The now famous shape of the Deux Chevaux
was introduced to the world in 1948. Since then the mechanicals have formed
the basis of a range of cars and commercial vehicles. Collectively these
are known as the 'A' series models. To list them all would take an age
so instead here are a few details to give a flavour of the range and diversity
of these designs.
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| 2CV |
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The earliest 2CVs have a distinctive bonnet, hence the
nickname "Ripple Bonnets." The original 2CV has a 375cc engine
churning out only 9bhp but then it was designed to replace the horse and
cart in which case it compares favourably.
The two "Ripple Bonnets" here have larger 425cc
engines which produced 12bhp.
In the background are a modern Dolly and a British Built
Bijou.
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The Bijou was a failed attempt to make the 2CV more
attractive to British buyers who found the 2CV a little too radical!
Only 211 were produced by the Citroen factory in Slough
alongside the British built 2CV and DS.
The stylish fibreglass bodywork was styled by Peter Kirwan-Taylor
who also designed the original Lotus Elite. |
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By 1974, the 2CV had
acquired a larger 602cc engine. This developed 29bhp which is considerably
more than the earlier cars.
Telescopic shock absorbers and a redesigned bonnet are
about the only other changes although a fuel guage and electric wipers
were finally incorporated! Early cars made do with a fuel dipstick and
speedo operated wipers.
1974 also marked the return of the 2CV to the British
Market. |
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It could
be argued that Citroen started the now-common world of factory special
editions.
The first was the 2CV SPOT launched in 1976 and featuring
bright orange and white paintwork.
Later, to draw on the most unlikely of Bond Cars, Citroen
launched the 007 complete with stick on bullet holes. |
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By 1981, the 2CV had gained front
disc brakes. It was not really developed further until production ended
in July 1990 after some 5 million examples had been built.
The 2CV has been much maligned over the years yet they
are actually surprisingly tough, practical and above all, great fun to
drive!
Flowers are optional. |
| Dyane |
 |
By the 1960s, Citroen
started looking for a replacement for the 2CV. The Dyane was launched
in 1967 and sold over 1.4 million before production ended in 1983.
But replace the 2CV it did not. It instead became a slightly
more refined sister car. |
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The Dyane features a full hatchback
and was available with a folding rear seat, just like small hatchbacks
of today.
The later 602cc engine developed 33 bhp and the Dyane
is capable of cruising at 70mph all day long.
With slightly better aerodynamics, it is quieter at speeds
and the doors don't flap! |
| Mehari |
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The Mehari was a development
of the Dyane designed as a Mini Moke style fun car.
The bodywork is ABS plastic and is held in place by a
steel framework sitting on the original chassis.
You may be surprised to learn that over 100,000 were sold
and clients included the French Miliary! With this market in mind, a 4x4
version was also developed.
They were never sold officially in the UK and there are
thought to only be around 70 on these shores. |
| Ami |
 |
The Ami 6 was launched in 1961 to
fill the gap between the exclusive DS and the farmers-friend 2CV. Featuring
plush seats and the first incarnation of the 602cc engine, the Ami was
a pleasant place to be even if the looks were a little odd!
Like the Bijou, it was deemed a bit too
odd for British customers and very few were sold here. In fact, only 3
right hand drive Amis are known to exist. |
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The Ami 6 saloon features
a slope-back rear screen like the contemporary Ford Anglia.
It was a huge success in its home market
and at one stage was out-selling the basic 2CV.
The colour scheme seen here was not an
original factory finish! |
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The Ami 8 replaced the 6 in 1969. The styling had been
toned down a little and the saloon lost the quirky rear window.
Disc brakes were fitted soon after launch and other novelties
such as winding front windows also appeared.
Citroen went a little crazy with this model and installed
the 1015cc engine from the GS to make the Ami Super. That wasn't enough
so a rotary engined example was also developed although this never made
it to market. |
| The
Vans |
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A 2CV based van seemed
a logical development and the first appeared in 1951, still with the 9bhp
engine.
The AU was as basic as the saloon but did feature a wing
mirror to help with rearward vision.
The AU developed into the AZU250 which managed to acquire
a 435cc engine by the 1970s producing 22bhp. |
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The 250 was fine for those with not too much to transport
but the market called for a larger 2CV based van. This resulted in the
AK350 first launched in 1963. The AK350 was the first 2CV to have the
602cc engine, borrowed from the Ami. The roofline remained the same height
as the smaller 250 but the van section was extended rearwards.
AU and AZU vans were actually shorter than their saloon
counterparts. The AK350 was also available
in a rare family version (the AKL350) which had longer rear side windows,
a rear seat and brighter trim. |
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The final 2CV based van development was the AKS400. This
was effectively a 350 with a higher roof and a 400kg payload. The AKS400
was launched in 1970 and was replaced by the Dyane-based Acadiane in 1978.
The vans were never officially sold in the UK although
a few right hand drive examples do exist. The market for these was the
Belgian Post Office (who preferred right hand drive as it allowed the
postman to step straight out onto the pavement) and a few examples made
it to Jersey and Guernsey. |
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The Acadiane replaced the AKS400 in 1978. It was based
on the Dyane but had an extended chassis allowing for a longer van body.
The van body was also more aerodynamic than the AKS400 which made headwinds
less of a disaster and improved economy.
The Acadiane was also available as a Mixte family model
with a folding rear seat and elongated, sliding side windows in the rear.
The last Acadiane was produced in Spain in 1987. |
| The
Citroën H van! |
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The H van is not actually
an A series Citroen - it has larger four cylinder engines and water cooling
more in common with the DS than the 2CV.
However, it is regarded as a good "friend" of
the 2CV (it has the same headlamps!) and you always find them at 2CV events.
The club has a guest register within 2CVGB.
This one has a lovely patina as it demonstrates its off
road prowess. |
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Copyright © 2008
2CVGB
Written by Ian Seabrook, images courtesy
of Ian Seabrook apart from * courtesy of Kathryn Dodington.
2CVGB has no liability
for any content or goods on the 2CVGB site or the Internet. |
