The van took its 4-cylinder engine, initially of 1628 cc, from the company's Traction 7C. In the car the engine sat comfortably just behind the front wheels, but in the van most of the engine's weight, along with the driver's feet, was ahead of the front wheels. The driver's cab was raised sufficiently to allow most of the mechanical elements to be installed beneath it, although the engine itself intruded from the front into the central portion of the cab. The floor of the load area was just 42 cm (16 inches) above ground level, and it was possible for anyone less than 175 cm tall to stand in it without needing to stoop. Access from the driver's seat to the load area behind was excellent, especially since on the right side of the driver's cab there was normally no second seat fitted. The side door on the pavement side was a sliding door, and in this respect another radical innovation in contemporary terms. The sliding door on the right of the load area was fashioned from light-weight low cost materials. On each side of the load area, the upper side portions of the van's sides consisted tarpaulin-material curtains, incorporating little windows of flexible plastic. Again, the emphasis was on avoiding complexity, saving weight and minimising cost. On the left-side, there being here no side door, the curtain ran the full length of the load area and could be rolled up and fixed to the roof edge, revealing a load space in excess of 6 cubic meters. The overall result was a structure which combined extreme practicality with extreme simplicity. The spare wheel and battery were stored in a locker on the left side of the van, accessible from the outside but completely sealed off from the load area. Production of the van's bodywork was entrusted to a coach building firm called Fernand Genève.