Citroën 2CV

From Wikipedia, the free encyclopedia
  (Redirected from Citroen 2CV)
Jump to: navigation, search
Citroën 2CV
Citroen 2CV - Flickr - mick - Lumix.jpg
Manufacturer Citroën
Production 1948–1990[1]
Assembly Levallois-Perret, France,[2]
Forest/Vorst, Belgium
Liège, Belgium
Slough, UK
Jeppener, Argentina (1960–1962),
Buenos Aires, Argentina (1962–1980)
Montevideo, Uruguay (Panel van & pick-up)
Arica, Chile
Mangualde, Portugal (1989–1990),
Vigo, Spain
Koper, Slovenia (former Yugoslavia)
Designer André Lefèbvre
Flaminio Bertoni
Walter Becchia
Marcel Chinon
Body and chassis
Class Economy car
Body style 5-door hatchback
2-door panel van
2-door pick-up
2-door coupé utility
Related Citroën Dyane
Citroën FAF
Citroën Méhari
Citroën Ami
Citroën Bijou
Engine 375 cc (23 CID) H2 air-cooled 9 hp.
425 cc H2 air-cooled 12hp.
435 cc H2 air-cooled 18 hp.
602 cc H2 air-cooled 29 hp. [3][page needed]
Transmission 4-speed manual
Wheelbase 2.40 metres (94.5 in)
Length 3.86 metres (152.0 in)
Width 1.48 metres (58.3 in)
Height 1.60 metres (63.0 in)
Curb weight 600 kg (1,300 lb)
Successor Citroën Dyane
Citroën AX (indirectly)


Conceived by Citroën Vice-President Pierre Boulanger[4] to help motorise the large number of farmers still using horses and carts in 1930s France, the 2CV has a combination of innovative engineering and utilitarian, straightforward metal bodywork — initially corrugated for added strength without added weight.[5][unreliable source?][6] The 2CV featured low cost; simplicity of overall maintenance; an easily serviced air-cooled engine (originally offering 9 hp); low fuel consumption; and an extremely long-travel suspension[7] offering a soft ride and light off-road capability. Often called "an umbrella on wheels",[8][9] the fixed-profile convertible bodywork featured a full-width, canvas, roll-back sunroof, which accommodated oversized loads and until 1955 reached almost to the car's rear bumper.

Manufactured in France between 1948 and 1989 (and in Portugal from 1989 to 1990), over 3.8 million 2CVs were produced, along with over 1.2 million small 2CV-based delivery vans known as Fourgonnettes. Citroën ultimately offered several mechanically identical variants including the Ami (over 1.8 million); the Dyane (over 1.4 million); the Acadiane (over 250,000); and the Mehari (over 140,000). In total, Citroën manufactured almost 7 million 2CV variants.[10]

A 1953 technical review in Autocar described "the extraordinary ingenuity of this design, which is undoubtedly the most original since the Model T Ford".[11] In 2011, The Globe and Mail called it a "car like no other".[12] The motoring writer L. J. K. Setright described the 2CV as "the most intelligent application of minimalism ever to succeed as a car",[13][page needed] and a car of "remorseless rationality".[14]



In 1934, family-owned Michelin, being the largest creditor, took over the bankrupt Citroën company. The new management ordered a new market survey, conducted by Jacques Duclos.[15] France at that time had a large rural population which could not yet afford cars; Citroën used the survey results to prepare a design brief for a low-priced, rugged "umbrella on four wheels" that would enable four people to transport 50 kg (110 lb) of farm goods to market at 50 km/h (30 mph),[16] if necessary across muddy, unpaved roads. In fuel economy, the car would use no more than 3 l/100 km (95 mpg-imp). One design requirement was that the customer be able to drive eggs across a freshly ploughed field without breaking them.[17]

