Citroën 2CV

Citroën 2CV
Company type	Automobile model
Industry	Automotive
Founded	1948
Founder	Pierre Boulanger (design direction)
Defunct	1990
Headquarters	Paris, France
Products	Economical automobile
Owner	Citroën

The Citroën 2CV (, meaning "two horses," a reference to its taxable horsepower) is an economical automobile manufactured by the French company Citroën from 1948 until 1990. Debuting at the 1948 Paris Motor Show, it was equipped with a front-mounted, air-cooled engine powering the front wheels.

Designed under the direction of Citroën Vice-President Pierre Boulanger to provide motorized transport for rural farmers in France, the 2CV blended practical engineering with a straightforward, functional design. It was notable for its low cost of ownership, straightforward upkeep thanks to its air-cooled engine initially rated at , and remarkable fuel economy. Its suspension system with extensive travel allowed it to navigate uneven terrain while carrying delicate goods, addressing the scarcity of paved roads during that period.

Often called "an umbrella on wheels," the vehicle featured a fixed-profile convertible body with a wide canvas sunroof that rolled back completely, allowing for the transport of bulky items. The 2CV was also the first model to commercially adopt Michelin radial tires, which improved both durability and driving performance.

Throughout its production span, over 3.8 million units were produced, marking it as the first front-wheel-drive automobile to surpass one million in sales following Citroën's Traction Avant. The adaptable A-Series platform gave rise to various derivatives including delivery vans known as 'fourgonnettes,' as well as models like the Ami, Dyane, Acadiane, and Méhari. Cumulatively, more than nine million vehicles based on this platform were manufactured.

Industry evaluations commended its originality and efficient minimalism; in 1953, Autocar praised its cleverness as comparable to that of the Ford Model T. Automotive specialists have recognized it as a logical and well-conceived design that achieved success through simplicity.

The 2CV’s design philosophy and longevity share similarities with the Volkswagen Beetle—both conceived before World War II to offer affordable transportation featuring air-cooled boxer engines, comparable wheelbases, and versatile chassis platforms that supported multiple variants. Each model sustained production over several decades and achieved sales exceeding one million units.

In the late 1990s, a prototype called the "Citroën 2CV 2000" was developed but never transitioned into mass production.

Pre-production

In 1934, Michelin—a family-owned company and Citroën’s largest creditor—assumed control of the bankrupt automaker. Market research conducted by Jacques Duclos identified a significant rural demographic unable to afford automobiles. This insight led Citroën to develop an affordable and robust vehicle—the so-called "umbrella on four wheels"—capable of transporting four passengers along with 50 kg of agricultural produce at speeds up to 50 km/h on rough roads while consuming less than 3 L/100 km of fuel. A critical design requirement was ensuring eggs could be carried across plowed fields without damage.

By 1936, Pierre-Jules Boulanger, Citroën’s vice-president, tasked his engineering team with creating this vehicle. The TPV (Toute Petite Voiture – "Very Small Car") project was conducted confidentially at Michelin’s Clermont-Ferrand plant and Citroën’s Paris workshops by engineers who had worked on the Traction Avant. Boulanger set stringent weight limits and established a specialized unit focused on redesigning parts to reduce weight without compromising functionality.

Engineer André Lefèbvre, an expert in chassis engineering and tire-road interaction, headed the development effort. By late 1937, twenty experimental TPV prototypes had been completed and tested; these early models featured minimal controls and a single headlamp in accordance with French regulations of that era. Following Pierre Michelin’s passing in December 1937, Boulanger ascended to the presidency of Citroën.

By 1939, after producing 47 enhanced prototypes utilizing aluminum and magnesium components alongside water-cooled flat-twin engines and front-wheel drive systems, the TPV was ready for production. Its innovative suspension employed torsion bars designed to handle varying loads while maintaining comfort and reliability. A pilot batch of 250 vehicles was assembled mid-year, receiving official French market approval on 28 August 1939. Preparations were then underway for its unveiling as the Citroën 2CV at the October Paris Motor Show.

A notable advancement introduced during production was Michelin’s new radial tire technology, which debuted commercially on the 2CV. This radial tire design became a fundamental element integrated into the car’s chassis engineering.

World War II

On 3 September 1939, following France’s declaration of war on Germany, the 1939 motor show was canceled and the planned launch of the 2CV was postponed indefinitely.

Throughout the German occupation of France in World War II, Boulanger steadfastly refused to cooperate with the German authorities, which led to his classification by the Gestapo as an "enemy of the Reich" and placed him under constant threat of detention.

Michelin, Citroën’s principal shareholder, alongside company executives, concealed the TPV project from Nazi forces due to concerns it might be repurposed for military objectives similar to those of the Volkswagen Beetle. Several TPV prototypes were either buried or camouflaged; until 1994, only two were believed to have survived, but by 2003, five had been identified.

By 1941, a sharp 40% increase in aluminium costs rendered postwar TPV production financially unviable. Consequently, Boulanger reengineered the vehicle to primarily use steel with flat body panels instead of aluminium. When the Nazis attempted to seize Citroën’s stamping tools, Boulanger collaborated with the French Resistance to mislabel shipments, dispersing these tools across Europe and complicating Nazi retrieval efforts.

In early 1944, Boulanger replaced the original water-cooled two-cylinder engine with an air-cooled 375 cc two-cylinder unit developed by Walter Becchia, who also designed a four-speed gearbox—rare for small French cars at that time—enhancing performance despite the added weight from steel construction. The body received a redesign by Italian stylist Flaminio Bertoni, while seats incorporated tubular steel frames with rubber band suspension. The initial experiments with Citroën’s hydro-pneumatic suspension system also commenced using the TPV/2CV during this period.

