Citroën 2CV Model Timeline & variants
Chronology of the development of models during production
| Year | Developments made to models during production. |
|---|---|
| 1949 | The first delivered 2CV (A) 375 cc, 9 hp, 65 km/h (40 mph) top speed, only one tail light and windshield wiper with speed shaft drive (the wiper speed was dependent on the driving speed) |
| 1951 | The 2CV receives an ignition lock and a locked driver's door. |
| 1954 | The oval frame around the Citroën sign on the grille is removed. The speedometer gets a light for the night driving. |
| 1955 | The 2 CV side repeaters are added above and behind the rear doors. It is now also available with 425 cc (AZ), 12.5 hp and a top speed of 80 km/h (50 mph). |
| 1957 | A heating / ventilation system is installed. The colour of the steering wheel switches from black to grey. The mirrors and the rear window are enlarged. The bonnet is decorated with a longitudinal strip of aluminum (AZL). In September 1957, the model also AZLP (P for "porte de malle", appears with a boot lid panel. Now you no longer had to open the soft top at the bottom to get to the trunk. |
| 1958 | In a Belgian Citroën plant has a higher quality version of the duck (AZL3) produced. It had for the first time a third side window, not available in the normal version, improved details. |
| 1960 | The production of the 375 cc engine is ended. In the front fenders round turn signals are integrated. The corrugated metal hood is replaced by a 5-rib glossy cover. Simultaneously, the grille is slightly modified (flatter shape with a curved top edge). Also appears the 2 CV 4 × 4 Sahara, later called bimoteur 2 CV. This had been an additional engine-transmission unit in the rear, mounted the other way around and drives the rear wheels. For the second engine, of course, there was a separate push-button starter and choke. With a stick shift between the front seats both transmissions were operated simultaneously. For the two separate engines, there are separate gasoline tanks, under the front seats. Two ignition switches were provided. The filler neck sat in the front doors. Both engines (and hence axles) could be operated independently). The spare wheel was mounted on the hood. The car had, thanks to the all-wheel drive, enormous off-road capability, but at twice the price of the standard 2CV. It was built until 1968 only 693 produced. 1971 one other. Many were used by the Swiss Post as a delivery vehicle. Today they are highly collectible. |
| 1962 | The engine power is increased to 14 hp and top speed to 85 km/h (53 mph). In addition, sun roof is installed. |
| 1963 | The engine power is increased to 16 hp. The bumper is changed. An electric wiper motor is replacing the drive on the speedo. |
| 1964 | The front doors now hinge at the front of the door, instead of at the rear 'suicide doors'. The ammeter is replaced by a charging indicator light. The speedometer is moved from the window frame into the dash. Instead of a dip stick/measuring rod, there is now a fuel gauge. |
| 1965 | The grille is changed again: the Citroën logo now sits above the radiator grille. Wavy grille is replaced by three horizontal bars. |
| 1966 | The 2CV gets a third side window. As of September 1966 is sold in Germany in Belgium produced a variant with the 602 cc engine and 21 hp Ami6 than 3 CV (AZAM6). This version was only sold until 1968 in some export markets, in France itself, this model was never available. |
| 1967 | Between 1967 and 1984 were about 1.4 million Citroën Dyane built. The car is technically based on the 2CV. The exterior is more modern and distinguished by the recessed lights in the fenders and bodywork. The car was designed to appeal to those buyers who were lost after the introduction of the Renault 4. The Dyane was originally planned as an upmarket version of the 2CV and it was supposed to supersede it later. But ultimately, the Dyane was outlived by the 2CV by seven years – it was simply not accepted by the customers. |
| 1970 | The taillights (from the obsolete Ami 6), and front turn signals are changed. From 1970, only two series were produced: The 2CV 4 (AZKB) with 435 cc and the 2CV 6 (Azka) with 602 cc displacement. |
| 1971 | The front bench seat is replaced with two individual seats. |
| 1972 | Are now fitted as standard with 3-point seat belts. |
| 1973 | The 2CV gets new seat covers, a padded single-spoke steering wheel and ashtrays. |