In 1936, Pierre-Jules Boulanger, vice-president of Citroën and chief of engineering and design, sent the brief to his design team at the engineering department. The TPV (Toute Petite Voiture — "Very Small Car") was to be developed in secrecy at Michelin facilities at Clermont-Ferrand and at Citroën in Paris, by the design team who had created the Traction Avant.[18]

Boulanger was closely involved with all decisions relating to the TPV, and was determined to reduce the weight to targets that his engineers thought impossible. He set up a department to weigh every component and then redesign it, to make it lighter while still doing its job.[19]

Three unrestored TPVs

Boulanger placed engineer André Lefèbvre in charge of the TPV project.[20] Lefèbvre had designed and raced Grand Prix cars; his speciality was chassis design and he was particularly interested in maintaining contact between tyres and the road surface.[21]

The first prototypes were bare chassis with rudimentary controls, seating and roof; test drivers wore leather flying suits, of the type used in contemporary open biplanes.[22] By the end of 1937 20 TPV experimental prototypes had been built and tested.[22] The prototypes had only one headlight, all that was required by French law at the time.[18] At the end of 1937 Pierre Michelin was killed in a car crash; Boulanger became president of Citroën.[23]


In mid-1939 a pilot run of 250 cars was produced and on 28 August 1939 the car received approval for the French market.[24][25] Brochures were printed and preparations made to present the car, renamed the Citroën 2CV, at the forthcoming Paris Motor Show in October 1939.[25]

World War II[edit]

On 3 September 1939, France declared war on Germany following that country's invasion of Poland. An atmosphere of impending disaster led to the cancellation of the 1939 motor show less than a month before it was scheduled to open.[25] The launch of the 2CV was abandoned.

During the German occupation of France in World War II Boulanger personally refused to collaborate with German authorities to the point where the Gestapo listed him as an "enemy of the Reich",[26] under constant threat of arrest and deportation to Germany.


By 1941, after an increase in aluminium prices of forty percent, an internal report at Citroën showed that producing the TPV post-war would not be economically viable, given the projected further increasing cost of aluminium. Boulanger decided to redesign the car to use mostly steel with flat panels, instead of aluminium.[27] The Nazis had attempted to loot Citroën's press tools; this was frustrated after Boulanger got the French Resistance to re-label the rail cars containing them in the Paris marshalling yard. They ended up all over Europe, and Citroën was by no means sure they would all be returned after the war.[18] In early 1944 Boulanger made the decision to abandon the water-cooled two-cylinder engine developed for the car and installed in the 1939 versions. Walter Becchia was now briefed to design an air-cooled unit, still of two cylinders, and still of 375 cc.[25] Becchia was also supposed to design a three-speed gearbox, but managed to design a four-speed for the same space at little extra cost.[28] At this time small French cars like the Renault Juvaquatre and Peugeot 202 usually featured three-speed transmissions, ass did Citroën's own mid-size Traction Avant - but the 1936 Italian Fiat 500 "Topolino" "people's car" did have a four-speed gearbox. Becchia persuaded Boulanger that the fourth gear was an overdrive.[28] The increased number of gear ratios also helped to pull the extra weight of changing from light alloys to steel for the body and chassis. Other changes included seats with tubular steel frames with rubber band springing[29] and a restyling of the body by the Italian Flaminio Bertoni. Also, in 1944 the first studies of the Citroën hydro-pneumatic suspension were conducted using the TPV/2CV.[30]

The development and production of what was to become the 2CV was also delayed by the incoming 1944 Socialist French government, after the liberation by the Allies from the Germans. The five-year "Plan Pons" to rationalise car production and husband scarce resources, named after economist and former French motor industry executive Paul-Marie Pons, only allowed Citroën the upper middle range of the car market, with the Traction Avant. The French government allocated the economy car market, US Marshall Plan aid, US production equipment and supplies of steel, to newly nationalised Renault to produce their Renault 4CV.[31] The "Plan Pons" came to an end in 1949.[32] Postwar French roads were very different from pre-war ones. Horse-drawn vehicles had re-appeared in large numbers.[33] The few internal combustion-engined vehicles present often ran on town gas stored in gasbags on roofs or wood/charcoal gas from gasifiers on trailers.[33] Only one hundred thousand of the two million pre-war cars were still on the road.[33] The time was known as "Les années grises" or "the grey years" in France.[34]