After liberation, development slowed due to the 1944 Socialist government's "Plan Pons," which allocated car production quotas to prioritize certain sectors. Under this plan, Citroën was limited to manufacturing upper-middle-class vehicles such as the Traction Avant, whereas Renault was granted resources—including US Marshall Plan aid—to produce economy models like the Renault 4CV. This policy remained in effect until 1949.

Postwar France faced deteriorated infrastructure; horse-drawn transport reemerged, and many internal combustion engines operated on alternative fuels due to shortages. Only about 100,000 of the two million prewar vehicles remained functional during what became known as "Les années grises" ("the grey years").

Development

Citroën introduced the vehicle at the Paris Salon on 7 October 1948. The model exhibited closely resembled the 2CV type A released the following year but initially did not include an electric starter until shortly before the event. The canvas roof could be fully retracted. The Type A featured a single stop light, was available exclusively in grey, and had very basic instrumentation consisting of a dipstick fuel gauge and a speedometer mounted on the windscreen pillar.

1949–1959

The first production version of the 2CV type A (1949) housed a 375 cc engine capable of reaching a top speed of , equipped with one tail light and a windscreen wiper powered by vehicle speed. It was distinguished as the first automobile designed specifically for radial tires.

Despite initial skepticism from automotive journalists and comedians alike, Citroën experienced robust demand at launch resulting in a waiting list that extended from three years to five years rapidly. Production increased from 876 units in 1949 to 6,196 in 1950.

By late 1951, international perspectives had softened; Germany's Auto Motor und Sport acknowledged the car as "highly interesting" despite its simplicity. That same year saw the death of Pierre-Jules Boulanger—an influential figure in Citroën’s direction—in a car accident.

In 1951, features such as ignition locks and lockable driver’s doors were introduced. Production reached approximately 100 vehicles per week, totaling over 16,000 by year-end. Additionally, Citroën launched the 2CV Fourgonnette panel van variant that included a "Weekend" convertible version designed for family use.

By 1952, output exceeded 21,000 units with export markets prioritized to earn foreign currency. Boulanger’s strategy of prioritizing buyers dependent on affordable transportation—such as rural workers and farmers—was maintained after his passing.

Later enhancements included illuminated speedometers (1954), side indicator repeaters (1955), and engine upgrades culminating in a (AZ) model delivering with a top speed of . By 1957, heating and ventilation systems were added along with larger mirrors and rear windows plus bonnet trim improvements (AZL). The AZLP model introduced a boot lid for easier loading access. In 1958, Belgian production commenced manufacturing the higher-spec AZL3 version featuring additional side windows and refined appointments.

1960–1969

The production of the 375 cc engine ceased in 1960. The previously corrugated metal bonnet gave way to a glossy cover with five ribs, and the grille underwent minor alterations. On the AZAM export version, rectangular turn signals were added to the front fenders; after 1970, round indicators replaced these at both front and rear, eliminating the traditional placement of flashers on the rear quarter panels.

December 1960 marked the introduction of the 2 CV 4 × 4 2CV Sahara, which featured an additional rear-mounted engine-transmission assembly powering the back wheels independently. Each engine operated with its own petrol tank and controls. With off-road capabilities and a price twice that of a standard model, only 694 units were produced through 1968, plus one more in 1971. Many were utilized by Swiss Post for deliveries and have since become highly sought-after collectibles.

Also in 1960, except for the Sahara model, the corrugated "ripple bonnet" was replaced by one featuring six larger concave indentations, a design that remained until production ended. The vehicle retained suicide doors from 1948 until 1964, after which front-hinged doors were introduced.

In 1961, Citroën unveiled the Citroën Ami, built on the 2CV chassis but distinguished by a four-door sedan body and a rear window slanting in reverse. Engine power rose to in 1962 and further to in 1963. Additional enhancements included electric windshield wipers, a charging indicator light, repositioned speedometer, and fuel gauge.

Under publicity chief Claude Puech and PR director Jacques Wolgensinger, marketing targeted younger buyers through initiatives such as "Raids," rallies, and the slogan "More than just a car—a way of life." Robert Delpire designed brochures supporting these campaigns. The color palette expanded from Glacier Blue in 1959 to yellow by 1960. By mid-decade, production volumes sufficiently met market demand.

In February 1965, Citroën Belgium introduced the more powerful 3CV AZAM6 variant equipped with a engine and an enhanced chassis. This model remained in production until October 1967 and was selectively exported but never sold within France.

The year 1967 saw the launch of the Dyane, which was derived from the 2CV chassis but featured a hatchback design for improved practicality, developed in response to competition from the Renault 4. With integrated lighting and updated body styling, approximately 1.4 million Dyanes were manufactured between 1967 and 1983. Although intended to replace the 2CV, it ultimately sold alongside it until the latter outlasted it by seven years. During this period, Citroën also introduced the Méhari off-road vehicle.

Starting in 1965, certain markets offered an upgraded flat-twin engine at an additional cost; however, smaller engines continued to be used in France and export regions where taxation was based on engine displacement. This smaller engine was updated to in February 1970.

1970–1979

In 1970, rear light clusters from the Citroën Ami 6 were adopted for the 2CV. Production concentrated on two main variants: the 2CV 4 (AZKB) with a 435 cc engine and the 2CV 6 (AZKA) featuring a 602 cc engine. From this point forward, all models were compatible with unleaded petrol. Rectangular headlights became standard on most versions from 1975 onward, excluding the Spécial. Other modifications included replacing the front bench seat with two separate seats in 1971; standardizing three-point seat belts in 1972; and introducing new seat upholstery, a padded single-spoke steering wheel, and ashtrays in 1973.

