In the ’80s, European manufacturers began to experiment with performance models of their city cars. Power from forced induction was a favourite ploy, but during the ’90s some European manufacturers continued work with natural aspiration. Here, we cover four noteworthy small performers (two turbocharged, two normally aspirated) from the early ’80s to the late 1990s, all available in New Zealand, though none were big sellers.

Citroën AX GT and GTi

In 1986 Citroën released the new AX, a very efficient small car, built very light and with a very smooth body (Cd of 0.31), though the styling of both interior and exterior showed little of the flair expected from a Citroën. The first AX hot hatch, the limited run AX Sport, was released in April 1987, paving the way for the slower but more refined AX GT, released in late 1987.

The GT’s 1360cc four cylinder produced 63kW (85bhp) and combined with its light weight (722kg) and a quick, if a bit imprecise, gearbox with close ratios, progress was easy and entertaining. The steering was light and direct, and reserves of grip were high despite the skinny tyres. A five-door version of the GT came out late in 1989, slightly heavier, and down a little in performance. Both three- and five-door models were sold in NZ, from late 1989 through until early 1993.

The AX GTi came out as part of the revised AX range in late 1991. The new version was more strongly built, with revised styling and noticeable changes to the interior included stronger materials and soundproofing adding to the air of extra solidity. There were also changes to the suspension and brakes. The weight jumped by roughly 100kg, and to counter this the engine in the GTi now featured fuel injection and a higher compression ratio, raising power to 75kW (100bhp). However, what with the weight gain the extra power meant little, and straight-line performance was similar to the old AX GT, though the handling was further improved. Imports of the GTi to NZ were limited.

MG Metro Turbo

Only a year into the MG Metro’s production run in 1983, the high performance Metro Turbo was introduced. The engineering development of the sporting model was partially handled by Lotus. The powerplant was an evolution of the old A-Series design, and retained carburetion rather than fuel injection.

The 1275cc engine had changes made to the crankshaft (reverting to Cooper S specification), pistons and sodium filled exhaust valves to help it survive the application of the Garrett T3 turbo, though that had a specially designed boost control system which regulated boost to assist power delivery, fuel economy and above all (though MG would likely not admit it) reliability. The boost was regulated to four psi low in the rev range, and increased to seven psi higher in the rev range, with a neat Lotus-developed system which helped minimise turbo lag and made for smooth operation. It also lessened sudden loadings to the weak four-speed gearbox (a standard A-series four-speed sump-mounted ’box with relatively long ratios), but even with the boost control failures were common.

Upgrades over the normal Metro included four-piston disc brakes at the front and uprated suspension, including a rear anti-roll bar. These helped to ensure that the Metro Turbo stopped and cornered well enough to match its turn of speed.

Contemporary road tests praised the solid brakes, the useful turn of speed and competent handling. However, while a fairly entertaining drive it faced strong competition from contemporary rivals.

This, combined with reliability issues and often poor build quality, meant the Metro Turbo was never a particularly strong seller. It was available in NZ from late 1986 to late 1988, selling in small numbers only.

Fiat Uno Turbo

In 1985 Fiat decided to try its hand at a hot super-mini and released the Uno Turbo. The boxy yet aerodynamically efficient body, with a low Cd of 0.34, sported the now obligatory ‘Turbo’ decals along with a lower air dam, rear hatch spoiler and 13-inch alloy wheels. Mechanically, the engine was a purpose-built unit that utilised all the latest technology in the form of electronic ignition (including a knock sensor), Bosch fuel injection, and an intercooler. Power was 78kW (105bhp) with strong torque – which meant the stronger gearbox from the Strada was needed for the job, as the normal Uno gearbox was not up to it. In an attempt to quell inevitable torque steer, Fiat used equal length driveshafts.

The Uno Turbo was a real rocket, charging to 96.5kph (60mph) in nine seconds and able to touch nearly 200kph flat out.

The brakes were not really up to the performance, nor was the chassis, despite slightly sharper but heavy steering and the addition of an anti-roll bar at the rear. It was nose heavy, encouraging understeer, and suffered from excessive body roll. Though not as lively a handler as its rivals, the Fiat was still a very fast, fun drive but worked much better in a straight line – it was a point-and-squirt device. Still, it was quite a successful model for Fiat, combining strong performance with a relatively affordable entry price (at least in Europe!).

In 1990 the Uno range was face-lifted and, as well as styling changes, the Uno Turbo received a revised motor, with capacity bumped up to 1372cc (thanks to use of the new Tipo 1.4 block) as well as changes to the fuel injection system, boosting power to 88kW (118bhp). Even faster now, the Uno Turbo dropped its 0-96.5kph time to 8.3 seconds and could now crack the 200kph mark flat out. Changes to the brakes helped pull up the Uno better as well, even if the drum rears were still retained.

NZ had the Uno Turbo briefly available in 1986, and in greater quantity from mid-1990, when the 1372cc facelift model was introduced, then in limited numbers through to late 1993.

Peugeot 106

The Peugeot 106 was built on the Citroën AX platform, and introduced in 1991. The XSi model used the same 1360cc engine as the Citroën AX GTi, in a slightly lower state of tune at 71kW (95bhp).

The 106 XSi was heavier than the Citroëns at 890kg (approx), but was little slower and would run 10 seconds to 100kph and top out at 190kph (118mph). The handling of the 106 XSi was very good, with road testers often ranking it at the top of its class.

In late 1993, the iconic 106 Rallye was released, so named to reflect the homologation requirements to enter the 0-1400cc rally class. The Rallye was developed from the XSi, with equipment levels pared right down until it weighed only 825kg. It shared the body styling of the XSi, without the front fog lights, but it also featured widened wheel arches and Peugeot Sport insignia. The motor used in the 106 Rallye was a combination of the older cylinder block from the 205 Rallye and the new cylinder head from the 106 XSi, both modified for the purpose. It displaced 1294cc and was fitted with EFI, producing 75kW (100bhp) at 7200rpm (with the redline at 7400rpm). The suspension was very similar to the XSi, the main difference being thicker anti-roll bars and uprated front suspension arms, but the springs, shock absorbers, ventilated front discs and rear drum brakes were retained from the XSi.

The 106 Rallye was a completely different animal to the XSi, raw, thrashy and pure driving excitement, further improving on the already good handling of the XSi.

In 1995 the 1360cc motor in the XSi was replaced with a new 78kW (105bhp), 1587cc sohc injected motor, and it was now 0.5 seconds quicker to 100kph at 9.5 seconds, with a top speed of 195kph.

This model was not on sale for very long, as in 1996 it was phased out with the 1996 facelift of the 106.