Water-cooled engine from the TPV
Restored Citroën TPV with a single headlight


Citroën unveiled the car at the Paris Salon on 7 October 1948. The car on display was nearly identical to the 2CV type A that would be sold the next year, but it lacked an electric starter, the addition of which was decided the day before the opening of the Salon, replacing the pull cord starter.[19] The canvas roof could be rolled completely open. The Type A had one stop light, and was only available in grey. The fuel level was checked with a dip stick/measuring rod, and the speedometer was attached to the windscreen pillar. The only other instrument was an ammeter.[35][36][unreliable source?]

In 1949 the first delivered 2CV type A was 375 cc, 9 hp, with a 65 km/h (40 mph) top speed, only one tail light and windscreen wiper with speed shaft drive; the wiper speed was dependent on the driving speed. The car was heavily criticised by the motoring press and became the butt of French comedians for a short while.[11] One American motoring journalist quipped, "Does it come with a can opener?"[37] The British Autocar correspondent wrote that the 2CV "is the work of a designer who has kissed the lash of austerity with almost masochistic fervour".[38]

Early AZU Fourgonnette rear

Despite critics, Citroën was flooded with customer orders at the show.[20] The car had a great impact on the lives of the low-income segment of the population in France.[39] The 2CV was a commercial success: within months of it going on sale, there was a three-year waiting list, which soon increased to five years. At the time a second-hand 2CV was more expensive than a new one because the buyer did not have to wait.[11] Production was increased from 876 units in 1949 to 6,196 units in 1950.



In 1951 the 2CV received an ignition lock and a lockable driver's door. Production reached 100 cars a week.[42] By the end of 1951 production totalled 16,288.[43] Citroën introduced the 2CV Fourgonnette van. The "Weekend" version of the van had collapsible, removable rear seating and rear side windows, enabling a tradesman to use it as a family vehicle at the weekend as well as for business in the week.[citation needed]


A 1970s Citroën 2CV with rectangular headlights
A 1970s Citroën 2CV Club / 1980s Charleston front interior
A 1980s 2CV6 Spécial

In 1960 the production of the 375 cc engine ended. The corrugated metal bonnet was replaced by a 5-rib glossy cover.[citation needed]

The 2 CV 4 × 4 2CV Sahara appeared in December 1960. This had an additional engine-transmission unit in the rear, mounted the other way around and driving the rear wheels. For the second engine there was a separate push-button starter and choke. With a gear stick between the front seats, both transmissions were operated simultaneously. For the two engines, there were separate petrol tanks under the front seats. The filler neck sat in the front doors. Both engines (and hence axles) could be operated independently. The spare wheel was mounted on the bonnet. 693 were produced until 1968 and one more in 1971. Many were used by the Swiss Post as a delivery vehicle. Today they are highly collectable.[citation needed]

From the mid-1950s economy car competition had increased — internationally in the form of the 1957 Fiat 500 and 1955 Fiat 600, and 1959 Austin Mini. By 1952, Germany produced a price-competitive car - the Messerschmitt KR175, followed in 1955 by the Isetta - these were microcars, not complete four-door cars like the 2CV.[20] On the French home market, from 1961, the small Simca 1000 using licensed Fiat technology, and the larger Renault 4 hatchback had become available. The R4 was the biggest threat to the 2CV, eventually outselling it.[44]



In 1961 Citroën launched a new model based on the 2CV chassis, with a 4-door sedan body, and a reverse rake rear window: the Citroën Ami. In 1962 the engine power was increased to 14 hp and top speed to 85 km/h (53 mph). A sun roof was installed. In 1963 the engine power was increased to 16 hp. An electric wiper motor replaced the drive on the speedo. The ammeter was replaced by a charging indicator light. The speedometer was moved from the window frame into the dash. Instead of a dip stick/measuring rod, a fuel gauge was introduced.[citation needed]

