History
Driving a 2CV down the motorway at 70 mph is something Pierre Boulanger would never have envisaged. The 2CV has its origins in the 1930's. The first prototype was built in 1937 and it was far from perfect, although the car was expected to make its debut at the 1939 Paris Motor Show. The outbreak of World War II meant that the Paris Motor Show was cancelled. Development slowly continued in secret during the war and the 2CV was revealed in 1948.
The appearance of the car was of little importance when it was being designed. It simply had to meet the strict design brief which had been set. The results of a Citroen questionnaire to determine what the French people required of a vehicle were also assessed. It was to be capable of carrying four adults with luggage in maximum comfort and economy. Furthermore, the 6 feet tall Pierre Boulanger stated that he should be able to get into the car without his hat being knocked off!
The mechanical components would be of the highest quality. The price would be kept low by keeping the car basic and using simple and lightweight exterior panels. The car had to be able to carry a basket of eggs over a ploughed field without any breaking, which is why it had soft, long-travel independent suspension all round. The unique suspension ran horizontally beneath the floor and was inter-connected front to rear. If carrying a heavy load and the front of the car pointed upwards, there was a headlamp beam control inside the car to prevent it from dazzling oncoming drivers at night. Another innovative feature was the way the gear lever and handbrake protruded through the dashboard, and being front wheel drive it gave the car a completely flat floor. The heating was so simple - heat from the exhaust manifold was directed via a tube into the car. Front windows opened not with a winding mechanism but were hinged in the middle and clipped up.
Thousands of French people were placing orders for 2CVs on the first day of the 1948 Motor Show. When production of the 2CV began, so many people wanted one that sales had to be restricted to people such as doctors for whom a car was essential. Used examples were selling at higher prices than new ones as there was a six year waiting list for a new 2CV until the mid-1950's. It has been the butt of jokes since it was first displayed in 1948 - "Do you get a can opener with it?" Despite the initial reactions to the appearance of the car, it was obvious that everyone appreciated its qualities.
Citroen decided to build upon the capabilities of the standard 2CV and the off road 2CV Sahara 4x4 was revealed in 1958. It had two 425cc engines and two gearboxes - at the front to drive the front wheels and in the rear of the car to drive the rear wheels. If four wheel drive was needed, the additional rear engine could be activated by the driver. The spare wheel had to be placed in a recess in the bonnet and the fuel tanks were fixed beneath the front seats. Production of the Sahara ended in 1966 after almost 700 had been manufactured.
Initially intended for rural France as a simple, reliable and economical car for all kinds of use, the 2CV proved such a success it eventually appealed to people all over the world. Citroen manufactured a right hand drive version of the 2CV in the UK from 1953 using various British-made parts, such as chrome bumpers, hub caps, headlamps and semaphore direction indicators, which gave it a more British appearance. The British 2CV also had rear windows that opened like the front ones and a metal bootlid instead of canvas. When sales figures didn't prove particularly high, a 2CV with a redesigned fibreglass body was produced from 1960 and was called the Bijou. Car buyers were still not interested, UK manufacture ceased in 1964 and the factory closed in 1966.
In the 1970's 2CV "raids" were organised where hundreds of 2CVs would travel together around the world, for example Paris to Kabul (in Afghanistan) and back to Paris after 10,250 miles in 1970. 2CVs were crossing dry and dusty deserts, streams and mountains in extremely hot weather through different continents. "2CV cross" also became popular and many old 2CVs were raced on muddy courses as sport.
It had not been possible to buy a new 2CV from Citroen in this country since 1966, but several cars based on the 2CV were produced by Citroen. The Dyane was very similar to the 2CV and was introduced to the UK in 1968. The other derivative model sold in the UK was the slightly larger Ami . It was 1974 when Citroen reintroduced the 2CV to the UK and it became an instant success at the time of the fuel crisis.
With only minor changes to the appearance of the bodywork, the same basic design was kept during the whole production. The first 2CVs were fitted with a 375cc engine, later increased in capacity to 425cc/435cc and finally to 602cc, the engine which is mostly familiar in the UK today. The engine was built to such high standards and precision that the use of gaskets could be eliminated. It was also environmentally friendly years before it became necessary - fumes from the crankcase were directed and recycled through the carburettor to be burnt in the cylinder heads. The alloy engine was an "unburstable" two cylinder horizontally opposed air cooled unit - it had an oil cooler and could be driven flat out all day. Being air-cooled there was no radiator, water pump or other troublesome components. The front brakes were in-board. Seats could be removed in seconds for a farmer to transport a pig to market - removable seats were useful for picnics too. Each of the body panels were bolted separately onto a platform chassis which makes it very easy to repair. The 2CV remains the ultimate recyclable car.