| 1975 | Because of new emission standards power of 28 hp is reduced to 25 hp to reduce emissions. The round headlights are replaced by square, from the interior which are adjustable in height. A new plastic grille is fitted (the Citroën logo now sits back in the middle of the grille). The bumper is changed. |
| 1976 | After the Dyane had come onto the market, the sales figures fell rapidly at first. Between 1975 and 1990 under the name of AZKB "2CV Spécial" a drastically reduced trim basic version is sold. It is at first only in yellow, the third rear side windows are gone, the roof can only be opened from the outside, the seats are upholstered in vinyl and it has round headlights only. The small, square speedometer (that dates back to the Traction Avant), and the narrow rear bumper was installed. |
| 1978 | The 2CV Spécial there are now red and white colours and in addition it gets a third side window. |
| 1981 | Originally planned as a limited edition, which was initially only available in red and black, by popular demand the Charleston becomes a standard model. By changing the carburettor to achieve 29 hp and a top speed of 115 km / h. Other changes are, A new rear-view mirror and inboard disc brakes at the front wheels. |
| 1982 | All the other 2CV models also get inboard disc brakes at the front wheels. The Charleston gets chromed headlights and a new seat upholstery. In addition, it is available in yellow and black, the colour combination, but a year later replaced by the cormorant grey/night grey. |
| 1986 | In Germany and Switzerland a special edition called, "I Fly Bleifrei"—"I Fly Lead Free" is launched, that handles ordinary unleaded, instead of then normal leaded petrol and super unleaded. It was introduced mainly because of stricter emissions standards. In 1987 it will be replaced by the "Sausss-duck" special edition. |
| 1990 | The last 2CV leaves the production hall in Mangualde, Portugal on 27 July. A total of 5,114,966 units were built. |
Production history
Standard saloon
Production Data
| Model Range | Official Code | Production Dates | Sales Description | Engine CC |
|---|---|---|---|---|
| 2CV | A | 07/49 – 07/59 | 2CV | 375 |
| AZ | 10/54 – 10/55 | 2CV | 425 | |
| AZ | 10/55 – 10/58 | 2CV | 425 | |
| AZ | 10/58 – 10/61 | 2CV | 425 | |
| AZ | 10/61 – 04/62 | 2CV | 425 | |
| AZ | 04/62 – 02/63 | 2CV | 425 | |
| AZ (séries A et AM) | 03/63 – 12/63 | 2CV AZL & AZAM | 425 | |
| AZ (séries A et AM) | 12/63 – 02/70 | 2CV AZL & AZAM | 425 | |
| AZ (séries A 2) | 02/70 – 09/75 | 2CV 4 | 435 | |
| AZ (série KB) | 09/75 – 09/78 | 2CV 4 | 435 | |
| AZ (série KB) | 09/78 – 07/79 | 2CV Spécial | 435 | |
| AZ (série KA) | 02/70 – 09/75 | 2CV 6 | 602 | |
| AZ (série KA) | 09/75 – 09/78 | 2CV 6 | 602 | |
| AZ (série KA) | 09/78 – 07/79 | 2CV 6 | 602 | |
| AZ (série KA) | 07/79 – 07/81 | 2CV 6 Spécial, Club | 602 | |
| AZ (série KA) | 07/81 – 07/90 | 2CV Spécial, Club, Spécial E, Charleston | 602 |
Utility
Production Data
| Model Range | Official Code | Production Dates | Sales Description | Engine CC |
|---|---|---|---|---|
| 2CV Fourgonnette | AU | 03/51 – 10/54 | 2CV - AU | 375 |
| AZU | 10/54 – 12/55 | 2CV - AZU | 425 | |
| AZU | 12/55 – 10/58 | 2CV - AZU | 425 | |
| AZU | 10/58 – 11/61 | 2CV - AZU | 425 | |
| AZU | 11/61 – 02/62 | 2CV - AZU | 425 | |
| AZU | 02/62 – 03/63 | 2CV - AZU | 425 | |
| AZU (série A) | 03/63 – 08/67 | 2CV - AZU (séries A ) | 425 | |
| AZU (série A) | 08/67 – 08/72 | 2CV - AZU (séries A ) | 425 | |
| AZ (série B) | 08/72 – 09/75 | Citroën 250 | 435 | |
| AZ série AP (AZU) | 09/75 – 02/78 | Citroën 250 | 435 | |
| 3CV Fourgonnette | AK | 04/63 – 05/68 | AK 350 | 602 |
| AK (série B) | 05/68 – 08/70 | AK 350 | 602 | |
| AK (série AK) | 08/70 – 09/75 | Citroën 400 | 602 | |
| AK (série AK) | 09/75 – 02/78 | Citroën 400 | 602 | |
| AK (série CD) | 02/78 – 09/80 | Acadiane | 602 | |
| AK (série CD) | 09/80 – 07/87 | Acadiane | 602 | |
| AK (série CD modifie) | 09/80 – 07/87 | Acadiane G.P.L (L.P.G.) | 602 |
Cabriolet (Radar)
Robert Radar designed a fibreglass body on the chassis of a 2CV in 1956 and built a few prototypes in his Citroën Garage in Liège, Belgium. Citroën Belgium was enthusiastic about this model and decided to produce it as an official Citroën 2CV in its Forest (near Brussels) factory. They manufactured about 50 bodies and added the model called 2CV "Radar" on the price list. They were assembled on order, but in 1958 and 1959, only 25 were sold and production ceased. The remaining bodies were destroyed later. There are five or six of them left, one in the Netherlands and four or five in Belgium.
