833:
831:
829:
574:103 Nâ‹…m (76.0 lbâ‹…ft) @ 4500 rpm
186:Even when the founders of Deutsch-Bonnet,
25:
18:
1274:"Alpine A110 GT4: la rare 2+2 signée CG!"
1062:
1060:
1058:
721:as the successor to the Bertone-designed
1501:"Cité de l'auto : CG, c'est génial"
1203:Alpine Renault: the fabulous berlinettes
1121:
1119:
551:88.3 kW (118.4 hp) @ 6200 rpm
430:
1634:www.petites-observations-automobile.com
1188:rarefrenchsportscars.file.wordpress.com
932:
930:
928:
825:
644:195 kilometres per hour (121 mph)
641:185 kilometres per hour (115 mph)
557:69.9 kW (93.7 hp) @ 6400 rpm
554:60.3 kW (80.9 hp) @ 6000 rpm
548:62.5 kW (83.8 hp) @ 6200 rpm
545:58.9 kW (79.0 hp) @ 6000 rpm
542:36.1 kW (48.4 hp) @ 5600 rpm
539:29.4 kW (39.4 hp) @ 5400 rpm
536:29.4 kW (39.4 hp) @ 5400 rpm
7:
436:CG type A1000 (fewer than 30 units)
1167:www.guide-automobiles-anciennes.com
461:Coupé and Spider 1200 S 1970 model
1480:"France Imposing Tight Speed Curb"
966:rarefrenchsportscars.wordpress.com
302:in sportscar racing and rallying.
99:complete cars under its own name.
71:Bankrupted and closed, spring 1974
14:
1205:. Veloce Publishing. p. 29.
887:"Jean Gessalin: CG, 50 ans après"
403:CG 1300 (1972 - 1974, type C1300)
335:CG 1000 (1966 - 1969, type A1000)
1743:
998:"La 4 CV Bosvin-Michel-Spéciale"
439:CG type B1200 (about 280 units)
318:The designer of the emblem was
310:The sign of the Gallic Cockerel
1565:"Complete Archive of Simca CG"
1387:"CG: The Original Anti-Alpine"
1295:alpine-gt4-pagespero-orange.fr
615:670 kg (1,477.1 lb)
612:660 kg (1,455.1 lb)
609:548 kg (1,208.1 lb)
606:660 kg (1,455.1 lb)
603:660 kg (1,455.1 lb)
600:620 kg (1,366.9 lb)
597:600 kg (1,322.8 lb)
594:640 kg (1,411.0 lb)
1:
1699:La 4cv Bosvin-Michel-Speciale
635:188 km/h (117 mph)
632:185 km/h (115 mph)
53:Abel, Albert and Louis Chappe
1885:List of French coachbuilders
676:
647:
629:160 km/h (99 mph)
626:150 km/h (93 mph)
618:
589:
560:
531:
502:
473:
16:French coachbuilding company
1859:Société des usines Chausson
1231:www.automobile-sportive.com
1227:"ALPINE A106 (1955 – 1960)"
1131:www.automobile-sportive.com
1932:
1405:"La véritable histoire..."
1333:"Les dérivées sportifs CG"
1754:
1519:"SIMCA CG en compétition"
905:"The Poisson Dieppois..."
442:CG type C1300 (95 units)
441:
438:
435:
433:
24:
1911:Sports car manufacturers
1651:http://www.amicalecg.fr/
1569:www.racingsportscars.com
891:www.chappementclassic.fr
458:Coupé and Spider 1200 S
169:Fibre-reinforced plastic
37:Automobile manufacturing
1916:Coachbuilders of France
1749:Coachbuilders of France
1656:http://www.accg.free.fr
984:autodrome.over-blog.com
693:22 726/23 255 F (1970)
690:21 480/21 980 F (1968)
196:Automobiles René Bonnet
1834:Letourneur et Marchand
1794:Fernandez & Darrin
1774:Billeter & Cartier
1462:"The History of Matra"
1249:www.alpine-passion.com
1020:www.alpine-passion.com
470:Coupé 1300 95 hp
412:
377:
344:
265:
1869:Weymann Fabric Bodies
1864:Carrosserie Vanvooren
864:www.automobilrevue.cz
410:
375:
342:
263:
125:racing cars owned by
114:Saint-Maur-des-Fosses
1849:Carrosserie Pourtout
1824:Hibbard & Darrin
1583:"BERNARD FIORENTINO"
1351:"Chappe et Gessalin"
1072:leroux.andre.free.fr
236:, still near Paris.
1587:www.simca.rallye.fr
1391:www.velocetoday.com
1201:Smith, Roy (2013).