In October 1950 the 2CV van, or "Fourgonnette", was launched and went into production the following year. It was produced alongside the standard 2CV saloon for many years. A fleet of 2CV vans were used by the French postal service for a long time. In the Netherlands the Dutch version of the AA used a fleet of 2CV vans.
In 1978 the 2CV van was replaced with the Dyane van, the "Acadiane".
The Fourgonnette van had the same chassis and cab as the standard 2CV but the rear section of the body was taller and wider. The rear was corrugated with two doors at the end, both having an oval window. Fixed to each door was a strap to prevent the doors falling shut when in the fully open position. The spare wheel was placed on the side and covered by a corrugated panel. Throughout production, the vans shared the same engines as normal 2CVs.
In Britain a right hand drive version of the 2CV van was built in the 1950s and was capable of a very economical 58 miles per gallon. Only 231 were built, of which just 84 were sold here, before Citroen realised that the unusual corrugated appearance did not appeal to British tradesmen and farmers and the van became unavailable in the UK.
Over the years 2CV production lines had come and gone in various countries but several decades later the 2CV was still being made at Citroen's factory in Paris. In 1988 2CV production was transferred from Paris to Portugal and the last 2CV rattled off the production line in July 1990. During the 1970's some inappropriate but amusing stereotypes of 2CV owners came about and most people still can't help but smile whenever one goes purring by.
Summary
1948
In October 1948 the 2CV was unveiled to the public and production had commenced the following year. The car was only available in grey. The first 2CVs had a 375cc unit with a top speed of 43 mph.
1950
In October 1950 the 2CV van was unveiled.
1953
Doors could now be locked. The chevrons on the front of the car were mounted without the oval surround and the speedometer had a light for night time driving. Citroen commenced production of the British 2CV in the UK.
1955
The 2CV's engine increased in size to 425cc and had a top speed of 49 mph.
1957
The 2CV had a larger rear window from 1957. The bonnet had a strip of aluminium down the centre and there were also strips of aluminium across the doors.
1958
The 2CV Sahara 4X4 was introduced, with two 425cc engines and two gearboxes. The 2CV no longer had a canvas covered boot but instead had a metal bootlid.
1960
The Bijou was the replacement for the British 2CV in the UK.
1961
In 1961 the 2CV had a new bonnet with fewer corrugations and the side panels (previously part of the bonnet) became separate. A new aluminium grille was introduced with large chevrons built in. 2CV colours started to increase at this time too.
1963
Electrically operated windscreen wipers were fitted instead of wipers that worked off the speedo cable. The body of the 2CV van was changed slightly. The corrugated panels on the side incorporated a flat space so that company logos could be painted on. Also, a window was built into each side so that the person unloading the van had a little more light.
1964
The last Bijou was produced in the UK.
1965
Suicide front doors were discontinued and the exterior handles were moved to the rear of the front doors.
1966
The grille became a plain three bar aluminium one and small chevrons were fixed to the bonnet. Rear quarterlight windows also appeared in 1966.
1970
In 1970 all 2CVs had 12 volt electrics instead of 6 volt. There was a choice of the 2CV4 with 435cc and top speed of 53 mph and the 2CV6 with 602cc and top speed of 68 mph. Front indicators were added to the front wings. 1970 saw the introduction of a modified 2CV van. It had a taller load section and bigger doors at the rear. There were also less corrugations on the lower panels.
1974
Citroen France began exporting right hand drive 602cc engined 2CVs to Britain with a soft, padded steering wheel similar to other Citroen models.
1975
The bonnet grille was now plastic and there were new rectangular headlamps instead of round ones.
1976
The 2CV SPOT was the first limited edition car produced by any manufacturer. It had orange and white paintwork, orange seats and a striped sun blind inside the roof. It was released as the five millionth 2CV was produced.1978
Production of the 2CV van ceased as the Dyane van replaced it.
1979
The 2CV was now available with separate front seats and cloth upholstery. As in the UK, only the 602cc version was available in Europe having a dual choke carburettor and increased top speed of 71 mph.
1981
The 2CV Charleston appeared as a limited edition in maroon and black. It had square, chromed headlamps, black and white checked upholstery and silver coloured wheels and bumpers.1982
All 2CV models were now fitted with front disc brakes. The Charleston became permanent with round, chrome headlamps and was also available in yellow and black or dark and light grey with a new type of quilted style upholstery.
