By the mid-1920s, the Neuilly manufacturer was offering a wider range, and the cars were joined by new commercial vehicle versions and even small buses.

In rural areas Corre-La Licorne cars were valued by farmers and small businessmen for their robust simplicity and the ease with which they could be maintained, but their reliability and economy also appealed to urban consumers.

Manufacturers not able to afford to buy presses could subcontract steel body production to specialists in volume car body production, notably, in France, Chausson, but prices charged by such companies were set to recover their own capital investment costs, and further issues arose from the high capital costs of the individual dies, different for each panel shape produced.

At the higher end of the French auto-industry Hotchkiss, still cash rich thanks to their lucrative armaments business, simply purchased their own steel press in 1929.

Other higher end automakers responded by moving ever further upmarket, providing cars, as before, in bare chassis form to be bodied by traditional "bespoke" coach-builders who still took a more artisanal approach to producing steel panels: at least through the 1930s several French luxury auto-makers were able to survive as low volume producers, dependent for their revenue on a relatively small number of rich customers willing to afford handmade cars.

In the small and medium car sectors, larger manufacturers such as Peugeot, Renault and Citroën configured their ranges to reduce the variety of models (and different body shapes) produced, and to introduce a level of commonality between the body panels for different models.

The idea was to produce a sufficient volumes to permit the capital cost of the presses and dies to be amortized over so many units that the selling prices of the individual vehicles remained attractive to customers.

The 1930s was a difficult decade for the French auto-industry, during which even mighty Citroën were driven to bankruptcy, surviving only because they were rescued by their largest creditor.

[4] La Licorne, known in the 1920s for producing an unusually wide range of small and mid-market cars, but with less than a 1% share of the French auto-market by the end of the 1920s, confronted the same acute crisis in a different way, entering into a deathly alliance with Citroën.

The wheelbase on the Licorne car was quote at 10mm (slightly less than a half inch) shorter than that on the Citroën Traction.

[7] For the second tier automakers trying to compete for sales with the market leaders in the small and midsize automobile categories, the news was less encouraging: the 1,972 Licorne cars produced in 1928 had equated to 0.88% of the French auto-market, while the 688 Licorne cars produced in 1938 represented just 0.31% of the market total.

The company nevertheless took a stand at the Paris Motor Show in October 1947 and exhibited the Licorne Typ 164 LR.

[1] Derived from a pre-war car, this was a 8CV medium-sized (by the standards of that time) two-door saloon resembling a slightly more stylish version of the Renault Juvaquatre and powered by a four-cylinder 1,450 cc engine.