839:"Un Peu d'Histoire"
709:The end of the road
649:Standing Kilometre
504:Bore x stroke (mm)
350:Simca Poissy engine
133:The 1950s and 1960s
108:The 1930s and 1940s
21:
1799:Figoni et Falaschi
1779:Chappe et Gessalin
1769:Belvallette Frères
1523:www.forum-auto.com
1145:"Djet All History"
942:www.leblogauto.com
455:Sport 1000/1000 S
413:
378:
345:
266:
96:Chappe et Gessalin
1893:
1892:
1149:www.club-djet.com
1127:"L'AUTRE ALPINE!"
1068:"Passé composite"
938:"Brève rencontre"
746:CG in competition
706:
705:
234:Brie-Comte-Robert
93:
92:
81:Brie-Comte-Robert
1923:
1748:
1747:
1736:
1729:
1722:
1713:
1638:
1637:
1626:
1620:
1619:
1617:
1616:
1607:. Archived from
1605:www.amicalecg.fr
1597:
1591:
1590:
1579:
1573:
1572:
1561:
1555:
1554:
1552:
1551:
1542:. Archived from
1540:www.amicalecg.fr
1533:
1527:
1526:
1515:
1509:
1508:
1497:
1488:
1487:
1476:
1470:
1469:
1458:
1452:
1451:
1449:
1448:
1439:. Archived from
1437:www.amicalecg.fr
1429:
1423:
1422:
1420:
1419:
1410:. Archived from
1408:www.amicalecg.fr
1401:
1395:
1394:
1383:
1377:
1376:
1373:www.amicalecg.fr
1369:"Le CG Proto MC"
1365:
1359:
1358:
1347:
1341:
1340:
1337:gtfrance.free.fr
1329:
1320:
1319:
1316:www.accg.free.fr
1308:
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1298:
1288:
1282:
1281:
1278:boitierrouge.com
1270:
1264:
1263:
1261:
1260:
1251:. Archived from
1241:
1235:
1234:
1223:
1217:
1216:
1198:
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1185:
1177:
1171:
1170:
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1123:
1114:
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1098:. Archived from
1096:www.amicalecg.fr
1093:
1085:
1076:
1075:
1064:
1053:
1052:
1041:
1035:
1034:
1032:
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1022:. Archived from
1012:
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1005:
994:
988:
987:
976:
970:
969:
963:
955:
946:
945:
934:
923:
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910:. Archived from
908:www.amicalecg.fr
901:
895:
894:
883:
868:
867:
856:
847:
846:
843:www.amicalecg.fr
835:
702:30 232 F (1973)
699:27 500 F (1973)
696:35 000 F (1971)
687:18 990 F (1968)
684:14 990 F (1967)
681:16 900 F (1967)
431:
427:Model comparison
171:, (specifically
29:
22:
1931:
1930:
1926:
1925:
1924:
1922:
1921:
1920:
1896:
1895:
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1664:
1662:Further reading
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871:
858:
857:
850:
837:
836:
827:
822:
748:
711:
429:
405:
376:Coupé CG 1200 S
370:
337:
332:
312:
258:
192:Charles Deutsch
135:
110:
105:
89:
83:
54:
17:
12:
11:
5:
1929:
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1919:
1918:
1913:
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1878:Related topics
1875:
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1866:
1861:
1856:
1851:
1846:
1841:
1836:
1831:
1826:
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1809:Gaston GrĂĽmmer
1806:
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1755:
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1709:
1707:978-2917038048
1696:
1678:
1676:978-2914920339
1663:
1660:
1659:
1658:
1653:
1646:
1645:External links
1643:
1640:
1639:
1621:
1592:
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1528:
1510:
1505:www.lalsace.fr
1489:
1471:
1466:www.allpar.com
1453:
1424:
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1049:www.auction.fr
1036:
1007:
989:
971:
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896:
869:
848:
824:
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776:Simca Type 180
769:
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753:In April 1969
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343:Spider CG 1000
336:
333:
331:
328:
326:comic series.