The '007' limited edition 2CV was released following the appearance of a yellow 2CV driven by James Bond in the film "For Your Eyes Only". It had 007 and bullet hole stickers on it.1983
The limited edition France 3 (in France), Beachcomber (in Britain) and Transat (in Holland) were produced in celebration of the famous French yacht called France 3. The car was white with dark blue stripes and had different style seats with blue and white stripes.1985
The 2CV Dolly appeared as a limited edition in red and grey, grey and yellow and grey and white.
Later it was available in dark blue and yellow. The Dolly had the quilted upholstery from the Charleston.
The Dolly then became permanent and available in red and white, green and white or maroon and cream with a Dolly sticker beneath the windscreen.1987
The green Bamboo limited edition was on sale with a white Bamboo sticker beneath the front side windows.1988
On 29 February 1988 the last 2CV was manufactured at the Paris factory and production was transferred to Portugal.
1990
On 27 July 1990 Citroen produced the last 2CV at the plant in Portugal.
Buying
If you are thinking of buying a 2CV, you will find that rust is present on most, especially 2CVs used in the British climate. In recent years various companies have been restoring 2CVs and it is now possible to buy an "as new" 2CV for around £3,500. The price you should expect to pay for a good 2CV from a private seller is around £1,200.
The most important area to check is the chassis. When production was transferred to Portugal in 1988 the standards seemed to deteriorate. This meant that a late example 2CV was not necessarily a better buy. Cars with E, F and G registration plates are most likely to have been manufactured in Portugal.
Mileage is not as important as condition. I once saw a 3 year old 2CV and its chassis had crumbled away and was in worse condition than those of some older 2CVs that had covered more mileage. Most of the 2CVs produced between 1988 and 1990 will already have a new one fitted by now. The galvanised chassis is a popular fitment and there should be nothing to worry about if the car you are looking at has one of these.
Too many welded patches on the chassis may indicate that it will not last much longer before needing replacement. Check whether the chassis is beginning to distort. If the bonnet catch doesn't reach the bonnet, this may be due to the front of the chassis sagging. A sure sign the chassis is a bad one is if the neutral mark on the gear lever is not level with the end of the gear stick housing when in neutral. However, you may still be interested in buying such a 2CV because it will be cheap and a new chassis (for £350) can be fitted once the body is unbolted and lifted off.
The body panels unbolt easily and can be replaced if necessary. Inside, the floorpan is prone to rusting as water collects underneath the rubber mats. The bulkhead is a double skinned section and water usually corrodes it from inside. The vinyl roof can crack and fade over time and also rust inside the front section which causes the fit to become slightly loose.
Look at the underside of the bonnet. If the soundproofing blanket looks wet and oily, ensure the engine is free from major oil leaks. The recommended oil filters are the blue 'Purflux' ones that were used by Citroen. Nosiy tappets are normal but any other noises should be investigated. 2CV engines can do 250,000 miles without requiring much attention as long as they are serviced correctly. Because the 2CV engine was manufactured with such precision, it did not need any cylinder head gaskets. However, on a high mileage engine the cylinder heads sometimes start to leak exhaust fumes through the heater and this is a sign that the top of the cylinder heads could do with "pasting and grinding", but it is a very simple job.
If the brake pedal feels stiff and the car veers forwards under braking, then the rear brakes could be seized up. This often happens as the rear brakes do little work compared to the front brakes and sometimes go rusty as a result. If you notice any groaning noises coming from the suspension cylinders it is nothing to worry about. The cylinders containing the suspension springs can get a bit dry in the summer and they just need a drop of Waxoyl or even castor oil inside them.
Few cars survive from the 1970's, even though they were better built, because while 2CVs were still being manufactured they were considered disposable, cheap cars and were not cherished. Later cars are plentiful and have easier to maintain disc brakes at the front. If you are buying a 2CV you will probably want to make some cosmetic improvements to it. (Beware of any improvements a previous owner might have made, additional electrical items in particular should be properly fitted). Luckily, as we head towards the 21st century, the market of 2CV replacement parts and accessories seems to be expanding. Interiors usually show signs of wear, the seats are often torn and items of plastic trim are sometimes damaged or missing. With 2CVs having been out of production for several years now, it is best to find a car that belonged to an enthusiast otherwise it will probably have been neglected.
Owning
Just the sight of a 2CV causes amusement to most. The knowledge that its top speed isn't much more than the British national speed limit causes more laughter. The fact is, it is the 2CV owner who is laughing - it requires so little in return for so much. Even though the 2CV has been around since 1948, lots of people still judge the car by its crude appearance and do not know anything about the extraordinary engineering of the car.
