Editing Citroën 2CV (section)

== History ==

=== Pre-production ===

In 1934, family-owned [[Michelin]], as the largest creditor, took over the bankrupt Citroën company. The new management commissioned a market survey, conducted by Jacques Duclos.{{sfnp|Reynolds|2005|p=17}} 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 {{convert|50|kg|lb|abbr=on}} of farm goods to market at {{convert|50|km/h|mph|abbr=on|round=5}},{{sfnp| Bellu |1979|p=250}} if necessary across muddy, unpaved roads. In fuel economy, the car would use no more than {{convert|3|L/100km|mpgimp mpgus|abbr=on|round=5}}. One design parameter required that customers be able to transport eggs across a freshly ploughed field without breakage.<ref name=beeb>{{cite news |url=http://news.bbc.co.uk/2/hi/europe/7564980.stm |title=Citroen 2CV: France's iconic car |date=16 August 2008 |publisher=BBC |first=Emma Jane |last=Kirby |access-date=21 August 2016}}</ref>

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&nbsp;– "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 [[Citroën Traction Avant|Traction Avant]].{{sfnp|Reynolds|2005|p=29}}

Boulanger closely monitored all decisions relating to the TPV, proposing strictly reduced target weights.  He created a department to weigh and redesign each component, to lighten the TPV without compromising function.{{sfnp|Reynolds|2005|p=39}}

[[File:Conservatoire Citroen 076 Citroen 2CV (10155683485).jpg|thumb|left|Three unrestored TPVs]]

Boulanger placed engineer [[André Lefèbvre]] in charge of the TPV project.<ref name='HCFI'>{{cite web|url=http://www.hcfi.org/Newsletters/2015Spring/newsletter.pdf|publisher=Automotive Research Library of the Horseless Carriage Foundation, Inc.|title=The "Great Mistake" – The Citroen 2CV|date=Spring 2015|access-date=29 August 2016|archive-date=18 September 2016|archive-url=https://web.archive.org/web/20160918210041/http://www.hcfi.org/Newsletters/2015Spring/newsletter.pdf|url-status=dead}}</ref> 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.{{sfnp|Reynolds|2005|p=22}}

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.{{sfnp|Reynolds|2005|p=24}} By the end of 1937 20 TPV experimental prototypes had been built and tested.{{sfnp|Reynolds|2005|p=24}} The prototypes had only one headlight, all that was required by French law at the time.{{sfnp|Reynolds|2005|p=29}} On 29 December 1937, [[Pierre Michelin (businessman)|Pierre Michelin]] was killed in a car crash; Boulanger became president of Citroën.{{sfnp|Reynolds|2005|p=37}}<ref>{{Cite news |title=Le parquet de Tours prescrit une enquête |url=https://www.lemonde.fr/archives/article/1960/10/18/le-parquet-de-tours-prescrit-une-enquete_2109138_1819218.html#:~:text=Pierre%20Michelin%2C%20fut%20victime%20d,les%20combats%20de%20la%20lib%C3%A9ration. |newspaper=Le Monde.fr| date=18 October 1960 }}</ref>

By 1939 the TPV was deemed ready, after 47 technically different and incrementally improved experimental [[prototype]]s had been built and tested.<ref name="Odin, L.C. 1939">Odin, L.C. ''World in Motion 1939, The whole of the year's automobile production''. Belvedere Publishing, 2015. ASIN: B00ZLN91ZG.</ref> These prototypes used aluminium and [[magnesium]] parts and had water-cooled flat twin engines with front-wheel drive. The seats were [[hammock]]s hung from the roof by wires. The suspension system, designed by Alphonse Forceau, used front leading arms and rear trailing arms, connected to eight torsion bars beneath the rear seat: a bar for the front axle, one for the rear axle, an intermediate bar for each side, and an overload bar for each side. The front axle was connected to its torsion bars by cable. The overload bar came into play when the car had three people on board, two in the front and one in the rear, to support the extra load of a fourth passenger and fifty kilograms of luggage.<ref name="TheTin" />{{unreliable source?|date=October 2016}}