The facelift (often referred to as the ‘phase 2’ or S2) included a mild restyle of the 106, and offered more equipment for each spec level.

The XSi was replaced by the car that Peugeot enthusiasts had been waiting five years for, the reincarnation of the GTi nameplate on a small Peugeot, the 106 GTi.

The 106 GTi sat low on 14-inch alloy wheels and used a variant of the 1587cc engine introduced in the XSi, with an all-new 16-valve twin cam head that helped the GTi make a strong 89kW (120bhp).

The handling of the GTi was superb, grippy and ultimately controllable with lots of steering feel and responsiveness. These qualities, along with the strong engine, solid build quality and reliability are what caused the 106 GTi to be often referred to as a contender for the title for the best hot hatch of all time. The GTi was as much fun as the Rallye at ten-tenths, but retained the fun factor in normal spirited driving while remaining totally useable as an everyday car with all the amenities that the Rallye lacked.

The Rallye was revised also, being based this time on the GTi. It also used a derivative of the 1587cc engine, but it used a simpler single cam eight-valve unit similar to the late XSi, producing 77kW (103bhp). Externally the Rallye was similar to the GTi, though it lost the front fog lights of the GTi for some air intakes, and the rear spoiler was no longer there.

NZ availability of the 106 performance models began with the XSi 1.4 in late 1993, with a one-year run, with the XSi 1.6 replacing it, through to mid-1996. The GTi came in from July 1997 but only for about a year before imports were discontinued, while Rallye models were either special or personal imports – there are a few around, including a few further competition-ready clubsport variants.

Buying Tips

With less well-known European makes like the ones mentioned in this article it is always essential to find a specialist workshop with marque experience, to check them out pre-purchase and for regular maintenance.

Citroën AX

The revised AX, from 1991 onwards, fixed the main complaints of indifferent build quality and lack of overall refinement made about the original cars, but in doing so lost some of its peppy performance and great fuel economy. Though there are not many around, the AX GTi is arguably a more sensible buy, with better build quality and refinement, while still retaining good performance, and is regarded as a more fun car to drive. Still, consider an AX GT as they are a very entertaining car and slightly more common. The AXs are built down to a weight and, simply put, they do tend to fall apart, and interior trim and some electrics can be very flimsy. The body panels were made of thin metal in as many areas as possible to save weight and they dent and mark easily. Later cars are noticeably better though. Mechanically, they are relatively simple, but cars that have been well maintained are always a better choice.

MG Metro Turbo

The MG Metro Turbo was a typical ’80s British car, never assembled particularly well. However, near the end of its run Metro quality did improve. It was still not perfect but an improvement over the earlier cars. Since NZ only got the very last MG Metros it is likely they are at least some of the better ones. The best things about the MG Metro are its oddball nature among hot hatches, and they are likely to have been owned by MG or British car enthusiasts who have cared well for them. If you find one for sale it is always essential to get it checked over by an expert regardless.

Fiat Uno Turbo

The Uno Turbo has developed a following worldwide for being a tuneable little package; this has even extended to NZ, though we would recommend restricting your search to unmodified examples. Replacement parts are quite hard to get and/or expensive in NZ. Parts that are not unique to the Uno Turbo are easier to find, as there were a reasonably large number of Unos on the road in NZ in the late ’80s and earl ’90s. The Uno Turbo falls prey to the Italian car rust issue, especially around the wheel arches and sills. The facelifted cars were better, but rust can still plague them. Electrical difficulties can be a problem, as this model Uno is well equipped with electrical devices that can fail, but always check the earthing – it’s sometimes an easy fix. Fiat specialists are definitely the place to go for servicing needs.

Peugeot 106

The 106 in all its forms is a solid buy, probably the most sensible choice of the cars covered here, as they are the most reliable and well put together and arguably, are dynamically the best in this size bracket. As long as the 106 has a decent, known service history and has been well maintained it will likely be a nice, reliable, useable car. As with most cars, Peugeot has got the quality control sorted in the later models, and early niggles and faults have been rectified. Low kilometres are usually better, but don’t necessarily shy away from a car with higher kays if it has good history.

The XSi models are the most common and the cheapest and still offer a fun, warm hatch drive. The Rallye is perhaps the most rewarding 106 to drive fast, and while it lacks the refinement of the other 106s it could still be used also as a daily driver if you are somewhat of a masochist. However, being a special model they are very unusual and often fetch more than a 106 GTi, which many consider the best buy of the 106s, with all the speed and handling of the Rallye in a more usable package. You are also more likely to find one for sale, and it may even be cheaper than a Rallye.

Specifications

Citroën AX GT and GTi

Production: 1987-’91, 1991-1995
Engine: AX GT: 1360cc four-cylinder 8v sohc twin-choke carb, 63kW (85bhp). AX GTi 1360cc four-cylinder 8v sohc EFI, 75kW (100bhp)
Performance: AX GT 0-96kph (0-60mph) in 9.5 seconds, top speed 175kph (108mph). AX GTi 0-96kph (0-60mph) in 9.3 seconds, top speed 183kph (114mph)

MG Metro Turbo

Production: 1983-1990, 21,968
Engine: 1275cc four-cylinder pushrod ohv single carb turbo, 69kW (93bhp)
Performance: 0-96kph (0-60mph) in 10 seconds. Top speed 175kph (110mph)

Fiat Uno Turbo

Production: 1985-89/1989-’94
Engine: 1300cc four-cylinder 8v sohc EFI turbo, 78kW (105bhp) then 1372cc 8v sohc EFI turbo, 88kW (118bhp)
Performance: 0-96kph (0-60mph) in 8.3-9 seconds. Top speed 193-203kph (120-126mph)

Peugeot 106 XSi, Rallye and GTi

Production: 1991-’96, 1996-2003
Engine: 1294/1360/1587cc four cylinder sohc/dohc, 72-90kW (95-120bhp)
Performance: 0-96kph (0-60mph) in 10-7.4 seconds. Top speed 190-204kph (118-127mph)

Words: Phillip and David Cass

This article is from Classic Car issue 222. Click here to check it out.

Mention Citroën to any one under 25 and their most likely response will be that it makes the best rally cars in the world – they are currently dominating the World Rally Championship series with their acrobatic French driver, Sebastien Loeb

Part of the vast French PSA group, Citroën was forced to take a back seat to Peugeot, which ruled world rallying with its 4WD 205 and 206 models.

When Citroen built a FWD rally car that actually managed to beat the established 4WD stars on tarmac WRC events, PSA was forced to take Citroën’s rally team seriously – with these results, what could it do with 4WD?

Reluctantly the go-ahead was given, and Citroën proceeded to sweep all before it to become the undoubted star of rallying today.