The highest yearly production occurred in 1974, driven by increased demand following the 1973 oil crisis, which elevated the car’s status as both an economical choice and a symbol of youth culture. Citroën leveraged this momentum through "Raid" endurance rallies during the decade, enabling customers to purchase new 2CVs equipped with "P.O." (Pays d'Outre-mer) kits tailored for demanding off-road environments.

Key rallies included:

The 1970 Paris–Kabul event: involving approximately 1,300 participants with around 500 vehicles traveling to Afghanistan and back.
The Paris–Persepolis rally of 1971: featuring about 500 vehicles covering a route to Iran and return.
The Raid Afrique of 1973: where around 60 vehicles journeyed from Abidjan to Tunis, crossing the uncharted Ténéré desert.

In response to new emission standards introduced in 1975, engine power was reduced from . That year also brought square-shaped adjustable headlights and a redesigned plastic grille.

July of that year saw Citroën release the entry-level 2CV Spécial, featuring simplified trim and utilizing the smaller engine. Produced under the AZKB code until 1990, this model incorporated cost-saving features such as elimination of the third side window, ashtray removal, and minimal interior trim. Early Spécial editions retained round headlights last seen in 1974 and had basic vinyl door panels with exposed handles. The speedometer was downsized into a square unit including a fuel gauge. The steering wheel transitioned to a plastic two-spoke design replacing earlier single-spoke versions.

From mid-1978 at the Paris Motor Show, Spécial models regained their third side windows and expanded their color range to include red and white options. By mid-1979, they received an upgrade to the larger 602 cc engine. In June 1981, Citroën introduced the Spécial E variant equipped with a centrifugal clutch designed to optimize fuel efficiency for urban driving conditions.

1980–1990

By the year 1980, the surge in 2CV sales triggered by the 1973 oil crisis had diminished, as new European and Japanese superminis and economy vehicles entered the market. The launch of Citroën's Visa in 1978 also contributed to reduced demand for the 2CV. Annual production peaked at 163,143 units in 1974 but declined to 89,994 by 1980 and further dropped to 59,673 by 1983. Despite shrinking production numbers, the model remained profitable owing to fully depreciated manufacturing equipment and shared parts with models such as the Visa and Citroën Acadiane. In 1981, the Spécial was equipped with a standard 602 cc engine, although the smaller 435 cc unit was still available on special request until existing inventory was exhausted.

That same year, a yellow 2CV6 appeared in the James Bond film For Your Eyes Only, fitted with a more powerful flat-4 engine sourced from the Citroën GS. Citroën leveraged this cinematic exposure by introducing a limited edition "007" model featuring yellow paint and "007" decals.

In 1982, all 2CV variants were upgraded with inboard front disc brakes utilizing LHM hydraulic fluid, bringing their braking system in line with larger Citroën cars equipped with hydropneumatic suspension.

The late 1986 debut of the Citroën AX, considered an improvement over the Visa, captured much of the remaining small car market for Citroën within France, hastening the 2CV’s decline. Production fell by 20% between 1986 and 1987, reaching just 43,255 units. That year saw over 12,500 units sold in West Germany, while France—the third-largest market—registered only 7,045 sales. The UK market hit a peak of 7,520 registrations in 1986, buoyed by the popular Dolly special edition. The Club trim was discontinued that year, leaving only the Spécial alongside style-focused editions like Dolly and Charleston.

After four decades of manufacturing at Levallois-Perret—the main production site since 1948—operations ceased there in 1988 due to outdated facilities and poor working conditions. The final Levallois-built vehicle was a basic Spécial painted a grey shade reminiscent of early models. Production then transferred to Citroën’s more modern plant in Mangualde, Portugal until final closure occurred in July 1990.

The adoption of voluntary European emission standards across several countries in 1989 led to the withdrawal of the 2CV from key markets including Austria, Denmark, Italy, Spain, Sweden, Switzerland, and the Netherlands—one of its last major territories. That year’s leading markets were West Germany (7,866 units), France (5,231), and the UK (3,200).

The final 2CV produced was a specially prepared Charleston assembled at Mangualde on July 27, 1990. Portuguese production accounted for only 42,365 units after French manufacturing concluded.

Models built in Portugal developed a reputation in markets like the UK for inferior build quality and increased susceptibility to rust compared to French-made cars. Nevertheless, Citroën maintained that the Mangualde facility featured more modern equipment and upheld higher production standards than those at Levallois.

As of October 2016, around 3,025 Citroën 2CVs remained registered on UK roads.

Limited edition saloon variants

The tradition of limited edition models began with the 1976 SPOT and was followed by the 1980 Charleston, which drew inspiration from 1920s Art Deco two-tone Citroën colour schemes (originally Grey/Black, Maroon/Black, Yellow/Black). The 007 model was introduced in 1981. In 1983, the 2CV Beachcomber was launched in the UK and marketed as "France 3" or "Transat" across continental Europe, coinciding with Citroën’s sponsorship of the French America's Cup yacht. The 1986 Cocorico edition celebrated France’s participation in the World Cup that year, referencing the iconic Gallic rooster. Subsequent releases included the Bamboo in 1987 and the Perrier edition in 1988, created in collaboration with the mineral water brand.

Initially released in October 1980 as a limited one-season special, the Charleston’s popularity led to its inclusion in the standard lineup by July 1981. Enhancements featured a revised carburetor increasing output to 29 hp (21 kW) and enabling a top speed of 115 km/h, alongside updated rear-view mirrors and front inboard disc brakes.