In mid-1939 a pilot run of 250 cars was produced and on 28 August 1939 the car received approval for the French market.<ref name="Odin, L.C. 1939" /><ref name=Automobilia1940-46>{{cite journal|last = Bellu |first=René | title =Automobilia| journal = Toutes les Voitures Françaises 1940–46 (Les Années Sans Salon)| volume = 26| page =24|year = 2003|publisher=Histoire & collections|location=Paris }}</ref> Brochures were printed and preparations made to present the car, renamed the Citroën 2CV, at the forthcoming [[Paris Motor Show]] in October 1939.<ref name=Automobilia1940-46 />

One innovation included from the beginning of production was [[Michelin]]'s new [[radial tyre]], first commercialised with the introduction of the 2CV.<ref name='CH'>{{cite book|url=https://books.google.com/books?id=NSlSJtEy-NIC&q=michelin+radial+tire+history+2cv&pg=PA7 |title=Chassis Handbook: Fundamentals, Driving Dynamics, Components, Mechatronics, Perspectives |first1=Bernd |last1=Heißing |first2=Metin |last2=Ersoy |publisher=Springer |page=7|date=9 November 2010|access-date=3 April 2017| isbn = 9783834897893}}</ref> This radial design is an integral part of the design of the 2CV chassis.

=== World War II ===
{{multiple image
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| image1    = Citroen TPV four-cylinder engine.jpg
| width1    = 175
| caption1  = Water-cooled engine from the TPV
| image2    = Citroen2CV prototype.JPG
| width2    = 175
| caption2  = Restored Citroën TPV with a single headlight
}}

On 3 September 1939, France declared war on Germany following their 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.<ref name=Automobilia1940-46 /> 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",{{sfnp|Reynolds|2005|p=28}} under constant threat of arrest and deportation to Germany.

Michelin (Citroën's main shareholder) and Citroën managers decided to hide the TPV project from the Nazis, fearing some military application as in the case of the future [[Volkswagen Beetle]], manufactured during the war as the military [[Volkswagen Kübelwagen|Kübelwagen]]. Several TPVs were buried at secret locations; one was disguised as a pickup, the others were destroyed, and Boulanger spent the next six years thinking about further improvements. Until 1994, when three TPVs were discovered in a barn, it was believed that only two prototypes had survived. As of 2003, there were five known TPVs.{{citation needed|date=October 2016}}

By 1941, after an increase in aluminium prices of 40%, 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.{{sfnp|Reynolds|2005|p=149}} The Nazis had attempted to loot Citroën's press tools; this was frustrated after Boulanger got the [[French Resistance]] to relabel 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.{{sfnp|Reynolds|2005|p=29}} 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&nbsp;cc.<ref name=Automobilia1940-46 /> 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.{{sfnp|Reynolds|2005|p=34}} At this time small French cars like the [[Renault Juvaquatre]] and [[Peugeot 202]] usually featured three-speed transmissions, as 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.{{sfnp|Reynolds|2005|p=34}} 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<ref name="citroenet2">{{cite web |url=http://www.citroenet.org.uk/passenger-cars/michelin/2cv/cutaway/siege01.jpg |title=2CV seat design |via=Citroënët |publisher=Citroën |access-date=19 January 2019}}</ref> 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.<ref>{{cite web |url=http://www.citroen.co.uk/our-brand/history/innovation/ |title=Innovation &#124; History |publisher= Citroën UK |access-date=3 December 2011 |archive-url=https://web.archive.org/web/20110320012110/http://www.citroen.co.uk/our-brand/history/innovation |archive-date=20 March 2011 |url-status=dead }}</ref>