Director of publicity Claude Puech came up with humorous and inventive marketing campaigns.[46] Robert Delpire of the Delpire Agency was responsible for the brochures.[46] Ad copy came from Jacques Wolgensinger Director of PR at Citroën.[46] Wolgensinger was responsible for the youth orientated "Raids", 2CV Cross, rallies, the use of "Tin-Tin", and the slogan "More than just a car — a way of life".[46] A range of colours was introduced, starting with Glacier Blue in 1959, then yellow in 1960. In the 1960s 2CV production caught up with demand.[36][unreliable source?] In 1966 the 2CV got a third side window. From September 1966 a Belgian-produced variant was sold in Germany with the 602 cc engine and 21 hp Ami6, the 3 CV (AZAM6). This version was only sold until 1968 in some export markets.[citation needed]






The Paris to Persepolis rally was the most famous.[36][unreliable source?] The Citroën "2CV Cross" circuit/off-road races were very popular in Europe.[citation needed]


In July 1975, a base model called the 2CV Spécial was introduced with the 435 cc engine. Between 1975 and 1990 under the name of AZKB "2CV Spécial" a drastically reduced trim basic version was sold, at first only in yellow. The small, square speedometer (which dates back to the Traction Avant), and the narrow rear bumper was installed. Citroën removed the third side window, the ashtray, and virtually all trim from the car. It also had the earlier round headlights.[50] From the 1978 Paris Motor Show the Spécial regained third side windows, and was available in red and white; beginning in mid-1979 the 602 cc engine was installed.[50] In June 1981 the Spécial E arrived; this model had a standard centrifugal clutch and particularly low urban fuel consumption.[51]

2CV 007 (as used in For Your Eyes Only)


In 1982 all 2CV models got inboard front disc brakes.[53]

In 1988, production ended in France after 40 years but continued at the Mangualde plant in Portugal. This lasted until 1990, when production of the 2CV ended. The 2CV outlasted the Visa, another of the cars which might have been expected to replace it, and was produced for four years after the start of Citroën AX production.[citation needed]

Portuguese-built cars, especially those from when production was winding down, have a reputation in the UK for being much less well made and more prone to corrosion than those made in France.[54][55][56] According to Citroën, the Portuguese plant was more up-to-date than the one in Levallois near Paris, and Portuguese 2CV manufacturing was to higher quality standards.[57]

As of October 2016, 3,025 remained in service in the UK.[58]

Special edition saloon models

The special edition models began with the 1976 SPOT model and continued in the with the 1980 Charleston, inspired by Art-Deco two colour styles 1920s Citroën model colour schemes. In 1981 the 007 arrived. In 1983 the 2CV Beachcomber arrived in the United Kingdom; it was known as "France 3" in France or "Transat" in other continental European markets — Citroën sponsored the French America's Cup yacht entry of that year. In 1985 the two-coloured Dolly appeared, using the "Spécial" model's basic trim rather than the slightly better-appointed "Club" as was the case with the other special editions. In 1986 there was the Cocorico. This means "cock-a-doodle-doo" and tied in with France's entry in the 1986 World Cup. "Le Coq Gaulois" or Gallic rooster is an unofficial national symbol of France. In 1987 came the Bamboo, followed by the 1988 Perrier in association with the mineral water company.[citation needed]

The Charleston, having been presented in October 1980 as a one-season "special edition" was incorporated into the regular range in July 1981 in response to its "extraordinary success".[53] By changing the carburetor to achieve 29 hp a top speed of 115 km/h (71 mph) was achieved. Other changes were a new rear-view mirror and inboard disc brakes at the front wheels.[53] In the 1980s there was a range of four full models:

  • Spécial
  • Dolly (an improved version of the Spécial)
  • Club (discontinued in the early 1980s)
  • Charleston (an improved version of the Club)