The Dolly special edition appeared in March 1985, showcasing vibrant two-tone Art Deco colours aimed at female buyers, who comprised 40% of the 2CV customer base at that time. The first colour schemes included grey/white, grey/red, and grey/yellow—all quickly selling out. A second series launched in September introduced white/red, white/green, and beige/maroon combinations. Due to ongoing demand, Dolly transitioned into a permanent model positioned between the basic Spécial and Club trims. From 1986 onward, available colours included white/red, beige/maroon, and blue/beige. In markets such as Germany and the UK, Dolly often outsold all other versions combined. Although Charleston remained the flagship model, its yellow/black scheme was discontinued after 1984.

By the decade’s end, four principal models comprised the range:

Spécial
Dolly (upgraded Spécial)
Club (production ceased in 1987)
Charleston (enhanced Club)

In Germany and Switzerland, the "I Fly Bleifrei" ("I Fly Lead Free") special edition launched in 1986 featured a distinctive two-tone green finish and was engineered to run on unleaded petrol to comply with tightening emissions regulations. The following year saw Germany receive a limited run of 400 units of the "Sausss-Ente" ("quick duck") edition, continuing this motif with a stylized flying duck wearing a helmet and advertising its humorous acceleration time of 59.4 seconds from 0 to 100 km/h.

Overseas markets

Initially marketed primarily within France and select European countries, the 2CV later expanded into Asia, South America, and Africa. After World War II, Citroën concentrated predominantly on the domestic market, adapting vehicles to local factors such as puissance fiscale. Although supported by Michelin’s management—which prioritized their radial tyres—Citroën lacked sufficient capital for extensive global expansion until Peugeot acquired the company during the 1970s. Worldwide sales of the 2CV reached approximately nine million units; for comparison, Volkswagen’s globally distributed Beetle surpassed twenty-one million sales.

Manufacturing operations in Belgium continued from 1952 until 1980.

United Kingdom

Between 1953 and 1960, Citroën assembled the 2CV at its Slough facility. Initially, British regulations banned vehicles with front inboard brakes like those on the 2CV. Producing locally circumvented trade restrictions and facilitated sales throughout the British Empire and Commonwealth, with modifications such as enhanced air filters designed for demanding environments like Australia and Africa—regions where durability and ride comfort were especially valued. Nevertheless, high import duties kept retail prices elevated within Great Britain itself.

In 1959, the British Royal Navy procured 65 rugged 2CV pick-up trucks to support Royal Marines’ jungle missions—highlighting the vehicle’s reliability and lightweight design suitable for helicopter transport from aircraft carriers.

That same year introduced the unique glass-fibre coupé known as the Citroën Bijou, styled by Peter Kirwan-Taylor. Despite its distinctive appearance, its heavier body adversely affected performance given the small engine capacity.

Following the oil crisis of the mid-1970s, increased interest in fuel-efficient automobiles prompted a revival of the 2CV in Britain. Unlike earlier imports burdened by tariffs, these later models were manufactured in France and benefited from trade liberalization under UK membership of the EEC. By the 1980s, key export markets for the model included Britain and West Germany.

South America

The 2CV was manufactured in Chile, Uruguay, and Argentina specifically for the South American market.

Chile

In 1953, the Chilean and Argentine Citroneta 2CV utilized a French-supplied AZ chassis paired with a 425 cc engine delivering 12 hp. The "three-box" style body, available in both 2- and 4-door configurations, was designed and built locally in Chile, marking it as the nation's first economy vehicle. During the 1970s, the Chilean version upgraded to a 602 cc engine producing 33 hp, known as the AX-330, which was manufactured from 1970 until 1978. This model received enhancements such as updated bumpers, a hardtop roof, front disc brakes, and square-shaped headlights.

Additionally, Chile produced a localized variant of the Citroën FAF named the Yagán (after an Indigenous group) between 1972 and 1973. Approximately 200 Yagán units were deployed by the military during the 1973 coup for street patrols and border security, some outfitted with mounted cannons.

Uruguay

From 1965 onward, Nordex began producing panel van and pickup versions of the Citroën 2CV. While steel was used for doors and rear sections, fenders and hoods were crafted from fiberglass-reinforced plastic by Dasur (Danrée, Soler & Bonet). The chassis construction employed sheet metal bending equipment. Production started in 1966 with the "3CV" model and later expanded to include the Ami 8 during the 1970s.

Between 1970 and 1982, Uruguay assembled both the Citroën Méhari and Ranger models. Fiberglass bodies were produced by Dasur, chassis by Nordex, and sales managed by Quintanar. Around 14,000 units were built—9,000 exported to Argentina with the remainder sold domestically. The Méhari was powered by a two-cylinder boxer engine (602 cc, 35 hp) driving the front wheels and weighed approximately 590 kg.

The Méhari Ranger represented a national adaptation featuring a fixed body structure that converted it into a station wagon with extensive glass areas and distinctive side windows. Its weight was roughly 700 kg.

Starting in 1978, Nordex assembled Citroën AK 400 vehicles from components sourced in Argentina and Belgium for export to Argentina.

Nordex also produced models such as the Citroën BX, which was exported to Brazil beginning in 1992, and documented manufacturing of the Citroën ZX in 1995. Citroën production activities in Uruguay continued until 2002.

Argentina

Between 1959 and 1979, Citroën Argentina Sociedad Anónima manufactured a total of 223,442 vehicles—all within the A-Series lineup. These included the 2CV sedan, 3CV hatchback, AZU, AK, AK 400 vans, AMI 8, and Méhari models. The "3CV" was an exclusive Argentine variant featuring specific modifications such as a hatchback design.