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 ration 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 its [[Renault 4CV]].{{sfnp|Reynolds|2005|p=40}} The "Plan Pons" came to an end in 1949.{{sfnp|Reynolds|2005|p=42}} Postwar French roads were very different from pre-war ones. Horse-drawn vehicles had re-appeared in large numbers.{{sfnp|Reynolds|2005|p=43}} The few internal combustion-engined vehicles present often ran on town gas stored in gasbags on roofs or wood/charcoal gas from [[gasifier]]s on trailers.{{sfnp|Reynolds|2005|p=43}} Only 100,000 of the two million pre-war cars were still on the road.{{sfnp|Reynolds|2005|p=43}} The time was known as "Les années grises" or "the grey years" in France.{{sfnp|Reynolds|2005|p=44}}

=== Development ===

{{multiple image
| align     = right
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| image1    = Paris - Bonhams 2013 - Citroën 2CV A - 1950 - 002.jpg
| width1    = 175
| caption1  = First generation "ripple bonnet" Citroën 2CV built from 1949 to 1960
| image2    = Citroen 2CV - a very early example! (10949665446).jpg
| width2    = 175
| caption2  = Early 2CV sedan has canvas trunk, as well as canvas roof
| image3    = Citroen 2CV Lieferwagen 2.jpg
| width3    = 175
| caption3  = Early AZU fourgonnette rear
}}

Citroën unveiled the car at the Paris Salon on 7 October 1948.<ref>{{cite web |title=Everything you need to know about the Citroen 2CV |url=https://www.topgear.com/car-news/top-gear-series-25/everything-you-need-know-about-citroen-2cv |website=Top Gear |access-date=7 October 2023 |date=17 March 2018}}</ref> 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.{{sfnp|Reynolds|2005|p=39}} The [[canvas]] roof could be rolled completely open. The Type A had one [[automotive lighting|stop light]], and was available only in grey. The fuel level was checked with a dipstick/measuring rod, and the speedometer was attached to the windscreen pillar. The only other instrument was an [[ammeter]].{{sfnp|Reynolds|2006|p=92}}<ref name="The Car's the Star – Citroen 2cv">{{cite episode|title=The Car's the Star—Citroen 2cv |series= The Car's the Star|station=BBC 2|airdate=1996}}</ref>{{unreliable source?|date=October 2016}}

=== Production ===

==== 1949–1959 ====

In 1949, the first delivered 2CV type A was 375 cc, {{cvt|9|hp-metric|kW|disp=flip}}, with a {{cvt|65|km/h}} top speed, only one tail light and windscreen wiper with speed shaft drive; the wiper speed was dependent on the driving speed. There was no fuel gauge; Citroën provided a dipstick below the petrol filler cap. The 2CV was the first car designed around and released with [[radial tire]]s.{{sfnp|Chapman|2009|p=104}}

The car was heavily criticised by the motoring press and became the butt of French comedians for a short while.{{sfnp|Clarke|2000|p=13}} The British ''[[Autocar (magazine)|Autocar]]'' correspondent wrote that the 2CV "...is the work of a designer who has kissed the lash of austerity with almost masochistic fervour".{{sfnp|Clarke|2000|p=135}} One American motoring journalist quipped, "Does it come with a can opener?"<ref name="The New York Times">{{cite news |url=https://www.nytimes.com/1998/06/12/automobiles/autos-on-friday-collecting-50-years-of-the-2cv-s-joie-de-vivre.html| access-date=20 August 2009|title=Autos on Friday/Collecting; 50 Years of the 2CV's Joie de Vivre |date=12 June 1998 |first=Peter C. T.|last=Elsworth |work=[[The New York Times]]}}</ref>

Despite critics, Citroën was flooded with customer orders at the show.<ref name='HCFI'/> The car had a great impact on the lives of the low-income segment of the population in France.<ref name='CS'>{{cite news |url=http://www.cheatsheet.com/automobiles/the-citroen-2cv-the-classic-car-that-put-france-on-wheels.html/?a=viewall |title=The Citröen 2CV: The Classic Car That Put France on Wheels |first=James Derek |last=Sapienza |publisher=TheCheatSheet |date=16 July 2015 |access-date=29 August 2016 |archive-date=19 September 2016 |archive-url=https://web.archive.org/web/20160919225341/http://www.cheatsheet.com/automobiles/the-citroen-2cv-the-classic-car-that-put-france-on-wheels.html/?a=viewall |url-status=dead }}</ref> 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.{{sfnp|Clarke|2000|p=13}} Production was increased from 876 units in 1949 to 6,196 units in 1950.