But although rallying’s the association younger people make with the Citroën name, the response likely from older people is that the French company has always made weird, complicated cars for old men and architects. Yet Citroën probably makes more money from conventional cars than it does out of the hydropneumatic wonders which made it famous.

No Driver

Citroën’s founder was not interested in cars particularly, or driving, and was more likely to be found in the back seat rather than the front. André Citroën wanted to make money, fi rst and foremost – money to feed a gambling habit – and his main concern was economical manufacturing rather than technical novelty. Now a symbol of France, Citroën’s founder was actually of Dutch/Polish descent. In the Netherlands the Napoleonic occupation forces dictated that every citizen be known by his trade. André Citroën’s forbears sold lemons around Amsterdam, and so became known as Limoenman. André’s father became a diamond merchant, and when he moved to France in 1871, having also lived and married in Poland, his name was translated roughly into Citroën, close to the French word for lemon.André Citroën was the third child, born seven years after the move to Paris. He grew up in a wealthy, creative atmosphere, and was sent to the Ecole Polytechnique, the breeding ground for senior military engineers.

Whilst on leave from the Polytechnique, visiting his mother’s family in Poland, André discovered a foundry near Lodz making double-helical gears, cast in iron from a pattern in wood.

It set Citroën thinking about the commercial potential of this device if it were machined from steel. He purchased the patent from the Lodz foundry on the spot, and when he fi nished his schooling and military commitments, he set up a workshop to perfect the technique.

The sign

With a great fl air for publicity and marketing, Citroën was soon selling his double helical gears into heavy industry. The twin chevron signature of the French marque is a representation of double helical gears. His entrepreneurial skill led him to be asked to rescue the struggling Mors motor company, which he did, most successfully.

He went on a fact-finding mission for Mors to the USA in 1912, and saw the Ford production line in Detroit. He decided this was the way to build motor cars. War, however, intervened, and it was back in the military where he discovered that his artillery position was under great stress because it could not get enough ammunition.

On presenting his ideas to improve this situation, he was given backing by the French military to build an armaments factory using American production equipment.

It was a very successful enterprise for Citroën, but once hostilities with the Germans stopped he needed to find a purpose for his 30-acre site and 12,000 workers.

He would make motor cars, like Ford, for the masses. By 1920 15,000cars had been sold. Citroën set up dealership franchises with fi xed prices all over France, with credit and insurance schemes to go with them. He was supplying pressed steel bodies and the whole fi nancial package, not just a chassis like his competitors. Citroën was once heard to remark “The moment an idea becomes desirable, its price becomes of no importance.”

Whilst he was a businessman first, he was also happy to take risks – hence his gambling habit. He also was a great talent spotter, and gathered around him some very useful people.

The Wall Street Crash affected Citroën as much as other industrialists, at a time when his product line-up was looking old fashioned. He tarted up his current range, but concentrated his resources on the development of something he felt would be easier to drive, roomier and easier to manufacture.

Traction Avant

Once again using American technology – this time from the Budd motor company – Citroën commissioned a closed body car made with fi ve large pressings, no chassis, front wheel drive and torsion bar independent suspension. It would also feature hydraulic brakes and rack and pinion steering.

Whilst Citroën was not the first to introduce these innovations, it was the first to market them in huge numbers to the everyday car buyer. Citroën’s fl air was to take risks in volume production, daring to be different in a highly committed sense. Six months before production, he was still committed to a hydro-turbine automatic transmission for his new 7CV.

What occupied Citroën’s mind were ways to make motoring less bothersome, and more accessible. It was only after a six-car reliability trial in the fi nal stages of development, when fi ve 7CV prototypes overheated their transmissions, that the programme was halted and a manual transmission substituted in the same casing. The development of this car, and the new factory to build it, crippled the company, and the worry killed its founder. After the announcement of his new project in April 1934, the company was insolvent by December, and André Citroën died of a tumour in July 1935, aged 56.

His principal creditor was Michelin, which took over the company and released the new 7CV model in both front and rear wheel drive – just in case the FWD was too unusual. The company abandoned rear wheel drive completely in 1938.

Whilst the 7CV ‘Traction Avant’ was initially unreliable, the problems were ironed out and it became a symbol of France. It was still in production 25 years later, during which time its parent company used the car to innovate the Michelin X radial tyre.

Deux Chevaux

After the success of the Traction Avant, Citroën’s next pioneering venture was the ‘TPV’ – Tout Petit Voiture; a vehicle to mobilise the mainly agricultural population of France.

A motorised pony cart, it was so simple and sturdy that a farmer’s wife could use it to deliver produce to the local market. A prime test was to drive across a ploughed field without breaking eggs in a basket.

Originally destined to be presented at the 1939 Paris show, the war precluded it, and the prototypes were hidden away. It was horribly crude in appearance, and during astounding. This faith was once again to be severely tested when it came to replace the now aging Traction Avant, the car that had started out as the 7CV. Although an ageing design, the Traction Avant was still ahead of many of its rivals in many respects when it ceased production in 1957.

The Goddess

Its replacement was radical in the extreme. Having shown other manufacturers the way with monocoque steel bodies, Citroën now eschewed that principal as too expensive, and built a car in which none of the steel structure was visible as an exterior panel (and as such it could be ugly and shaped for function and strength, rather than compromised by style). The structure of the new ‘DS’ was a steel pontoon which incorporated the roof frame and all the mechanical mountings.

There were no door frames, and the screens were just held in place against the pontoon by brackets working against the pressure of the seals. This meant that production was easy, and visibility for the driver was excellent.

Radiators ducted under the bumper did not come into fashion until the mid ’70s. Citroën did this in the mid ’50s, and its attention to aerodynamics was incredible for the time, with the car having a totally fl at fl oor pan and undertray to the power unit. The exterior panels were bolt-on steel pressings (doors and guards) glass fibre (roof) and aluminium (bonnet and boot).

The suspension, steering and brakes were all driven off one pump, pressurising (initially) vegetable-based oil separated by diaphragms from compressible nitrogen for the suspension. The system maintained ride height and pitch no matter what the load. Centre point steering gave ideal geometry and excellent stability, and was power-assisted by the pump. The ride was unbelievably comfortable, but retained good handling and road holding, and with the very soft arm-chair seats the car offered a surreal amount of comfort.

Inboard front disc brakes were fi tted – at a time when only sports cars used them – operated by a button, not a pedal.

The clutch was also activated automatically using the hydraulic system, meaning no pedal was necessary. The huge wheelbase and front wheel drive meant that rear passengers had acres of uninterrupted space, and the only intrusion into the front compartment was the engine, which sat behind the differential and transmission.