Citroën Argentina exported components to France, Spain, and Chile; complete vehicles to Paraguay, Bolivia, and Cuba; and chassis with mechanical parts to Uruguay (some of which returned as finished Méhari or AK-400 models). The company relied on approximately 450 local suppliers for parts production, achieving over a 95% domestic content rate by 1969.

An Argentine company acquired rights along with factory facilities from Citroën to continue producing a modified version of the 2CV called the 3CV IES America into the decade of the 1980s.

North America

Only a limited number of new 2CVs were sold in North America due to their relatively high cost compared to competitors. The original model's low power output and limited top speed made it ill-suited for use on expanding US interstate highways. Even later versions found it difficult to surpass speeds of 115 km/h, which restricted their acceptance in this market.

Yugoslavia

Between 1959 and 1985, the Yugoslav company Tomos manufactured the 2CV under license at its facility in Koper (present-day Slovenia), later broadening production to include additional Citroën models. Due to a protected domestic market, this collaboration enabled Citroën to establish a foothold in Yugoslavia. The 2CV became well-known locally as the Spaček, a nickname that continues to be recognized in the nations that emerged after Yugoslavia's dissolution.

Africa

In 1963, the 2CV was assembled locally in the Ivory Coast and marketed across some West African nations under the name Citroën Baby-Brousse. This approach of producing a simplified 2CV variant in developing regions was replicated elsewhere, as outlined under Citroën Facile à Fabriquer (easy to manufacture). A notable instance is the 1969 model, which became the first car produced in Vietnam.

In Madagascar, once a French colony, the 2CV is so prevalent as a taxi that it has become an emblematic symbol of the country.

A custom-built 2CV features prominently in the Nigerien film Cocorico! Monsieur Poulet (1977).

Iran

Citroën introduced the 2CV to Iran in 1966, which was soon succeeded by the Jiane, a localized adaptation of the Citroën Dyane. Initially, these vehicles were manufactured through a partnership between Citroën and Iran National. Following the 1979 Revolution, Iran National was nationalized and continued independent production of the Jiane. Subsequently, SAIPA produced approximately 120,000 units of the Jyane model.

Production figures

Citroën developed several high-volume models based on the 2CV platform, including the Ami, Dyane, Acadiane, and Méhari. Collectively referred to as the A-Series, these vehicles were also manufactured through various joint ventures featuring design alterations.

Production statistics for Citroën A-Series
Model	Production Years	Units Produced
2CV Saloon	1948–1990	3,867,932
2CV Fourgonette/Truckette/Van	1951–1981	1,246,299
2CV Sahara 4x4	1958–1971	694
Ami 6, Ami 8, Ami Super	1961–1978	1,840,396
Citroën Bijou	1959–1964	212
Citroën Dyane	1967–1983	1,443,583
Citroën Acadiane	1977–1987	253,393
Citroën Méhari (4x2 & 4x4)	1968–1988	144,953
Citroën Argentina Sociedad Anónima (models: 2CV, 3CV, AZU Fourgon, AK Fourgon, Ami 8, Méhari)	1960–1979	223,442
Industrios Eduardo Sal-Lari S.A. (IES) Argentina (3CV)	1983–1986	over 10,000
IES Argentina (3 CV América)	1986–1990	836
IES Argentina (3 CV Súper América)	1987–1990	3,096
IES Argentina Méhari Safari	1983–1988	approximately 1,000
IES Argentina Méhari Gringa	1988–1990	around 300
Nordex Méhari Ranger Uruguay	1970–1982	about 14,000
Citroneta Chile (Arica)	1953–1979	40,030
Yagán Chile (Baby Brousse)	1973–1976	roughly 1,500
Tomos Yugoslavia (2CV and Diana)	1959–1972	more than one unit
Cimos Yugoslavia (2CV6, Diana, Ami8)	1972–1985	more than one unit
Cimos Yugoslavia Dak model	1981–1985	approximately 2,200
Cimos Yugoslavia Geri model	1981–1985	about 900
Fiberfab Sherpa Germany	1975–1980	roughly 250
Baby Brousse Ivory Coast	1963–1979	1,320 units
SAIPAC Iran (including models: 2CV and Jian)	1965–1980	120,000 units
SAIPAC Iran Méhari (metal-bodied)	1970–1979	9,315 units
Namco Greece Pony (Baby Brousse)	1974–1983	16,680 units
Méhari models in Guinea Bissau & Senegal & CAR	1979–1983	360 units
Citroën Dalat Việt Nam Baby Brousse	1969–1975	3,850 units
Indonesia Baby Brousse	1982–1987	480 units
Citroën FAF production	1977–1981	1,786 units

Global output of all A-Series vehicles surpassed 9.24 million units.

Construction

The 1948 2CV incorporated innovative technology for its era. Throughout its 42 years of manufacture, the primary mechanical enhancement was the introduction of front disc brakes in October 1981 (for the 1982 model), a feature previously implemented on the related Citroën Dyane 6. Its durability was largely due to a simplistic design: air-cooled with an oil cooler, it eliminated the need for components such as coolant, radiator, water pump, thermostat, and distributor, instead employing a contact breaker ignition system. Apart from the braking system, original versions contained no hydraulic elements; suspension damping was achieved through tuned mass and friction dampers.