Grudging respect began to emanate from the international press: towards the end of 1951 the opinion appeared in Germany's recently launched ''[[Auto, Motor und Sport]]'' magazine that, despite its "ugliness and primitiveness" ''("Häßlichkeit und Primitivität")'', the 2CV was a "highly interesting" ''("hochinteressantes")'' car.<ref name=AutoMotoruSport199613>{{cite journal|last=Westrup |first=Klaus |editor=Bernd Ostmann|title=Not und Spiele: Die 50er Jahre...|journal=[[Auto, Motor und Sport|Auto Motor u. Sport]]|volume=13, 1996|pages=58–65|date=14 June 1996}}</ref>

In 1950, [[Pierre-Jules Boulanger]] was killed in a car crash on the main road from Clermont-Ferrand (the home of Michelin) to Paris.{{sfnp|Reynolds|2005|p=103}}

In 1951, the 2CV received an ignition lock and a lockable driver's door. Production reached 100 cars a week.{{sfnp|Reynolds|2005|p=45}} By the end of 1951 production totalled 16,288.<ref>{{cite web|url=http://www.citroenet.org.uk/passenger-cars/michelin/2cv/production.html |title=Citroën 2CV and derivatives annual production figures |publisher=Citroënët |date=10 June 2000 |access-date=17 February 2012}}</ref> Citroën introduced the '''2CV Fourgonnette''' panel 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 on the weekend as well as for business in the week.{{citation needed|date=October 2016}}

By 1952, production had reached more than 21,000 with export markets earning foreign currency taking precedence.{{sfnp|Reynolds|2005|p=45}} Boulanger's policy, which continued after his death, was: "Priority is given to those who have to travel by car because of their work and for whom ordinary cars are too expensive to buy."{{sfnp|Reynolds|2005|p=45}} Cars were sold preferentially to country vets, doctors, midwives, priests and small farmers.{{sfnp|Reynolds|2005|p=45}} In 1954, the speedometer got a light for night driving. In 1955, the 2CV side repeaters were added above and behind the rear doors. It was now also available with 425&nbsp;cc (AZ), {{cvt|12.5|hp-metric|kW|disp=flip}} and a top speed of {{cvt|80|km/h}}. In 1957, a heating and ventilation system was installed. The colour of the steering wheel changed from black to grey. The mirrors and the rear window were enlarged. The bonnet was decorated with a longitudinal strip of aluminium (AZL). In September 1957, the model AZLP (P for ''porte de malle'', "boot lid"), appeared with a [[Trunk (automobile)|boot]] lid panel; previously the soft top had to be opened at the bottom to get to the boot. In 1958, a Belgian Citroën plant produced a higher quality version of the car (AZL3). It had a third side window, not available in the normal version and improved details.

==== 1960–1969 ====

{{multiple image
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| image1    = Rétromobile 2016 - Citroën 2CV 4X4 Sahara - 1961 - 001.jpg
| width1    = 175
| caption1  = 1961 Citroën 2CV 4X4 Sahara
| image2    = Mondial de l'Automobile 2012, Paris - France (8665391217).jpg
| width2    = 175
| caption2  = 1961 2CV sedan with canvas roof rolled back – [[suicide doors]]
| image3    = Citroen 2CV AZAM 6 (17170288067).jpg
| width3    = 175
| caption3  = 1966 2CV AZAM 6 sedan – conventional opening front doors
}}
In 1960, the production of the 375 cc engine ended.  The corrugated metal bonnet was replaced by a five-rib glossy cover. Simultaneously, the grille was slightly modified (flatter shape with a curved top edge).{{citation needed|date=October 2016}}Rectangular turn signals were integrated to the front wings on the AZAM export model; these became round on post-1970 cars when indicators were fitted to the rear of the car too. As a result the flashers disappeared from their traditional home high on the rear three quarter panel.

