French automotive pioneers

Jean-Albert Grégoire (7 July 1899 in Paris – 19 August 1992) was one of the great pioneers of the front-wheel-drive car. He contributed to the development of front-wheel-drive vehicles in two ways. The first way was in developing and promoting the Tracta joint (designed by his friend Pierre Fenaille), which was, until manufacturing techniques had progressed sufficiently to allow the successful manufacture of the constant velocity joints commonly in use today, the preferred choice of most manufactures of vehicles that had driven front wheels. Tracta joints were used by many of the pioneers of front-wheel drive, including DKW between 1929 and 1936 and Adler from 1932 to 1939 as well as the cars designed by J A Grégoire that will be mentioned later. The Tracta joint was fitted to most of the military vehicles that had driven front wheels used by most of the combatants in the Second World War. They included Laffly and Panhard in France, Alvis and Daimler in the UK and Willys in the United States that used the joint in a quarter of a million Jeeps and many others. This was to continue after the war, the first Land Rover being so fitted.
The second way he contributed to the development of front-wheel-drive vehicles was in designing and in some cases manufacturing front-wheel-drive cars. The Tracta Gephi was his first design and it was this car that inspired him to design a constant velocity joint. All subsequent Tracta cars, and there were about two hundred manufactured between 1927 and 1932, used it. The first of these was raced at Le Mans in 1927 completing the 24-hour race. The Tracta cars used engines from S.C.A.P. from 1100 cc to 1600 cc, and Continental and Hotchkiss, from 2700 cc to 3300 cc.
J.A. Grégoire designed an 11cv 6-cylinder car for Donnet in 1932. Only four prototypes were produced, one being shown at the Paris Salon of 1932 before Donnet went into liquidation. He then worked with Lucian Chenard to design two cars for Chenard et Walcker. They were of advanced design but were not a commercial success. In 1937 he designed the Amilcar Compound, produced by Hotchkiss from 1938 to the Second World War, by which time 681 examples had been made. It was constructed using another of Grégoire's ideas, a cast Alpax (light alloy) chassis frame. Other advanced features were rack and pinion steering and all independent suspension. But the car had its bad points, cable brakes and gear-change linkage and a side-valve engine although the latter was still common at this time. An overhead valve version came later. During the Second World War he secretly worked with his design team at his works at Asnières-sur-Seine on a small car the Aluminium "Francais-Grégoire". It had a chassis-body frame of light alloy, front-wheel drive, an air-cooled flat twin engine and independent suspension on all wheels. A four-seat car weighing only 880 pounds (400 kg) and could reach 60 mph (97 km/h) while returning 70 mpg. This design was to form the basis of the 1950 "Dyna" Panhard. In 1950 another Hotchkiss car the Hotchkiss Grégoire, was produced again with an alloy chassis and body. With independent suspension on all four wheels and fitted with a water-cooled flat four engine of 2 litres, ahead of the front axle, it was fast, with a top speed of 94 mph (151 km/h), but the car was expensive and only 250 examples were made by 1954. In 1956 Grégoire produced a two-seat convertible with a 2.2-litre supercharged flat-four engine producing 130 PS (96 kW; 128 hp) and, as in the case of the cars mentioned previously, front-wheel drive. All ten cars made were fitted with bodies designed and built by Henri Chapron.

All the cars mentioned previously were front-wheel-drive cars. Grégoire also designed a couple of rear-wheel-drive machines: the first electric car with the machinery in the mid-engine position and a gas turbine car, the experimental SOCEMA-Grégoire with a front-engined, rear-wheel drive layout.

Alexandre Darracq (10 November 1855 – 1931) was a French investor, engineer, cycle manufacturer and automobile manufacturer. By 1904, Darracq was producing more than ten percent of all automobiles in France and he sold a substantial part of his business to British investors. He became fascinated by the possibilities of a rotary valve engine, put it into production and although it became a disaster for Darracq & Cie, persisted in installing it in Darracq products. He was obliged to retire in June 1912 aged 56. After the Armistice his name was dropped from his Suresnes factory's mass-produced products.
In 1906 he founded Società Anonima Italiana Darracq (S.A.I.D.) in Milan, Italy, which became [Società] Anonima Lombarda Fabbrica Automobili (A.L.F.A.) in 1910 and eventually Alfa Romeo.

Amedeo "Amédée" Gordini (23 June 1899 – 25 May 1979) was an Italian-born race car driver and sports car manufacturer in France.

André Jules Michelin (16 January 1853 – 4 April 1931) was a French industrialist who, with his brother Édouard (1859–1940), founded the Michelin Tyre Company (Compagnie Générale des Établissements Michelin) in 1888 in the French city of Clermont-Ferrand.
In 1900, André Michelin published the first Michelin Guide, the purpose of which was to promote tourism by car, thereby supporting his tyre manufacturing operation.
In 1886, 33-year-old André Michelin abandoned his career as a successful Parisian engineer to take over his grandfather's failing agricultural goods and farm equipment business. Established in 1832,"Michelin et Cie" suffered from neglect and was on the verge of insolvency following the founder's death. Michelin's grandfather had started the company that sold farm equipment and an odd assortment of vulcanized rubber products, such as belts, valves and pipes. As soon as André took the helm of the company, he recruited his younger brother Édouard to join him at the company. Édouard was named the company's managing director. While duly committed to the success of the business, neither brother had any prior experience selling goods or had the slightest idea where to even begin.
In 1889, a cyclist familiar with the Michelin Company approached Édouard with his flat tyre seeking assistance. Getting a flat tyre frequently meant cyclists were left stranded for hours. In the late 1880s, cycling was becoming a popular form of transportation and hobby due in large part to John Dunlop's 1888 patent for the inflatable bicycle tyre. Before Dunlop's invention, bicycle tyres were made out of solid rubber. The solid rubber tyres tended to provide little traction and made for a difficult and uncomfortable ride.
After the hapless cyclist approached the Michelin Company for assistance, Édouard took great interests in the new pneumatic tyres. The Michelins recognized that there would be a great demand for pneumatic tyres if only there was a way to more quickly make repairs. They reasoned that first the wheel must become detachable. Édouard conducted a series of experiments and developed a number of prototypes. In 1891, he was granted a patent for a detachable tire.