Among its notable innovations were early use of radial tyres, front-wheel drive, and rack and pinion steering housed within the front suspension cross-member for enhanced impact safety. The suspension design allowed rear fender skirts to remain in place during wheel changes. Detachable parts included front and rear wings, doors, bonnet, and after 1960, the boot lid—all mounted on "slide out" P-profile hinges. Lightweight flap-up windows replaced bulkier roll-up types due to cost and structural limitations. A full-length fabric sunroof combined with a boot lid provided versatility similar to a pickup’s load area. Additional ventilation was supplied by an operable flap beneath the windscreen. Features such as load-adjustable headlights and a heater were incorporated, with heaters becoming standard equipment on British economy cars during the 1960s.

Body

The body structure integrated a dual H-frame platform chassis coupled with an aircraft-inspired tubular framework, overlaid by a thin steel shell fastened to the chassis. Designed primarily for low-speed operation, aerodynamic efficiency was minimal; it exhibited a drag coefficient typical of its time.

The fixed-profile convertible maintained stationary doors and upper side panels but enabled door removal by lifting them off their hinges. The bonnet slid laterally to improve airflow during warm conditions. The fabric soft top could be rolled back, reducing overall weight and lowering the center of gravity while permitting transport of elongated or irregularly shaped items. This fabric roof was an economical solution in the post-war period when steel was scarce and costly. Such fixed-profile designs were widely favored during this era.

Suspension

The 2CV’s suspension was notably soft; it employed swinging arms connected fore-aft with inboard front brakes, reducing unsprung mass relative to conventional coil or leaf springs. Developed by Marcel Chinon, the system featured two horizontal suspension cylinders on each side of the chassis, each housing two springs linked to front leading and rear trailing swinging arms that functioned as bellcranks via pull rods. These springs compressed independently against cylinder ends.

Each cylinder rested on additional springs—initially steel volute springs, later replaced by rubber—that linked front and rear suspensions together. When a front wheel encountered an obstacle, its spring compressed and pulled the cylinder forward, which then pulled down the rear wheel to maintain vehicle levelness longitudinally. When both wheels compressed simultaneously, this interconnection lessened, reducing pitching commonly experienced in soft suspensions.

Swinging arms mounted on large bearings attached to cross tubes allowed fully independent soft springing combined with effective damping, ensuring consistent wheel contact and alignment despite significant body roll. An unusually large steering castor angle kept front wheels more upright during cornering maneuvers. This suspension design caused the outer wheelbase to lengthen while the inner contracted during turns, preserving balanced weight distribution and traction. A low and forward center of gravity—achieved by positioning engine and transmission—further improved handling.

The suspension also adapted dynamically to different loads; carrying four passengers plus cargo increased wheelbase by approximately 4 cm (2 in) and altered the front castor angle up to 8 degrees, maintaining ride comfort and driving stability. Early variants featured friction dampers at swinging arm pivots; later models incorporated tuned mass dampers ("batteurs") at the front along with hydraulic telescopic shock absorbers both front and rear, eliminating rear inertia dampers. The system aimed to optimize comfort by matching frequencies corresponding to human walking motion.

This suspension arrangement enabled wheels to closely follow uneven terrain while isolating occupants from jolts, allowing the 2CV to navigate rough surfaces such as ploughed fields without damage—fulfilling its original design intent. Importantly, it ensured comfortable and secure travel on France’s poorly maintained post-war roads, supporting widespread adoption among rural drivers who often operated with "Pied au Plancher" ("foot flat on the pedal").

Front-wheel drive and transmission

Citroën applied its front-wheel-drive knowledge developed from the groundbreaking Traction Avant, recognized as the first mass-produced steel monocoque vehicle with front-wheel drive. The 2CV's early models featured driveshafts equipped with a sliding splined joint combined with twin Hookes universal joints; subsequent versions transitioned to constant velocity joints alongside a sliding splined joint.

The manual transmission consisted of four speeds, notable for its sophistication in an economical vehicle. The gear lever extended horizontally from the dashboard, featuring a curved grip and an unconventional shift layout: first gear was positioned back-left, second and third gears aligned in a straight path, while fourth gear was engaged by moving right from third; reverse gear mirrored first. This configuration emphasized ease of access to frequently used gears for parking maneuvers (first and reverse) and driving (second and third), a concept borrowed from the H-van’s three-speed gearbox. Later iterations introduced a semi-automatic clutch option, enabling engagement of first gear while stationary without clutch use.

Additional features

Initial windshield wipers operated mechanically via a cable connected to the transmission, which also powered the speedometer, serving as a cost-saving measure. Wiper speed varied with vehicle velocity, and manual operation when stationary was possible through a handle located beneath the speedometer; however, these two functions could not be used simultaneously. From 1962 onward, wipers were driven by a single-speed electric motor. The instrument panel remained minimalistic, displaying only a speedometer and an ammeter.

The 2CV utilized drum brakes on all wheels until October 1981, when front disc brakes were introduced. These discs used green LHM mineral oil brake fluid, incompatible with standard glycol-based fluids. To mitigate brake fade during intensive use—particularly in mountainous areas such as the Alps—forced-air cooling ducts channeled air from the engine fan housing to the brakes.

Engines

Conceived by Walter Becchia and Lucien Gerard with inspiration drawn from BMW boxer motorcycle engines, the powerplant was an air-cooled flat-twin four-stroke unit featuring pushrod-operated overhead valves and hemispherical combustion chambers. The initial engine displacement was 375 cc producing 9 hp; this increased to 425 cc in 1955 with output up to 18 hp, then to 602 cc in 1970 delivering 28 hp at 7000 rpm. Although the larger engine placed the car in the 3CV tax category, it retained the 2CV designation. Concurrently, a 435 cc engine replaced the earlier 425 cc unit; models equipped with this engine were designated 2CV 4, while those fitted with the 602 cc unit were labeled 2CV 6 (known as 3CV in Argentina). The M28 variant of the 602 cc engine reached up to 33 hp in 1970; by its final iteration in 1979, it produced 29 hp at a reduced 5,750 rpm to enhance fuel economy and top speed at some expense to acceleration. All M28 engines were compatible with unleaded gasoline.