Export markets[edit]

1970s Argentinian 3CV hatchback
1961 13hp "Citroneta" pickup truck (Chile)
IES 3CV in Tandil Argentina




In 1959 Ciitroën introduced a glass-fibre coupé version called the Bijou that was briefly produced at Slough. Styling of this car was by Peter Kirwan-Taylor (better known for his work with Colin Chapman of Lotus cars on the 1950s Lotus Elite), but it proved to be too heavy for the 425 cc (25.9 cu in) engine to give it adequate performance. It served to use up remaining 2CV parts at Slough in the early 1960s. Sales of Slough-produced 2CVs ended in 1960. In 1975, the 2CV was re-introduced to the British market in the wake of the oil crisis. These were produced in France but avoided the crippling import duties of the 1950s, because the UK was by then a member of the EEC. In the 1980s the best foreign markets for the 2CV were the UK and Germany.[36][unreliable source?]

Only a few thousand 2CVs were sold in North America when they were new. The original model that produced 9 hp (6.7 kW) and had a top speed of 64 km/h (40 mph) was unsuited to the expanding post-war US freeway network, and was never widely accepted in North America. Even the fastest of the later models struggled to 115 km/h (71 mph).[62]

A rare Jeep-like derivative, called the Yagán[63] after an Aborigine tribe, was made in Chile between 1972 and 1973. After the Chilean coup of 1973, there were 200 Yagáns left that were used by the Army to patrol the streets and the Peruvian border, with 106 mm (4.2 in) cannons.

A similar car was sold in some west African countries as the Citroën "Baby-brousse".[64]

In Iran, the Citroën 2CV was called the Jian.[65] The cars were originally manufactured in Iran in a joint venture between Citroën and Iran National up until the 1979 Revolution, when Iran National was nationalised, which continued producing the Jian without the involvement of Citroën.[66]







The body was constructed of a dual H-frame platform chassis and aircraft-style tube framework, and a very thin steel shell that was bolted to the chassis.[72][73] Because the original design brief called for a low speed car, little or no attention was paid to aerodynamics; the body had a drag coefficient of Cd=0.51, high by today's standards but typical for the era.

The 2CV used the fixed-profile convertible, where the doors and upper side elements of its bodywork remain fixed, while its fabric soft top can be opened. This reduces weight and lowers the centre of gravity, and allows the carrying of long or irregularly shaped items, but the key reason was that fabric was cheaper than steel which was in short supply and expensive after the war. The fixed-profile concept was quite popular in this period.[citation needed]




The swinging arms are mounted with large bearings to "cross tubes" that run side to side across the chassis; combined with the effects of all-independent soft springing and excellent damping, keeps the road wheels in contact with the road surface and parallel to each other across the axles at high angles of body roll. A larger than conventional steering castor angle, ensures that the front wheels are closer to vertical than the rears, when cornering hard with a lot of body roll. The soft springing, long suspension travel and the use of leading and trailing arms means that as the body rolls during cornering the wheelbase on the inside of the corner increases while the wheelbase on the outside of the corner decreases. As the corning forces put more of the car's weight on the inside pair of wheels the wheelbase extends in proportion, keeping the car's weight balance and centre of grip constant. promoting excellent road holding. The other key factor in the quality of its road holding is the very low and forward centre of gravity, provided by the position of the engine and transmission.[79]



Front-wheel drive and gearbox[edit]





The 2CV design predates the invention of disc brake, so 1948–1981 cars have drum brakes on all four wheels. In October 1981, front disc brakes were fitted.[53] Disc brake cars use green LHM fluid – a mineral oil – which is not compatible with standard glycol brake fluid.[83]


2CV ignition system diagram
Movement of flat-twin engine pistons, connecting rods and crankshaft