André and his brother Édouard were inducted into the Automotive Hall of Fame in Dearborn, Michigan in 2002.

Georges Tradée Bouton (1847–1938) was a French toymaker and engineer who with fellow Frenchman Jules-Albert de Dion founded the De Dion-Bouton company in 1883. The pair first worked together in 1882 to produce a self-propelled steam vehicle. The result gave birth to the company which, at the time, went under the name de Dion.
Bouton was the nominal winner of the 'world's first motor race' on 28 April 1887, when he drove a de Dion-Bouton vehicle 2 kilometers from Neuilly Bridge to the Bois de Boulogne. He was also the only competitor.

Louis François René Panhard (27 May 1841 – 16 July 1908) was a French engineer, merchant and a pioneer of the automobile industry in France.
Born in Paris, he studied engineering at the Collège Sainte-Barbe and then graduated from École Centrale Paris in 1864. He was then employed by Jean-Louis Périn in a firm that produced wood-working machines. It was there that Panhard met Émile Levassor. In 1878, he was named Chevalier of the Legion of Honour.
In 1889 after the death of Jean-Louis Perin, Panhard partnered with Levassor and Edouard Sarazin (and his widow Louise) to enlarge Avenue d'Ivry in the 13th arrondissement of Paris, develop the French engine manufacturing licenses for Gottlieb Daimler internal combustion engine and found the Panhard & Levassor car company. The company produced its first automobile in 1890.
In 1891, Panhard and Levassor designed and produced the first Daimler car engine, the twin V. Panhard also participated in and won many automobile races including the Paris-Rouen, 1894, the first major motor race in the world, Paris-Bordeaux-Paris in 1895 and the Tour de France Automobile of 1899. Panhard cars dominated racing everywhere until 1900.
In 1897, Levassor died as the result of a racing accident. Panhard then joined with his son, Hippolytus, to continue with developing and producing automobiles including, by 1900, a wide range of luxury cars.
In 1904, Panhard won a grand prize at the St. Louis Exposition.
Panhard was also a mayor of Thiais in the département Val-de-Marne. In Paris, a street in the 13th arrondissement is named after him.
René Panhard died in 1908 in La Bourboule and was buried in the Père Lachaise Cemetery in Paris.

Armand Peugeot (French: [aʁmɑ̃ pøʒo]; 18 February 1849 – 4 February 1915) was a French industrialist, pioneer of the automobile industry and the man who transformed Peugeot into a manufacturer of bicycles and, later, of automobiles. He was accepted into the Automotive Hall of Fame in 1999.

Camille du Gast (Marie Marthe Camille Desinge du Gast, Camille Crespin du Gast, 30 May 1868 – 24 April 1942) was one of a trio of pioneering French female motoring celebrities of the Belle Epoque, together with Hélène de Rothschild (Baroness Hélène van Zuylen) and Anne de Rochechouart de Mortemart the (Duchess of Uzès).Du Gast was known as "one of the richest and most accomplished widows in France," and as an accomplished sportswoman—a balloonist, parachute jumper, fencer, tobogganist, skier, rifle and pistol shot, horse trainer—as well as a concert pianist and singer. She was the second woman to compete in an international motor race.In France, she later became renowned for her extensive charity work. She was president of the Société protectrice des animaux (Society for the Prevention of Cruelty to Animals, SPA) until her death, and her campaign against bullfighting included disruptive direct action protests. She provided health-care to disadvantaged women and children in Paris, and continued whilst under German occupation in World War II.She was the central figure in the Parisian scandal of La Femme au Masque where she was maliciously but mistakenly named as the nude model in a notorious painting by Henri Gervex. This salacious story involved three court cases, and was reported around the world.Her exuberant social and sporting lifestyle was changed by a traumatic experience around 1910, when her daughter attempted to have her murdered in order to inherit. In the middle of the night, in her own house, she challenged the gang and they fled. Afterwards she devoted herself to French government work in Morocco, and charitable works with animals, disadvantaged women and orphans.A pioneer feminist, she served as vice-president of the Ligue Française du Droit des Femmes (The French League for the Rights of Women) after World War I. In 1904 she became the only woman official of the Automobile Club de France (A.C.F.).
She was known in the press by the sobriquets l'Amazone and la Walkyrie de la Mécanique (Valkyrie of the motor car).

André-Gustave Citroën (French: [ɑ̃dʁe ɡystav sitʁɔɛn]; 5 February 1878 – 3 July 1935) was a French industrialist and the founder of French automaker Citroën. He is also remembered for his application of double helical gears.