Space Station

Inside the car was like a space station, making use of new plastics and some radical ideas for instrumentation and controls. The steering wheel had only one spoke to increase visibility, and to be collapsible in an accident.

Engine intrusion was probably the worst feature of the car, because the engine was disappointingly conventional and rustic. Putting it close to the passengers only served to amplify the noise.

However, the sensation the car caused on its launch in 1955 cannot be overstated. The model lasted until the mid ’70s, and well into the next century we are still seeing manufacturers taking up ideas used on the DS19. There were so many novel features it would take a book to list them.

After the Traction experience in the ’30s, Citroën was ready for teething troubles, and it got them. It was in for the long haul, so whilst it was expensive and bad for the company’s image, problems were expected. Few cars were actually sold in 1955 despite huge order books. Only in spring 1957 did the DS19 swing in to volume production.

Some of the novel features disappeared and others were toned down to appeal to a wider public, or provide cheaper, more austere model under the moniker ID19.

It was known as the Goddess (DS sounds like the French word for Goddess), and 1,456,115 cars were made over 20 years. Like the Traction Avant, it was well ahead of its time in many respects when it was replaced by the slightly more conventional CX (which had originally been intended to take a Wankel Rotary engine to spirit away once and for all the major criticism of the DS; its agricultural engine).

Citroën still uses the combined steering, brake and suspension olio-pneumatic system, augmented electronically these days, on its more expensive models – albeit on much more conventional cars – and the ride is still superior to pretty much everything else.

DS23 Restoration

Our feature car is probably one of the best of its type in the world. Being a very late car it suffered none of the teething troubles with all the developments to the model that took place over 20 years.

Being the most expensive model of the range (DS23 Pallas) it also features a fuel injected 2.3-litre engine, self levelling, swivelling headlights and leather upholstery. It has also been the subject of a ground up, nut and bolt restoration by its owners, Roger and Rosemary Simpson of Papakura, using NOS (new, old stock) parts where ever possible.

It is virtually a brand new car, the restoration having been completed after they bought it in a dilapidated state in 2002. It was their fourth Citroën DS, Peter having been captivated by the model since the age of 10 when his doctor in Kaikohe owned one.

Built in Paris on December 26, 1973, the car was sold new by Shorter’s of Shortland Street, Auckland to a lawyer. It is a remarkable restoration on a remarkable car.

Words: Tim Nevinson Photos: Quinn Hamill

After visiting John and Carolyn Brough last year to celebrate 60 years of the Citroën 2CV with their 2CV Sahara, we couldn’t wait to go back for a better look at the rest of their collection. Fifteen Citroëns and a lone Maserati make a very impressive shed-full

The Broughs’ car-owning career is long and varied. Carolyn all but wrote off their first car, a brand new Fiat 500. Soon after it was repaired John rang her to announce they were the proud owners of a 1927 Austin 12/4. They covered a lot of kilometres in the Austin and still owned it when they were able to afford something more modern. They went from one extreme to another – from the staid, upright Austin to a Sunbeam Tiger.

The Sunbeam was their daily car, and Carolyn told me a delightful story of how they once towed the Austin to Wellington with her driving the Tiger and John steering the Austin. The Tiger was handling the job so well that she forgot about the Austin when they were descending the Ngauranga Gorge, a very different road to the present one, and a pale, shaking John Brough emerged from the Austin at the bottom of the Gorge.

The Austin went to Carolyn’s brother for university transport and later the Sunbeam was sold. They can’t remember why, but it may have been a temporary cash flow problem, and it’s a car they regret selling.

An Alfa Romeo Guilia Ti and a practical Mini van were followed by their first D Series Citroën, bought in 1970. In the early 1970s they bought a Jaguar XJ6, and John decided to re-power it with a 5.7-litre (350ci) Chevrolet engine. Obviously he was a little ahead of his time.

Then it was back to Citroëns with a white DS21 that was the NZ Classic Car cover car in May 1997, and was later sold to Japan. Apart from their Maserati Biturbo and a Jeep Grand Cherokee to tow the boat, it has been Citroëns ever since.

French Passion

Their current 1920s car is a 1926 Citroën B12. They have owned this New Zealand-new car for about 10 years, and bought it in pretty much its present condition. John was keen to buy it because this model was one of the world’s first all-steel cars, and it’s rear wheel drive. The car was bought from a friend in Blenheim who was moving house, and couldn’t take the car with him. It needs a little upholstery work, a new hood, repairs to the instrument panel and a paint touch up to be ready for the road. John knows of one other B12 in New Zealand.

Their 1938 Light 15 spent its life with two owners in the Auckland area until John and Carolyn bought it over 15 years ago. It’s a Slough (UK) built Lux model, identifiable by its wooden dashboard and a few other features. The 1938 English models were the only ones without the trademark Citroën double chevrons on the grille.

They bought the car because it was so original, and used it for a while before deciding to have a small amount of rust removed and the engine and gearbox overhauled. New carpet and hood lining will see the car returned to its former glory. John had hoped to have the work finished in time for the national Citroën rally in January 2009, but ran out of time – something to do with dabbling in old aircraft and building a hangar at New Plymouth Airport to house their Gardan GY-20 Mini Cab (French of course) and two gyrocopters.

Their DS21 EFI is the second very original, one-owner DS they have bought from Tauranga. Its paint was tired and there were a couple of small rust spots, so it was stripped to bare metal and re-sprayed in its original golden sand colour. The engine was removed and checked over, but only the timing chain needed to be replaced. That was over 20 years ago.

To own a Citroën SM is a rare pleasure. To own a pair is almost unheard of, but the Broughs have ‘his and hers’ SMs. Carolyn’s 1973 automatic model was imported to New Zealand early in its life by a Kiwi who had been teaching in America. He traded it on a new Citroën CX at Adlam European in New Plymouth. The Adlam brothers owned it for some time before selling it to Carolyn in about 1992. She used the car frequently for some years, and still drives it occasionally.

John’s car is a 1974 five-speed manual. Both cars have the later 3.0-litre carburetted engines, and these are relatively rare in manual form. An unusual feature of John’s car is the carbon fibre wheels made by Michelin specifically for SMs. They bought it in America in about 1990. It was a one-owner Los Angeles car in very good condition. They used the car around LA before shipping it back to New Zealand. Its paint was a bit scratched so it has been fully repainted. Carolyn’s SM is still in its original paint.