As troublesome components were designed out of the car in the beginning, there is very little to go wrong. Buy a grease gun to grease the kingpins every 1,000 miles or so and you won't have much else to worry about apart from changing the oil and spark plugs. Provided it is maintained according to the service schedule, a 2CV will last a very long time. It has long been known as a robust little machine. Should anything require replacement, spare parts can still be located at the scrapyard but most parts are readily available new. A 2CV is probably one of the most practical classic cars to use on a daily basis. It may be an old design but even the 2CV's braking performance is much better than old British cars.
Most people know 2CVs can do 50 miles per gallon and are the lowest group insurance. In the UK they benefit from lower rate annual road tax. The only thing that prevents people from buying a 2CV is what other people will think! The 2CV makes a lot of sense. Even when the starter motor stopped working on my 2CV a few years ago, the car could still be cranked up with the starting handle until I bought a new starter motor. Dyanes from 1977 and 2CVs from 1981 had inboard disc brakes at the front and brake pads can be changed in seconds with a screwdriver.
Inside the 2CV you sit behind a large, thin steering wheel and, even if you are over 6 feet tall, have plenty of legroom and headroom. The 2CV's interior is narrow but the actual car is the same length as the Ford Escort or Rover 200. The gear lever protruding through the dashboard may seem unusual but it is designed very well. For 2nd and 3rd gear, the ones used most often, you can just flick it backwards and forwards between the two. Fourth gear is really an overdrive so you don't need it for driving around town. Acceleration is slow but perfectly adequate. Other motorists will still want to overtake at the first opportunity though. The windows are small but visibility is good because of the narrow frames to the doors and windows. At junctions and in traffic jams the car's narrow size enables you to get through spaces that other cars cannot. With in-board front brakes and high ground clearance you can drive through floods with confidence.
The driving position is fairly high. You sit in seats manufactured specially to provide comfort and support in cornering. Beneath the covering, the seats are metal frames with rubber bands joined to a piece of centre material. When cornering, a 2CV can look frightening to following vehicles but it doesn't matter how fast you go, the car goes where you want it to and cannot roll over. A term often used to describe the 2CV is that it "corners on rails". Not many cars do that. The suspension is not as soft as the DS but is good at soaking up bumps in the road and gives a slight floating sensation. People who suffer with back pain are impressed by the 2CV's abiltiy to ride over poor road surfaces with no ill effects.
The air-cooled engine and the gearbox create some unique whining and purring noises which are more interesting than what's on the car stereo. (There's not really anywhere to put a car stereo anyway!) The thin doors bend out at the edges when driving at 70 mph and you can see a small gap. When it's raining there will be a few drips of water in the car but it is almost impossible to prevent them. Rubber mats are provided instead of carpeted floors so it is easy to mop up any water that has collected in the footwell. Water drips down the dashboard electrics, there are draughts and the sound of the rain on the fabric roof is very loud - the 2CV is not a car for wimps! In the summer you don't need air conditioning, there's a ventilation shutter beneath the windscreen, front windows (hinged in the middle) can be clipped up and the roof can be rolled all the way back.
During the winter the front grille muff should be fitted below 10ºC to keep the engine at the best temperature (and also to improve heating for the occupants) but it should be removed above 15ºC. Every so often the cardboard heater tubes should be checked to ensure they are fastened tightly because sometimes they can fall onto the exhaust pipes in the engine bay and catch fire.
2CV drivers have always waved or given a quick flash of the headlamps to other 2CV drivers. There seemed to be fewer and fewer 2CVs seen on the roads as the 1990's progressed but they are by no means rare vehicles yet. Once you have got used to waving at 2CVs it becomes a natural reaction and the sight of the famous tin snail is always a welcome one to enthusiasts.
The old motoring journalists were often praising the 2CV as it was such a simple but clever design. From the 1980's the verdicts were no longer as polite when British journalists became more interested in reporting on performance figures and in-car gadgets. If you have a 2CV today you will have to expect people to make jokes about your car. People in the media attack the 2CV with ignorant and senseless soundbites for the sake of entertainment or publicity. 2CV drivers have a good sense of humour anyway so it's no problem.
Until a few years ago a 2CV was only a real 2CV if it had dented and rusty bodywork with an interior so dirty that you would need to burn your clothes after sitting inside. It was cool to drive a dirty and battered 2CV! (If it was good enough for James Bond...) Since then, more and more people have taken care of their 2CVs and there are many more being restored and looked after as they become collectable. The great thing about restoring a 2CV is that it costs so little compared to other cars. Rust has to be pretty severe to make a 2CV unroadworthy.
Selling
There shouldn't be any problem finding a buyer for your 2CV when you decide to sell it because they are great fun to own and drive yet are not of particularly high value financially. If you buy an average 2CV for £750 you can sell it for the same price in two years time as long as you look after it.
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