Coupé
UMAP
The small French company UMAP was established in 1956 in the northern French village of Bernon, ( Aube ) by Camille Martin, the former mayor. The acronym UMAP stands for Usine d'Modern Applications Plastique - (Factory for Modern Plastic Applications). UMAP produced the SM 425 and SM 500 from 1957, two externally identical coupés based on the Citroën 2CV. In 1958 the production was discontinued.
Bijou
The Bijou was built at the Citroën factory in Slough, UK in the early 1960s. It was a two-door fibreglass-bodied version of the 2CV designed by Peter Kirwan-Taylor. The design was thought to be more acceptable in appearance to British consumers than the standard 2CV. Incorporating some components from the DS (most noticeably the single-spoke steering wheel, and windscreen for the rear window), it did not achieve market success, because it was heavier than the 2CV and still used the 425 cc engine and so was even slower, reaching 100 km/h (62 mph) only under favourable conditions. It was also more expensive than the Austin Mini, which was more practical. Only 207 were built.
Four-wheel drive
Production Data
| Model Range | Official Code | Production Dates | Sales Description | Engine CC |
|---|---|---|---|---|
| 2CV 4×4 | AW | 03/58 – 03/63 | 2CV 4 × 4 "SAHARA" | 2 × 425 |
| 2CV 4×4 | AW/AT | 03/63 – 07/66 | 2CV 4 × 4 "SAHARA" | 2 × 425 |
One novel model was the 2CV Sahara, a four-wheel drive (4×4) car, equipped with two engines (12 hp each), each one having a separate fuel tank. One was mounted in the front driving the front wheels and one in the back driving the rear wheels. A single gearstick, clutch pedal and accelerator were connected to both engines. It was originally intended for use by the French colonies in Northern Africa. As well as a decreased chance of being stranded, it provided four-wheel-drive traction with continuous drive to some wheels while others were slipping because the engine transmissions were uncoupled. Therefore it became popular with off-road enthusiasts. Between 1958 and 1971, Citroën built 694 Saharas, but only 27 are known to exist today. The top speed was 65 km/h (40 mph) on one engine, but this increased to 105 km/h (65 mph) with both engines running.
British journalist Paul Walton flew to Israel to drive one of the 27 examples left, in the desert for the April 2000 issue of Classic Cars magazine.
The Méhari was also built as a 4×4, but with only one engine.
Various 4×4 conversions were built by independent constructors, such as Marc Voisin, near Grenoble, some from a Méhari 4×4 chassis and a 2CV body. In the UK, Louis Barber builds single-engined four-wheel-drive 2CVs. In the late 1990s, Kate Humble from BBC Top Gear tested one against a Landrover Defender off road. The 2CV won.
Although the terminology is sometimes confused, 2CV 4×4 generally refers to these models, whereas 2CV Sahara refers to the two-engined Citroën vehicle.
Another very different double front-ended, four-wheel drive (but not at the same time) 2CV, the 1952 Citroën Cogolin, was built for the French Fire Service—the Sapeur-Pompiers.