Italian Interloper

The 1987 Maserati Biturbo S is the foreigner in this French collection, although it’s related to the SMs through its V6 engine. John and Carolyn bought it brand new when they were living in Los Angeles, and this low-kilometre example is in beautiful original condition. Being a Biturbo S, it has a slightly different grille, a Torsen differential, an intercooler and more power. John enjoys the fact it is possible to drive this special but ordinary-looking car without being noticed.

The 1979 CX Prestige was an embassy car in Singapore. One of just over 300 ‘high top’ models that Citroën made, it was imported by a New Plymouth car dealer. It had three more owners before being offered to the Broughs in 1992. They didn’t especially want it for their collection, but its rarity made it impossible to refuse. They drove it for about two years, and have collected up a few new parts for it. It has a 2.4-litre engine and a C-Matic clutchless manual gearbox.

John’s 1998 Xantia Exclusive was his daily car when they lived in Auckland. With its 24-valve 3.0-litre V6 engine it is a bit of a rocket ship, and its adaptive automatic transmission reacts to the driver’s mood – it will change from ‘Sport’ to ‘Economy’ just by sensing how the car is being driven, and has a manual shift capability as well.

Their other Xantia is a very unusual car, and the only Series II Activa in New Zealand. Its active suspension eliminates body roll and tyre squeal in corners.

John particularly wanted a Series II because they were fitted with a slightly ‘toned down’ version of the active suspension. The early ones could catch a driver out in the wet by letting go with no warning, whereas the Series II ensures the driver can’t generate those cornering forces. It took him two years of searching to find this 1999 turbocharged 2.0-litre model in Britain. He would have liked a 3.0-litre V6 version, but they are left hand drive only. He says the Activa handles unbelievably well, and there is no need to slow down for corners.

Tucked in a corner of the large shed was a blue Citroën GSA. Its first owner was former Prime Minister, Jenny Shipley, who put 200,000km on the odometer. The engine has since been overhauled, and it has now covered 320,000km.

Their 1990 BX GTi 4×4 is another unusual car. This four-wheel drive model was only made for the one year, presumably because of poor demand. As far as John knows, there is one other in New Zealand.

This one was bought in the UK in 1998, and it appealed to him because it was rare. They also have a 1988 BX GTi 16 Valve, a genuine 230kph car with handling to match, in superb condition. It was bought about 10 years ago, and had two prior Auckland owners.

A cute little 1990 AX GT is one of John’s favourites. Its 1400cc fuel injected engine gives it a great turn of speed with excellent economy, and John said it’s comfortable and a lot of fun. It looks the part with its plastic wheel arch extensions, skirts and spoilers. The car was first owned by Norton Moller, the Citroën importer, who used it to commute between New Plymouth and Auckland. He sold it to a doctor who commuted from New Plymouth to Hawera for a time, and the Broughs bought it from him. It attends every national Citroën rally, always driven by their friend Jenny, from Wellington, who happily forsakes her Mercedes Sportline to drive the AX.

Three to Four

For something completely different, the Broughs also have a bright yellow Lomax. This one was bought in the UK in 1998 and seems to be Carolyn’s favourite. Most 2CVs were seen as work horses, and were parked in the streets with little care or maintenance. In Britain the weather would eventually take its toll, and the Lomax was dreamed up by two Birmingham lads who pondered the question of what to do with the rusting 2CVs littering the streets. Their answer was a minimalist fibreglass body that evokes the style of 1930s to ’50s roadsters with a hint of three-wheeler Morgan. The formula was very successful, and Lomax 2CVs are relatively common on the roads of Britain and Europe.

Many Lomax cars were three-wheelers because of Britain’s tax laws. Adding a fourth wheel was relatively easy, a job that John undertook before they brought their car back to New Zealand. Carolyn drives the Lomax quite frequently. The car was away for some minor repairs on the day we visited, and she offered to drive it to me on another day, obviously happy to take any opportunity to get behind its wheel.

Probably the rarest car in their collection is the 2CV Sahara that we covered in detail in NZ Classic Car in November 2008.

Chapron Jewel

The jewel of the Brough collection is undoubtedly the 1965 DS Decapotable. This Chapron-built car was an incredibly lucky find. It was one of four bought in France and exported to America as investments. It never turned a wheel on the road in the US and, when the four cars were later sold, the proceeds were donated to a charity. The agent who arranged the deal was the founder of Rent-a-Wreck.

Chapron Citroëns suffer the ravages of time and weather more than most cars, which seems surprising considering they are the pinnacle for Citroën collectors. However, John pointed out that the early ones were only painted where the paint could be seen, so it’s no wonder they rust. He knows of two others in New Zealand, and both are in very poor condition. One is the car that Penn MacKay is keeping an eye on as it undergoes a major restoration, and the other is stored in South Taranaki.

The Broughs were fortunate to find a Chapron DS in good driveable condition. They bought it 10 years ago, and drove it to Long Beach to be shipped home. When John collected it he found the exhaust system lying on the ground because someone had dragged the car out of the container without lifting the suspension.

All hydraulic seals and the timing chain were replaced. A small amount of body work was required, including fitting two brand new front mudguards, before the body was repainted in its original colour. The interior was re-trimmed in leather to the original pattern and colour, and new carpets were fitted.

Since then the Chapron has done two trips to Auckland and two to Napier, plus numerous shorter trips. With 39,000km on the odometer, John says it drives like a new car. It starts instantly and the engine purrs. I imagine it would be a delight to drive.

With a large shed full of Citroëns it is unlikely that the Broughs would drive average cars on a daily basis. They have his and hers wagons – a Xantia for John and a BX for Carolyn.

At one time the collection numbered over 20 Citroëns, but they have been slowly whittling down the numbers. The ID Safari, H Van, AK400, Visa Club and 2CV have gone, sold by word of mouth or when a visitor decided they simply had to have a particular car. There are still a few they would sell, to have just one of each model, so an SM, a Xantia and a BX could be bought if you are interested.

Which one of the duplicates is sold would depend on the potential buyer’s preference. For example, if he or she wanted a manual SM, they would keep Carolyn’s automatic version or vice versa. The CX, GS and Maserati could also be bought, but whether the others are for sale might depend on how they feel on the day. One that is definitely not for sale is the Decapotable.
John is a retired airline pilot who started on DC3s and ended his career with 15 years as a Boeing 747 captain. Consequently he and Carolyn have been lucky enough to travel the world and spend some years living in Britain and America. They have lived life to the full and still do so. During that time they have gathered up a wealth of experiences, fascinating friends and some special cars from around the world.

It was an absolute pleasure to spend a few hours with John and Carolyn and their wonderful cars.