In relation to the 2CV's performance and acceleration, it was joked that it went "from 0–60 km/h in one day".[17] The original 1948 model that produced 9 hp[85][page needed] had a 0–40 time of 42.4 seconds and a top speed of 64 km/h (40 mph), far below the speeds necessary for North American highways or the German Autobahns of the day. The top speed increased with engine size to 80 km/h (50 mph) in 1955, 84 km/h (52 mph) in 1962, 100 km/h (62 mph) in 1970, and 115 km/h (71 mph) in 1981.[62]

The last evolution of the 2CV engine was the Citroën Visa flat-2, a 652 cc featuring electronic ignition. Citroën never sold this engine in the 2CV, but some enthusiasts have converted their 2CVs to 652 engines,[86] or even transplanted Citroën GS or GSA flat-four engines and gearboxes.[87]

In the mid-1980s Car magazine editor Steve Cropley ran and reported on a turbocharged 602 cc 2CV that was developed by engineer Richard Wilsher.[36][unreliable source?][88]

End of production[edit]

The 2CV was produced for 42 years, the model finally succumbing to customer demands for speed, in which this ancient design had fallen significantly behind modern cars, and safety. Although the front of the chassis was designed to fold up, to form a crumple zone according to a 1984 Citroën brochure, in common with other small cars of its era its crashworhiness was very poor by modern standards. (The drive for improved safety in Europe happened from the 1990s onwards, and accelerated with the 1997 advent of Euro NCAP.) Its advanced underlying engineering was ignored or misunderstood by the public, being clothed in an anachronistic body. It was the butt of many a joke, especially by Jasper Carrott in the UK. [89]





Continued popularity[edit]




English nicknames include "Flying Dustbin","Tin Snail", "Dolly", "Tortoise"[91][92]

Other models[edit]

Belgian-built Citroën 2CV AZ-Luxe
1978 Citroën 2CV AK400 van






"Sahara" four-wheel drive[edit]


Sahara rear engine bay



1952 Citroën Cogolin


Citroën Coccinelle project[edit]


Boot extensions[edit]

Some late model owners fitted "hunchbacks", an extension to the car's boot. This used the original boot lid, but in a horizontal position with the extension underneath, unlike the 1950s equivalent, which had a curved boot lid reminiscent of a post-war "big boot" Traction Avant. The late models are usually hunchbacks with boot extension.

1970s/'80s-style boot extension

Complete knock down (CKD) locally built cars[edit]

The Greek market Citroën Pony[97] and African market Citroën FAF[98] and Baby-Brousse[99] were flat-panelled Mehari type, 2CV based utility cars, built from kits in small low tech assembly plants. There was widespread production of similar 2CV-based vehicles in a large number of countries, including Iran[100] (Baby-Brousse, Jyane-Mehari), Vietnam (Dalat),[101] Chile (Yagan),[63] Belgium (VanClee), Spain, Portugal and others.

Kit cars and specials[edit]