The ignition system employed a wasted spark design prioritizing simplicity and reliability, featuring speed-controlled timing without vacuum advance. The intake and exhaust manifolds were welded together beneath the carburettor into a single heat chamber to improve fuel vaporization and promote balanced mixture distribution, thereby optimizing combustion efficiency under heavy load conditions.

Unlike other air-cooled vehicles such as the Volkswagen Beetle, the 2CV’s engine did not include an oil thermostat valve; oil cooling occurred continuously via an oil cooler positioned behind the fan. To prevent excessive cooling during cold weather and improve cabin heating performance, airflow to the engine was restricted by a grille blind—either canvas or clip-on plastic "muff." The engine’s broad, shallow oil sump featured cooling fins and protruded beneath chassis rails to facilitate airflow cooling.

The design minimized moving components by combining the cooling fan and dynamo into a single crankshaft-driven assembly, eliminating belt drives. Gaskets were kept to a minimum through finely lapped mating surfaces between cylinder heads, barrels, crankcase halves, and other components.

A distinctive crankcase ventilation system incorporated rubber reed valves that allowed excess pressure to escape but prevented air ingress, creating a slight vacuum that reduced oil leakage.

Early engines were intentionally detuned by using small inlet passages and restricted carburettor jets that limited power output and maximum RPM for enhanced reliability—the original 375 cc produced 9 hp at 3500 rpm. Power gains over time primarily resulted from removing these restrictions rather than fundamental design changes. Peak power RPM increased to approximately 5000 rpm for the 18 hp version introduced in 1963; larger engines achieved peak power near 6750 rpm by 1970. The final M28 engine lowered peak RPM to improve fuel economy and torque delivery. Even high-performance racing variants achieved around 45 hp while maintaining dependability.

These engineering choices contributed to exceptional durability; test engines operated continuously at full throttle for up to 1000 hours (equivalent to roughly 80,000 km). However, maintenance tasks such as replacing big-end bearings required specialized disassembly of the crankshaft assembly due to its built-up construction—a minor inconvenience considering overall engine longevity.

The vehicle retained hand-cranking capability via the jack handle engaging dogs on the front of the crankshaft as a backup method should the starter motor or battery fail—a feature preserved until production ceased in 1990.

Performance

The 2CV's capabilities were modest, often humorously described as taking "a whole day to reach 0–60 km/h." The initial 1948 edition delivered 9 horsepower, requiring 42.4 seconds to accelerate from 0 to 40 km/h, with a maximum velocity of 64 km/h—significantly below the speed demands of North American freeways or German Autobahns. Over the years, its top speed gradually increased: reaching 80 km/h by 1955, 84 km/h in 1962, hitting 100 km/h in 1970, and ultimately achieving 115 km/h by 1981.

The last engine upgrade was the Citroën Visa’s flat-twin 652 cc unit equipped with electronic ignition; however, Citroën never officially installed this engine in the 2CV. Enthusiasts have since adapted these engines or swapped in flat-four powerplants and transmissions from the Citroën GS/GSA models to boost performance.

In the mid-1980s, Steve Cropley, editor of Car magazine, evaluated a turbocharged 602 cc version of the 2CV engineered by Richard Wilsher. This test highlighted the potential for performance enhancements despite the vehicle’s fundamentally simple design.

End of production

After a production span of 42 years, the 2CV ultimately yielded to evolving consumer expectations for greater speed and enhanced safety features. Although its chassis incorporated a foldable front section to serve as a crumple zone—advertised in a 1984 brochure—its crash protection was inadequate by contemporary standards. The introduction of stricter European safety regulations during the 1990s and Euro NCAP assessments starting in 1997 rendered its design outdated.

Citroën’s efforts to supplant the practical 2CV with models such as the Dyane, Visa, and AX achieved limited market traction. The car’s antiquated styling eventually became an advantage, positioning it as a niche offering favored by buyers prioritizing economy and rejecting mainstream consumer culture—particularly popular among environmental advocates and countercultural groups.

While the AX supermini served as an effective practical replacement in the early 1990s, the final official 2CV—a Charleston model reserved for the Mangualde factory manager—was produced on July 27, 1990, in Portugal, followed shortly by five additional Spécial versions.

Though it outlasted several contemporaries, the 2CV was eventually eclipsed by other iconic vehicles such as the Mini (1959–2000), Volkswagen Beetle (1939–2003), Renault 4 (1961–1992), Volkswagen Type 2 (1949–2013), Fiat 126 (1972–2000), and Hindustan Ambassador (1957–2014).

Continued popularity

The mid-1990s Chrysler CCV (Composite Concept Vehicle) demonstrated innovative production techniques aimed at emerging markets. This compact, tall four-door sedan drew inspiration from the classic 2CV’s design philosophy, reflecting Chrysler’s ambition to modernize its concept.

Sorevie of Lodève continued assembling 2CVs until 2002, primarily using new components. Due to updated safety legislation, these vehicles were marketed as used cars utilizing chassis and engine numbers from older units.

The 2CV circuit racing series remains active and well-liked in the UK, coordinated by The Classic 2CV Racing Club.

Common English nicknames for the vehicle include "Flying Dustbin," "Tin Snail," "Dolly," and "Tortoise."

Other variants

A number of less common variants were produced in limited quantities.