Words: Gordon Campbell Photos: Robin Campbell

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Celebrating the 60th anniversary 
of Citroën’s lovable 2CV

If nicknames are a sign of affection, the Citroën 2CV is the best-loved car in the world. The French called it Dedeuche; the Belgians named it the ‘goat.’ In the Netherlands and Germany it was the ‘duck’ while the English term of endearment was ‘tin snail.’ To the Danes it was the ‘student’s Jaguar’ – it seems that the little Citroën was called almost anything but 2CV.

We’ve all heard the 2CV was designed to carry a basket of eggs across a ploughed field without breaking any of the eggs. In fact Pierre-Jules Boulanger, the managing director of Citroën, told his chief engineer, Maurice Broglie, to design a ‘motorised pony cart’ for people who had no driving or mechanical experience.

Boulanger wanted ‘four wheels under an umbrella’ to carry two peasants plus 50kg of farm produce at 50kph without using more than 3l/100km of petrol. It had to move its passengers in comfort without breaking one egg in that famous basket. Moreover, its price had to be one third of a Traction Avant’s. Broglie told his boss it was the most unreasonable specification he had ever been given.

Toute Petite Voiture

Meeting the specification required a special man. Project director Maurice Chinon chose André Lefebvre, the brilliant former Voisin designer and racer who had considerable influence over the Traction Avant’s design, and was later responsible for the Citroën DS.

The prototype TPV (Toute Petite Voiture – very small car) had a water-cooled, flat-twin engine. Many parts of the car were of aluminium and magnesium to reduce weight, and the seats were four hammocks strung from the roof.

Lefebvre used the minimum possible number of parts to reduce weight and cost. There were no window winders, no electric starter and just one headlight. The French government approved the prototype in August 1939, but the start of World War II in September delayed its introduction by almost 10 years. Several prototypes/pre-production models were hidden. Two were recovered after the war and three more were found in 1994.

The TPV was far from ready and would have been a market flop. The car displayed at the Paris Motor Show in 1948 was very different. Gone were the alloy body panels because of cost. The engine was air-cooled, and Flaminio Bertoni, who later penned the Citroën DS, had redesigned the body to make it less like a garden shed on wheels. Deck chairs replaced the hammock seats.
The motoring press ridiculed the little car but the public loved it. In no time the waiting list stretched to over two years.

Elegant Simplicity

The 2CV’s engine was a marvel of clever design. For example, the dynamo rotor was part of the front of the crankshaft, and its shell was rigidly attached to the crankcase. There were no dynamo bearings to wear out and less clutter around the engine. Instead of a distributor, a points set on the end of the camshaft provided set and forget ignition timing.

Its high quality was demonstrated by extremely fine machining tolerances that allowed the engine to be assembled without gaskets. The attention to detail of Walter Becchia, its designer, extended to boring each end of the crankshaft to lighten it. Remarkably, he designed this legendary engine in just six days! Presumably he rested on the seventh. He designed it to run flat-out for hours on end, year in, year out, with only basic maintenance.

Obviously, the obsession with lightness and simplicity included the body and running gear. The wheels were mounted on large curved arms pivoted on cross tubes that doubled as strengthening members. The suspension consisted of a longitudinal, horizontal, enclosed spring unit on each side of the car under the floor. The front and rear wheels on each side were linked via the spring unit, giving an exceptionally comfortable ride.

The body comprised few complicated pressings, and was therefore easy and cheap to make. There was no roof, just a canvas top from the windscreen to the back bumper, with a fixed back window.

Inside the car, ‘Spartan’ hardly described the earliest 2CVs. The seats were pipe frames with rubber cords covered in canvas, and were easily removed to serve as picnic chairs. The speedometer was attached to the windscreen pillar and its cable also drove the windscreen wipers. The only other gauge was an ampmeter. There were no indicators, heater or fuel gauge. A novel feature for the time was a steering column stalk for the lights and horn.

Intrepid Journeys

The 2CV – deux chevaux or two horses – fulfilled its design requirements beyond the expectations of everybody except its designers. Its toughness was proven by intrepid journeys to all parts of the globe. In 1953 Jacques Cornet and Henri Lochon took a 2CV to the top of Mount Chacaltaya in Bolivia to claim the highest altitude driving record.

In the same year Michel Bernier and Jacques Duvey drove from Capetown to the Sahara in 25 days. Back home in Paris, they changed the oil, spark plugs, tyres and brakes shoes before completing 17,500km in 24 days in the Monte Carlo Rally. A generator problem cost them 40 valuable minutes and first in their class. Their next outing was the 1955 Mille Miglia, where they covered the 1597km in 20 hours to finish 271st out of 652 entrants including Moss and Jenkinson. The other cars were all bigger and more powerful – so how did finishers #272 onwards feel?

Citroën began offering a prize for the year’s most extreme 2CV adventure but, when some became too extreme, they organised annual ‘2CV raids’ instead. The first, from Paris to Kabul and back, saw 1300 people drive 17,000km in 494 2CVs during the summer of 1970.

Variations on a Theme

The 2CV underwent many changes during its long production life – cosmetic improvements, mechanical refinements to increase performance and upgraded interior appointments. Several derivatives were developed along the way, including the popular Fourgonette van. The fibreglass-bodied Bijou coupé was briefly built at the Citroën works in Slough, England.

The Dyane was supposed to replace the 2CV but, ironically, the 2CV outlived it by six years. Only a Frenchman could have designed the weird-looking Ami with its Anglia-style back window. The Mehari, a Jeep-like vehicle with plastic panels, was more of a soft-roader, but the later 4×4 version could climb almost anything. The FAF, which looked a little like the Mehari, was designed for assembly in under-developed countries. The ‘standard’ 2CV outlasted them all.

Tuesday, October 7 this year marked the 60th birthday of one of the world’s most significant cars and, as Taranaki is a hot-bed of Citroën enthusiasm, I didn’t have to go far to celebrate the anniversary with a 2CV or two.

John and Carolyn Brough recently sold a saloon and van from their impressive Citroën collection, but they still own a 2CV Sahara.

Southern Sahara

If you’ve never heard of a Sahara, you are not alone. It was Citroën’s first answer to the four-wheel-drive question, achieved by bolting another engine into the boot of a 2CV saloon, to drive the rear wheels. It wasn’t that simple, as John explained.

Each engine has its own ignition key and starter button, and its own petrol tank, one under each front seat with a filler poking through a hole in each door. There are two clutches and gearboxes, with one gearshift for the front gearbox and another lever beside it for engaging/disengaging the rear unit. There is one clutch pedal, and one accelerator links both carburettors via cables. The engines are not fully linked but they tend to naturally synchronise. Each engine produces 8.9kW. The Sahara’s top speed is 65kph on one engine and 105kph with both working. It was designed to climb a 45 per cent slope.