The ''2 CV 4 × 4'' '''[[#Sahara|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 gearstick 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. The car had ample off-road capability, but at twice the price of the standard 2CV. 694 were produced until 1968 and one more in 1971. Many were used by the Swiss Post as a delivery vehicle. Today they are highly collectible.<ref name="Hemmings Sahara">{{cite web |url=https://www.hemmings.com/blog/2016/06/02/is-citroens-2cv-4x4-sahara-the-most-innovative-off-roader-ever-built/ |title=Is Citroen's 2CV 4×4 Sahara the most innovative off-roader ever built? |publisher=Hemmings |date= 2 June 2016 |access-date=12 April 2017}}</ref>

Also in 1960, the corrugated [[Citroën H Van]] style "ripple bonnet" of convex swages was replaced (except for the Sahara), with one using six larger concave swages and looked similar until the end of production.{{citation needed|date=October 2016}} The 2CV had [[suicide doors]] in front from 1948 to 1964, replaced with front hinged doors from 1965 to 1990.<ref>{{cite web|url=https://petrolicious.com/articles/dana-s-citroen-2cv |title=Dana's Citroën 2CV |publisher=Petrolicious |date=5 February 2013 |access-date=12 April 2017}}</ref>

In 1961, Citroën launched a new model based on the 2CV chassis, with a four-door sedan body and a reverse rake rear window: the [[Citroën Ami]]. In 1962, the engine power was increased to {{cvt|14|hp-metric|kW|disp=flip}} and top speed to {{cvt|85|km/h}}. A sunroof was installed. In 1963, the engine power was increased to {{cvt|18|hp-metric|kW|disp=flip}}. An electric wiper motor replaced the drive on the speedometer. The ammeter was replaced by a charging indicator light. The speedometer was moved from the window frame into the dash. Instead of a dipstick/measuring rod, a fuel gauge was introduced.<ref>{{cite web | url=http://www.citroenet.org.uk/passenger-cars/michelin/2cv/history/1963.html | title=Citroën 2CV 1963 and 1964 | via = Citroënët }}</ref>

Director of publicity Claude Puech came up with humorous and inventive marketing campaigns.{{sfnp|Reynolds|2005|p=141}} [[Robert Delpire]] of the Delpire Agency was responsible for the brochures.{{sfnp|Reynolds|2005|p=141}} Ad copy came from Jacques Wolgensinger Director of PR at Citroën.{{sfnp|Reynolds|2005|p=141}} Wolgensinger was responsible for the youth oriented "Raids", 2CV Cross, rallies, the use of "Tin-Tin", and the slogan "More than just a car—a way of life".{{sfnp|Reynolds|2005|p=141}} 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.<ref name="The Car's the Star – Citroen 2cv"/>{{unreliable source?|date=October 2016}} In 1966, the 2CV got a third side window, this window made them look slightly bigger in size. In February 1965, Citroën Belgium introduced the 3CV AZAM6 which featured the 602&nbsp;cc, {{cvt|23|hp-metric|kW|disp=flip}} Ami 6 engine and the Ami's improved chassis.<ref name=Cat1>{{cite web | title = Belgian Citroën 2cv History | last = Cats | first = Jeroen | url = http://cats-citroen.com/citroen_2cv/2cv_history_belgian.html | work = cats-citroen website | archive-url = https://web.archive.org/web/20170107015539/http://cats-citroen.com/citroen_2cv/2cv_history_belgian.html | archive-date = 7 January 2017 | url-status = dead | df = dmy-all }}</ref> This version was manufactured until October 1967 and was also exported to certain continental markets although it was never offered in its native France.