311:
308:
257:
256:Automobiles CG
254:
162:Deutsch-Bonnet
134:
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20:Automobiles CG
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1839:Million-Guiet
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1784:Henri Chapron
1782:
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1693:1-57958-293-1
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1611:on 2014-05-17
1610:
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1560:
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1546:on 2016-12-30
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1496:
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1457:
1454:
1443:on 2016-12-30
1442:
1438:
1434:
1433:"Le CG "548""
1428:
1425:
1414:on 2016-12-30
1413:
1409:
1406:
1400:
1397:
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1255:on 2017-02-23
1254:
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1120:
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1105:on 2016-12-30
1101:
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1082:
1078:
1073:
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1063:
1061:
1059:
1055:
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1026:on 2017-02-22
1025:
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914:on 2016-12-30
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678:Price (year)
677:
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640:
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634:
631:
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475:Displacement
474:
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320:Albert Uderzo
316:
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159:
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152:
146:
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140:
132:
130:
128:
127:Charles Pozzi
122:
118:
115:
107:
103:Early history
102:
100:
97:
88:
82:
78:
74:
70:
66:
62:
58:
55:Jean Gessalin
52:
48:
44:
40:
36:
32:
28:
23:
1844:Pichon-Parat
1778:
1698:
1684:
1680:
1667:
1633:
1624:
1613:. Retrieved
1609:the original
1604:
1595:
1586:
1577:
1568:
1559:
1548:. Retrieved
1544:the original
1539:
1531:
1522:
1513:
1504:
1483:
1474:
1465:
1456:
1445:. Retrieved
1441:the original
1436:
1427:
1416:. Retrieved
1412:the original
1407:
1399:
1390:
1381:
1372:
1363:
1354:
1345:
1336:
1315:
1294:
1286:
1277:
1268:
1257:. Retrieved
1253:the original
1248:
1239:
1230:
1221:
1202:
1196:
1187:
1175:
1166:
1157:
1148:
1139:
1130:
1107:. Retrieved
1100:the original
1095:
1089:"l'usine CG"
1071:
1048:
1039:
1028:. Retrieved
1024:the original
1019:
1010:
1002:gazoline.net
1001:
992:
983:
974:
965:
941:
916:. Retrieved
912:the original
907:
899:
890:
863:
842:
815:
812:
809:
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803:
799:
796:
793:
789:
785:
781:
770:
755:Henri Chemin
752:
749:
741:
737:
734:
728:In 1973 the
727:
712:
464:Coupé "548"
449:Spider 1000
421:
418:
414:
398:
394:
391:
387:
383:
379:
362:
358:
354:
346:
323:
317:
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267:
238:
231:
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219:
215:
208:
185:
183:" road car.
177:
166:
155:
147:
136:
123:
119:
111:
95:
94:
76:Headquarters
1819:Heuliez Bus
723:Simca 1200S
467:Coupé 1300
452:Sport 1000
206:road cars.
188:René Bonnet
158:Jean Rédélé
151:Renault 4CV
1900:Categories
1789:Facel Vega
1764:Autobineau
1683:Volume 1:
1615:2016-12-29
1601:"Palmarès"
1550:2016-12-29
1447:2016-12-29
1418:2016-12-29
1259:2016-12-29
1109:2016-12-29
1030:2016-12-29
959:"CG Simca"
918:2016-12-29
820:References
730:oil crisis
620:Top speed
528:76.7 x 70
525:76.7 x 70
241:Michelotti
204:Panhard CD
173:Fiberglass
1854:Saoutchik
1355:menim.com
1163:"Old Cds"
264:CG emblem
719:Bagheera
522:74 x 70
519:74 x 70
516:74 x 70
513:74 x 65
510:68 x 65
507:68 x 65
499:1294 cc
496:1294 cc
493:1204 cc
490:1204 cc
487:1204 cc
484:1118 cc
34:Industry
1829:Jousset
1814:Heuliez
673:30.5 s
670:31.5 s
667:27.0 s
664:31.3 s
661:31.5 s
658:35.6 s
655:37.0 s
591:Weight
562:Torque
481:944 cc
478:944 cc
411:CG 1300
330:CG Cars
324:Astérix
280:Civet.
181:Le Mans
139:Chapron
60:Defunct
50:Founder
42:Founded
1804:Franay
1705:
1691:
1674:
1209:
1181:"UMAP"
533:Power
211:Arista
143:Figoni
87:France
1759:Antem
1184:(PDF)
1103:(PDF)
1092:(PDF)
962:(PDF)
715:Matra
1703:ISBN
1689:ISBN
1685:A–F.
1672:ISBN
1207:ISBN
250:A110
245:A108
227:A106
200:Djet
190:and
141:and
68:Fate
63:1974
45:1966
773:OHC
1902::
1632:.
1603:.
1585:.
1567:.
1521:.
1503:.
1492:^
1482:.
1464:.
1435:.
1389:.
1371:.
1353:.
1335:.
1324:^
1314:.
1303:^
1276:.
1247:.
1229:.
1186:.
1165:.
1147:.
1129:.
1118:^
1094:.
1080:^
1070:.
1057:^
1047:.
1018:.
1000:.
982:.
964:.
950:^
940:.
927:^
889:.
872:^
862:.
851:^
841:.
828:^
652:-
638:-
623:-
580:-
213:.
84:,
1735:e
1728:t
1721:v
1695:.
1636:.
1618:.
1589:.
1571:.
1553:.
1525:.
1507:.
1486:.
1468:.
1450:.
1421:.
1393:.
1375:.
1357:.
1339:.
1318:.
1297:.
1280:.
1262:.
1233:.
1215:.
1190:.
1169:.
1151:.
1133:.
1112:.
1074:.
1051:.
1033:.
1004:.
986:.
968:.
944:.
921:.
893:.
866:.
845:.
179:"
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