Just 694 Saharas were built between 1958 and 1971, and less than 30 survivors are recorded.

With an English friend and Citroën fanatic forever telling them to buy this or that Citroën, the Broughs eventually said that if he found a Sahara, they would buy it. Knowing there were so few left, they thought they were on safe ground.

Long after they returned to New Zealand, they received a phone call – their friend had found a Sahara. When John was in London a short time later he inspected their latest purchase, expecting to see it in assorted boxes. To his amazement, it was complete and driveable. It was shipped home in 1993 and registered in 1994. It’s the only known Sahara in the Southern Hemisphere.

All four mudguards were repainted and the seat upholstery was washed to remove most of the stains. Otherwise, the car is in original condition. It has clearly led a sheltered life. 
 The Sahara had covered 36,000km when John and Carolyn bought it, and has now seen a mere 41,300km.

John discovered it was the first of 80 Saharas built at Citroën’s Vigo plant in Spain for the Spanish Civil Guard. That made the car more special, and explained why the few dashboard controls were marked in Spanish. An eye specialist from Barcelona bought the car when the Guardia pensioned it off. He kept it for some years until he was “persuaded by a wily Englishman” to sell it. He has since regretted selling, and has told the Broughs he would like to buy it back.

Talking of selling, a Sahara sold in America about five years ago for $US25,000 and another sold early in 2008 for €52,000. These rare little cars are highly prized by Citroën aficionados.

Gliding On

Riding in the Sahara was a unique experience. I immediately noticed the engine was a very sweet unit with not a hint of a rattle. The car shot up the Broughs’ steep driveway with ease on one engine. John quickly remembered his double-declutching skills to get the best out of the gearbox, and he didn’t even think about top gear until we were on a gentle downhill.

The seats were unbelievably comfortable, and we sailed over sunken hydrant covers in the road without feeling them. Speed humps could be taken faster and more comfortably than in a modern car.

Looking through the close, narrow windscreen over the spare wheel on the green bonnet was a bit like riding in an armoured car. The engine was working hard with no soundproofing, but it was never intrusive, more a friendly companion.

Charleston

Dennis Adlam, New Plymouth’s Citroën dealer/specialist, generously lent us his very tidy1985 2CV Charleston for comparison, and an interesting contrast it was. At a casual glance, the two cars seem the same, and yet everything is different.

The Charleston’s interior is almost plush; its engine bay looks busier; it has disc brakes at the front and an alternator. The Sahara has unique rear mudguards and bonnet with the old-style grille. Door handles, instrument panel, steering wheel, window catches, taillights – wherever you look, almost every detail has changed.

If I enjoyed the Sahara, I was won over by the Charleston and the ease with which John manipulated that gearshift protruding through the dashboard and pedalled the car along at a good speed. I am now converted from a doubter who thought 2CVs were kind of cute but faintly silly, to a believer.

The 2CV was described by The Motor as “a vehicle with almost every virtue except speed, silence and good looks.” After spending a little time in a 2CV you appreciate that life in the slow lane has its own charms. The smooth, lawnmower-like purr of the engine denies the old saying that silence is golden and, after all, beauty is only skin deep.

Vive la Deux Chevaux!

Citroën 2CV Timeline

1935    Design brief
1936    First prototype on the road
1939    Final prototype submitted for type approval
1948    2CV revealed at Paris Salon on October 7
1949    Production starts
1951    Ignition key and locking door handles
1954    
Optional 425cc 8.9kW engine, almost 80kph top speed
1956    
‘Luxury’ model – heater/demister, larger rear window, choice of more luxurious seat coverings
1957    Metal boot lid
1958    Sahara 4×4 announced
1960    
‘Ripple’ bonnet replaced by design with long side vents, better seats, Michelin X tubed radial tyres
1962    
Instrument panel with speedometer and fuel gauge, electric wipers
1964    
Front hinged doors, first car with tubeless radial tyres
1965    Three side windows
1967    Dyane introduced
1968    
Dyane available with 435cc or 602cc engines, Mehari announced
1970    
2CV gets 435cc (19.4kW) or 602cc (21.6kW) options
1974    Energy crisis brings 2CV back into favour
1976    
First special edition 2CV – the ‘Spot’ with orange and white paint
1980    
Special edition Charleston, so popular it becomes a standard model
1981    
Front disc brakes, 2CV co-stars in For Your Eyes Only, 007 movie
1984    Dyane production ends
1985    
Dolly special edition, becomes a standard model
1988    Last French-built 2CV
1990    Last 2CV produced in Portugal on July 27

Words and Photos: Gordon Campbell

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1939 Citroen 2CV prototype

The vehicle was homologated by the French government vehicle testing service on 23 August 1939 under the 2CV A name. But the advent of World War II just several days later, on 3 September, put the car’s future on hold. The 2CV A was hidden away during the war, especially from the prying eyes of the Germans, who were developing their own “folks’ wagon”, the Beetle. The 2CV A was so well hidden, in fact, that it was only rediscovered by chance in 1968, when work was being done at Citroën’s La Ferté Vidame test track. The car they found was a real production model, not a prototype. Out of the 100 models that went into circulation, only four are left today. All of them are conserved in Citroën’s collection, one of which is on show at the exhibition.

The secret behind its off-road ability

The secret behind the 2CV’s outstanding comfort and roadholding was its use of a revolutionary suspension system. Each wheel had the flexible vertical movement necessary for negotiating poor terrain, while the front and rear wheels on each side were linked to obtain an interactive effect.

In addition, each suspension arm was equipped with an ingenious drive shaft damper. This set-up consisted of a closed vertical cylinder containing a free mass set on a spring that lifted up whenever the wheel encountered an obstacle, however small. The damper thus enabled the wheels to remain in contact with the ground at all times. And while the 2CV was low on power and capacity, its engine was thoroughly modern for the time, with a crankcase in cast aluminium, overhead valves, air- and oil-cooled cylinder heads, a connecting rod assembly set in very low temperatures in liquid nitrogen, and no cylinder head gasket.

The ruggedness didn’t stop there: the accelerator pedal was made of a large steel pallet so that farmers could drive the car in clogs!

Citroën’s brochure “Freedom with the 2CV” read as follows:

When a car becomes a legend

Potholed road? No worries! The 2CV doesn’t need a road. It takes dirt tracks in its stride and you where other people can’t go. The 2CV is perfect for the big and the tall, with space for four and a door for each. Luggage can be placed in the boot and even under the specially-designed seats. The boot cover can be undone in 3 seconds and the rear bench seat removed in 6 seconds, revealing an impressive amount of space.

The removable front and rear seats are great for camping. Wherever they go, they will always have comfy sofas.