[[File:Citroen Dyane 6 Retro Classics 2020 IMG 0255.jpg|thumb|The Dyane's styling is more angular compared to a 2CV (behind it).]]
In 1967, Citroën launched the new [[Citroën Dyane|''Dyane'' model]], a direct derivative, based on the 2CV chassis, with an updated but similar, utilitarian body, distinguished by a [[hatchback]] that boosted practicality; (a hatchback kit was available from Citroën dealers for the 2CV and aftermarket kits were available). This was in response to competition by the [[Renault 4]]. The exterior is more modern and distinguished by the integrated lights in the wings and bodywork. Between 1967 and 1983, about 1.4 million Dyanes were built. The Dyane was a more sophisticated 2CV and originally planned to supersede it, but 2CV production continued by its side and ultimately the 2CV outlived the Dyane by seven years. Citroën also developed the [[Citroën Méhari|Méhari]] [[off-roader]].

From 1965, the car was offered in some countries, at extra cost, with the [[flat-2]] engine size increased to {{cvt|602|cc|cuin}}, although for many years the smaller {{convert|425|cc|cuin|abbr=on}} engine continued to be available in France and export markets where engine size determined [[tax horsepower|car tax]] levels. This was replaced by an updated {{cvt|435|cc|cuin}} engine in February 1970.{{citation needed|date=October 2016}}

==== 1970–1979 ====

{{multiple image
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| image1    = 1974 Citroën AK 400 (9010234942).jpg
| width1    = 175
| caption1  = 1974 Citroën AK 400 Fourgonette
| image2    = Citroen 2 CV Sport 1976.jpg
| width2    = 175
| caption2  = 1976 'Spot' sedan with rectangular headlights
}}

In 1970, the car gained rear light units from the [[Citroën Ami]] 6. (602&nbsp;cc) models. From then on, only two series were produced: the 2CV 4 (AZKB) with 435 cc and the 2CV 6 (AZKA) with 602 cc displacement. All 2CVs from this date can run on unleaded fuel.{{citation needed|date=October 2016}} 1970s cars featured rectangular headlights from 1975, except the Spécial model. In 1971, the front bench seat was replaced with two individual seats. In 1972, 2CVs were fitted with standard three-point seat belts. In 1973, new seat covers, a padded single-spoke steering wheel and ashtrays were introduced.{{citation needed|date=October 2016}}

The highest annual production was in 1974. Sales of the 2CV were reinvigorated by the [[1973 oil crisis|1974 oil crisis]]. The 2CV after this time became as much a youth lifestyle statement as a basic functional form of transport. This renewed popularity was encouraged by the Citroën "Raid" intercontinental endurance rallies of the 1970s where customers could participate by buying a new 2CV, fitted with a "P.O." kit (Pays d'Outre-mer—overseas countries),<ref>{{cite web |url=http://www.cats-citroen.net/citroen_atypes/po2x2.html |title=Cats Citroën Net A-type P.O |publisher=Cats-citroen.net |access-date=13 October 2012 |archive-date=26 December 2010 |archive-url=https://web.archive.org/web/20101226160712/http://www.cats-citroen.net/citroen_atypes/po2x2.html |url-status=dead }}</ref> to cope with thousands of kilometres of very poor or off-road routes.

* 1970: Paris–[[Kabul]]: 1,300 young people, 500 2CVs, {{convert|16,500|km|miles|abbr=in}} to [[Afghanistan]] and back.
* 1971: Paris–[[Persepolis]]: 500 2CVs {{convert|13,500|km|miles|abbr=in}} to [[Iran]] and back.
* 1973: [[Raid Afrique]], 60 2CVs {{convert|8000|km|miles|abbr=in}} from [[Abidjan]] to [[Tunis]], the Atlantic capital of Ivory Coast through the [[Sahara]] (the [[Ténéré desert]] section was unmapped and had previously been barred to cars), to the Mediterranean capital of Tunisia.<ref>{{cite web |url=http://autospeed.com/cms/A_0233/article.html |title=Performance News—29 June 1999 |publisher=AutoSpeed |access-date=3 December 2011 |archive-date=1 April 2012 |archive-url=https://web.archive.org/web/20120401092413/http://www.autospeed.com/cms/A_0233/article.html |url-status=dead }}</ref><ref>{{cite web |url=http://www.citroen.co.uk/our-brand/history/adventures/#/our-brand/history/adventures/ |archive-url=https://archive.today/20120721223658/http://www.citroen.co.uk/our-brand/history/adventures/%23/our-brand/history/adventures/ |url-status=dead |archive-date=21 July 2012 |title=Adventures &#124; History |publisher=Citroën UK |access-date=3 December 2011 }}</ref>