"Sahara" four-wheel drive

The distinctive four-wheel drive version known as the 2CV Sahara featured two separate engines—one mounted at each axle—each with its own fuel tank and gearbox connected by a linking rod. This configuration ensured continuous traction even if some wheels lost grip, making it particularly suitable for off-road conditions and markets in French colonial Northern Africa. Between 1958 and 1971, Citroën manufactured a total of 694 Sahara units. It could reach a top speed of on one engine alone and a higher speed when both were engaged. These rare vehicles have become highly sought after by collectors.

The Citroën Méhari also offered a four-wheel drive variant beginning in May 1979; however, it utilized a single engine combined with a reduction gearbox.

Bijou

During the early 1960s, Citroën manufactured the Bijou at its Slough facility in the United Kingdom. Crafted by Peter Kirwan-Taylor, renowned for his work on the 1950s Lotus Elite, this model was a two-door fibreglass-bodied adaptation of the 2CV tailored for the British market. It incorporated elements from the DS model, including the distinctive single-spoke steering wheel and rear window design. Despite these features, its increased weight combined with the modest 425 cc engine led to underwhelming performance. Positioned at a higher price point than the more utilitarian Austin Mini, production was limited to just 212 units due to poor sales.

Complete knock down (CKD) locally built cars

Citroën utilized CKD (Complete Knock Down) kits to assemble localized versions of its 2CV-based utility vehicles, such as the Greek Namco Pony, African FAF, and Baby-Brousse models. These Mehari-style vehicles with flat panels were constructed in low-tech factories, incorporating many locally sourced components. This approach allowed for economical manufacturing suited to specific regional demands. Comparable CKD-assembled models were also produced in countries including Iran (Baby-Brousse, Jyane-Mehari), Vietnam (Dalat), Chile (Yagán), Belgium (VanClee), Spain, and Portugal.

Citroën Coccinelle project

Between 1955 and 1956, André Lefèbvre led the Citroën Prototype C series, which investigated designs for lightweight, aerodynamic cars smaller than the 2CV. The Citroën C-10 prototype—known as Coccinelle (Ladybug)—boasted a streamlined teardrop shape and was powered by the same 425 cc engine as the 2CV. Although it never reached production, this prototype highlighted Citroën's forward-thinking approach to compact car engineering and remains an important part of their design legacy.

Fourgonnette

Launched in spring 1951, the 2CV-derived delivery vans featured a squared cargo compartment accessible through two rear gullwing doors, differentiating them from the sedan from the B-pillar rearward. Citroën designated this commercial vehicle as the Fourgonnette.

In countries like France and Switzerland, these vans were widely used by postal services and small enterprises, whereas in Germany, demand was driven by their popularity as affordable camper conversions. The Fourgonnette's mechanical development paralleled that of the sedan throughout its production life. Manufacturing ceased in mid-1978, succeeded by the high-roof Acadiane, a variant derived from the Dyane.

4x4

Various independent builders created multiple four-wheel-drive adaptations. For instance, Marc Voisin near Grenoble combined Méhari 4×4 chassis with standard 2CV bodies. In the UK, Louis Barbour produces single-engine four-wheel-drive versions of the 2CV; notably, a late 1990s test on BBC's Top Gear demonstrated a 2CV outperforming a Land Rover Defender in off-road conditions.

A distinctive example is the 1952 Citroën Cogolin (dubbed Bicéphale), designed for French firefighters. It featured dual front ends and four-wheel drive—though not simultaneously engaged—allowing exceptional maneuverability in confined spaces without needing to turn around.

Boot extensions

To enhance luggage space, some early 2CV models were modified with rounded aftermarket boot lids reminiscent of those on post-war Citroën Traction Avant vehicles. Later iterations occasionally included horizontally mounted boot extensions using original lid components placed over additional storage capacity.

Kit cars and specials

Among notable kit sports cars based on the 2CV are Britain's Pembleton, Blackjack Avion, and Lomax, alongside Dutch models such as Burton and Patron. Several offer three-wheeled configurations featuring a single rear wheel, echoing early designs from Morgan Motor Company. Some incorporate larger air-cooled twin-cylinder motorcycle engines for enhanced performance. The German Hoffmann 2CV is an example of a two-door convertible variant.

For utility purposes, certain saloon versions were converted into vans using fibreglass replicas of corrugated Fourgonnette-style rear compartments. The "Bedouin" was a kit car featuring flat-panel wooden bodywork inspired by this concept.

UMAP coupé

Established in 1956 in Bernon, (Aube) by former mayor Camille Martin, the French firm UMAP, an acronym for Usine Moderne d'Applications Plastiques (Modern Factory for Plastic Applications), manufactured the SM 425 and SM 500 coupé models starting in 1957. Both vehicles were built upon the Citroën 2CV platform and shared an identical exterior design. Production of these models ended in 1958.

2000 CV Concept

During the mid-1990s, Citroën created a contemporary version of the 2CV, developed in partnership with Chrysler and marketed as the CCV (China Concept Vehicle). This model aimed to rival Volkswagen’s New Beetle and Fiat’s reintroduced 500. The design elements of this concept influenced the styling of the initial generation C3. The CV 2000 concept was unveiled at Citroën’s centennial event held in La Ferte Vidame, France, in 2019.

Sources

External links

Citroën 2CV – Citroën Origins
2CV Advertising – autohistories.org
1959 Citroën 2CV owner's manual
2CV-4L - La guerre des petites voitures – Thierry Czajko (French)
Citroën 2CV vs Renault 4L – 'La Guerre des Petites Voitures' – Citroën Vie
French People's Car Fight! (1988 2CV6 Dolly & 1985 R4 GTL Road Test) – Classics World via YouTube