The 2CV does 100 km on five litres, making it the cheapest kilometre in the world. And its sturdiness means it can sleep outside all year round.

Another major boon: the 2CV loses none of its value on the second-hand market.

The public had to wait another ten years for the 2CV

Citroën finally pulled off the wraps at the 1948 Paris Motor Show. The delay mainly resulted from the war and the subsequent shortage in raw materials, but also from obsolescent post-war machinery and the system of government planning that ascribed a specific vehicle category to each manufacturer. So 1948 was the real kick-off year for the 2CV. And despite the mockery of journalists, who found its performance and finish wanting, the post-war public couldn’t get enough of this economical vehicle – to the point that waiting lists were as long as five years.

Citroën released the 2CV van (AU) in 1951 and, in 1956, the 2CV AZL, a luxury version with a wide, rectangular rear window and canvas roof. The range-topping 2CV AZAM launched in 1966 offered even more luxury. The offering was further broadened in 1970 with the 2CV4 and 2CV6, with top speeds above 100 km/h.

Citroën went on to organise several 2CV rally raids, including the famous Paris-Kabul event. In 1981, it launched the Charleston, the best known of all the “starlets” and still perhaps the best remembered 2CV model. But in the end, regulatory constraints, anti-pollution standards and crash-testing tolled the bell for the 2CV.

Production in France ended in February 1989 and at 4 pm on 27 July 1990, the last new 2CV rolled off the production line, at the Mangualde plant in Portugal.

2CV A, 1939

This model, given the production green light in 1939, is the first ever 2CV manufactured by Citroën. It was original for its body styling, but also for the materials it was built with.

It had a single headlamp, placed to the left of the bonnet, and a light-weight body in aluminium. The four wings were made out of steel, while the windows were made from cellulose acetate. The car was started using a crank and the windscreen washed by a single wiper in an ellipse. It was equipped neither with starter key nor fuel gauge.

The real innovation was the car’s sophisticated suspension, featuring eight torsion bars, two of which came into action only when the car was heavily loaded. Given the low weight of the vehicle, a small two-cylinder, water-cooled engine sufficed to power it along.

2CV A, 1950

The 1950 2CV A, produced until 1962, was a versatile vehicle with a rural vocation requiring minimum maintenance. It was almost identical to the 1948 Paris Motor Show model, but offered one or two “extras”, including a second headlamp and an electric starter activated by pulling on a cable. The engine was air cooled, which did away with a number of parts and made maintenance easier.

The 1948 model’s light but expensive aluminium body was replaced by a steel shell. The 2CV A had remarkable suspension. It was fitted with four friction shock absorbers and wheel-mounted enclosed spring dampers that kept the wheels tight against the ground and provided that amazing ride.

2CV AZAM, 1966

The AZAM (pronounced “ay-zed-ay-em”) was the luxury 2CV with upgraded looks, comfort and roadholding. Interior trim was inspired by the Ami 6, while the front end was restyled to suit mid-60s tastes. The grille gained three horizontal aluminium strips and the traditional metal strip on the bumper was topped by a layer of black plastic. The revamped cabin featured soft benches with “diamanté” fabric, a sliding front bench, a big steering wheel in chic, light-grey bakelite, a steering-column mounted indicator, and a vanity mirror in the passenger sun-visor. But the biggest change of all was made to the front doors, which now opened in the “right” direction.

CITROËN VEHICLE TIMELINE

1889 The Michelin et Cie company is founded in Clermont-Ferrand. Brothers Edouard and André Michelin take over the bicycle brake-pad business founded by their grandfather.

1898 Louis Renault builds his first car, the Voiturette, and shows how well it works by driving it up the hill of Montmartre.

1908 The first Model T rolls off Ford’s production lines in Detroit. The objective of the company, founded in 1903, is to mass produce a vehicle for the general public. Between 1908 and 1927, some 15 million Model T cars are manufactured, a record that would be beaten by only one car – the VW Beetle.

1919 André Citroën transforms his munitions factory into an automotive plant and launches the Type A, Citroën’s first mass-production car.

1922 The Michelin tyre company launches a national survey on a “vehicle for the people” with five precise questions on the ideal compact car in terms of price, number of seats, carrying capacity and top speed.

1922 First automotive crossing of the Sahara.

1924/25 The Croisière Noire, a Citroën vehicle expedition, travels from Colomb-Béchard in Algeria to Madagascar, via Niger, Chad, and the lakes of Nyasa and Victoria.

1932/32 The Croisière Jaune, an expedition from Beirut to Peking.

1934 André Citroën unveils the latest car to be produced at the Javel plant, the Traction Avant. Designed in one year by engineer André Lefebvre, the Traction was much loved for its comfort and roadholding.

1935 Michelin takes over Citroën. To sell more tyres Michelin knows it has to sell more cars. It has been calling for an affordable, mass produced car for the people since the 1920s. With the company in difficulty, Pierre Michelin orders a study to find out how much such a vehicle would cost. The specifications for the TPV (“Toute Petite Voiture” or very small car) project factor in the information collected in the 1922 survey.

1936 Citroën works on the TPV, choosing a house favourite: front-wheel drive. VW launches the Beetle.

1939 The 2CV A obtains homologation.

1946 Renault presents its “car of the people”, the 4CV.

1948 Citroën unveils the 2CV at the Paris Motor Show.

1955 Citroën reveals the DS at the Paris Motor Show. The aerodynamic design by Flaminio Bertoni is a radical departure from that of its predecessor, the Traction.

1951 The 2CV van is launched.

1956 Citroën releases the 2CV AZL, a luxury version.

1957 Fiat launches the 500.

1961 Citroën launches the Ami 6.

1963 Citroën releases the 2CV AZAM, an upgraded AZL.

1967 The Dyane is launched.

1970 Citroën presents a new luxury model, the SM. But the oil crisis rapidly puts the brakes on the car’s career: just 12,920 units are produced between 1970 and 1975.

1974 The CX replaces the DS.

1976 Citroën SA and Peugeot SA merge within PSA Peugeot Citroën on an initiative from Michelin, Citroën’s main shareholder.

1980 Launch of the 2CV 6 Charleston.

1982 Citroën releases the BX.

1989 Launch of the XM.

1990 The last 2CV is built at the Mangualde plant in Portugal.

2001 Citroën opens the Conservatoire at Aulnay sous Bois.

2007 C-Cactus reveal at the Frankfurt Motor Show.

2008 The 2CV celebrates its 60^th birthday.

Click through to the next page to read the specs of the 2CV – the prototype, a 1949 model and a 1960 model.

A total 5,114,959 2CVs were produced worldwide.

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