Lomax 223 3-wheeler


  3. ^ a b Willson (1995).
  6. ^ Reynolds (2005), p. 23.
  7. ^ a b Reynolds (2005), p. 32.
  8. ^ "1953 Citroen 2CV". The LeMay Museum. 
  10. ^ a b Reynolds (2005), p. 65.
  11. ^ a b c Clarke (2000), p. 13.
  13. ^ Setright (2004).
  15. ^ Reynolds (2005), p. 17.
  16. ^ Bellu (2000), p. 250.
  18. ^ a b c Reynolds (2005), p. 29.
  19. ^ a b Reynolds (2005), p. 39.
  20. ^ a b c "The "Great Mistake" - The Citroen 2CV" (PDF). Automotive Research Library of the Horseless Carriage Foundation, Inc. Spring 2015. Retrieved 29 August 2016. 
  21. ^ Reynolds (2005), p. 22.
  22. ^ a b Reynolds (2005), p. 24.
  23. ^ Reynolds (2005), p. 37.
  25. ^ a b c d Bellu, René (2003). "Automobilia". Toutes les voitures françaises 1940–46 (les années sans salon). Paris: Histoire & collections. Nr. 26: 24. 
  26. ^ Reynolds (2005), p. 28.
  27. ^ Reynolds (2005), p. 149.
  28. ^ a b c d Reynolds (2005), p. 34.
  29. ^
  30. ^ "Innovation | History | Citroën UK". Retrieved 3 December 2011. 
  31. ^ Reynolds (2005), p. 40.
  32. ^ Reynolds (2005), p. 42.
  33. ^ a b c Reynolds (2005), p. 43.
  34. ^ Reynolds (2005), p. 44.
  35. ^ Reynolds (2006), p. 92.
  38. ^ Clarke (2000), p. 135.
  40. ^ Westrup, Klaus (14 June 1996). Bernd Ostmann, ed. "Not und Spiele: Die 50er Jahre...". Auto Motor u. Sport. 13, 1996: 58–65. 
  41. ^ Reynolds (2005), p. 103.
  42. ^ a b c d Reynolds (2005), p. 45.
  44. ^ Reynolds (2005), p. 151.
  45. ^ Clarke (2000).
  46. ^ a b c d Reynolds (2005), p. 141.
  49. ^ "Adventures | History | Citroën UK". Retrieved 3 December 2011. 
  50. ^ a b Costa, André & Georges-Michel Fraichard, ed. (September 1979), "Salon 1979: Toutes les Voitures du Monde", l'Auto Journal (in French), Paris: Homme N°1 (14 & 15): 99 
  53. ^ a b c d e Bellu, René (2006). "Automobilia". Toutes les voitures françaises 1982 (aucon salon à Paris 1981). Paris: Histoire & collections. Nr. 80s: 10. 
  55. ^ Clarke (2000), p. 210.
  56. ^ John, Honest (31 January 2004). "Buyers' guide: Citroen 2CV". London: Telegraph. Retrieved 21 August 2009. 
  57. ^ 2CV Magazine n° 76
  59. ^ Reynolds (2005).
  60. ^ Reynolds (2005), p. 122.
  62. ^ a b "1966 Citroen 2CV Charleston". Retrieved 1 August 2011. 
  65. ^ "Citroën 2CV etc.1". Retrieved 1 December 2007. 
  66. ^ "French Woodies — After 1949". Retrieved 1 December 2007. 
  67. ^ "Fabricados en Chile — 2CV Citroneta". Retrieved 7 January 2010. 
  69. ^ "Fabricados en Argentina". Retrieved 7 January 2010. 
  70. ^ Chapman (2009), p. 104.
  71. ^
  72. ^
  73. ^
  74. ^ Julian Marsh (10 June 2000). "Citroen 2 CV cutaway images". Retrieved 17 April 2014. 
  75. ^
  77. ^ Julian Marsh (10 June 2000). "Citroen 2 CV cutaway images". Retrieved 13 October 2012. 
  78. ^ Reynolds (2005), p. 33.
  79. ^ Reynolds (2005), p. 21.
  80. ^ Reynolds (2005), p. 38.
  81. ^ Reynolds (2005), p. 58.
  82. ^ "The 2 c.v. 375c.c. Citroen — Unorthodox Suspension". Motor magazine. 17 September 1950. 
  84. ^ "A Series Ignition System" (PDF). 
  85. ^ Reynolds (2006).
  89. ^ Clarke (2000), p. 208.
  90. ^ "Chrysler's CCV was a pioneer of the plastic age". BBC. 
  91. ^ Julian Marsh. "British 2CV 'Tortoise' advertisement". 
  93. ^ "Retromobile 2010". Retrieved 17 April 2014. 
  94. ^ Motor Sport, February 1963, Page 102.
  97. ^ "Namco Pony Citroën". Retrieved 7 January 2010. 
  99. ^ "Baby Brousse". Retrieved 7 January 2010. 
  101. ^ "Dalat the Vietnamese Baby Brousse". Retrieved 7 January 2010. 
  102. ^ "2 CV Bedouin". Retrieved 7 January 2010.