The Paris to [[Persepolis]] rally was the most famous.<ref name="The Car's the Star – Citroen 2cv" />{{unreliable source?|date=October 2016}} The Citroën "2CV Cross" circuit/off-road races were very popular in Europe.{{citation needed|date=October 2016}}

Because of new emission standards, in 1975, power was reduced from {{cvt|28|to|25|hp-metric|kW|disp=flip}}. The round headlights were replaced by square ones, still adjustable in height. A new plastic grille was fitted.{{citation needed|date=October 2016}}

In July 1975, a base model called the 2CV Spécial was introduced with the 435&nbsp;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 and with an untreated black roof. Slimmer bumpers with stick-on tape rather than plastic strips and no overriders were fitted. It also had the earlier round headlights, last fitted in 1974.<ref name="salon79">{{Citation | ref = AJ79 | editor = Costa, André & Georges-Michel Fraichard | date = September 1979 | title = Salon 1979: Toutes les Voitures du Monde | issue = 14 & 15 | page = 99 | journal = L'Auto Journal | publisher = Homme N°1 | location = Paris | language = fr }}</ref> In order to keep the price as low as possible, Citroën removed the third side window, the ashtray and virtually all trim from the car, while that which remained was greatly simplified, such as simple vinyl-clad door cards and exposed door catches rather than the plastic moulded trims found on the 2CV Club. Other 2CVs shared their instruments with the Dyane and H-Van but the Spécial had a much smaller square speedometer also incorporating the fuel gauge, originally fitted to the 2CV in the mid-1960s and then discontinued. The model also had a revised (and cheaper-to-make) plastic version of the 1960s two-spoke steering wheel instead of the one-spoke item from the Dyane, as found on the Club. 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&nbsp;cc engine was installed.<ref name="salon79" /> In June 1981, the Spécial E arrived. This model had a standard [[centrifugal clutch]] and particularly low urban fuel consumption.<ref name="salon83">{{Cite journal | ref = AJ83 | editor = Costa, André & Georges-Michel Fraichard | date = September 1982 | title = Salon 1983: Toutes les Voitures du Monde | issue = 14 & 15 | pages = 103–104 | journal = L'Auto Journal | publisher = Homme N°1 | location = Paris | language = fr | id = M 1117-014/015}}</ref>

==== 1980–1990 ====

{{multiple image
| align = right
| direction = vertical
| width =
| image1 = 2cv 007.jpg
| width1 = 175
| caption1 = 2CV 007 (as used in ''For Your Eyes Only'')
| image2 = Citroen 2CV Glasgow Transport Museum.jpg
| width2 = 175
| caption2 = 1980s 2CV6 Spécial
| image3 = Citroën 2 CV Charleston (2015-08-29 3174 b).jpg
| width3 = 175
| caption3 = Citroën 2CV Charleston photographed in front of Bad Wörishofen
}}

By 1980, the boost to 2CV sales across Europe delivered by the [[1973 oil crisis|1973 Energy Crisis]] had begun to wear off and there was a whole new generation of [[supermini]]s and [[economy car]]s available from European and Japanese manufacturers. Citroën itself now had the [[Citroën Visa|Visa]] available which launched in 1978. Peak annual production for 2CVs reached 163,143 cars in 1974 but by 1980 this had dropped to 89,994 and by 1983 would stand at just 59,673. Nonetheless, the car remained profitable for PSA to produce on account of its tooling and set-up costs being amortised many years before and it could share major parts with more popular or profitable models such as the Visa and [[Citroën Acadiane|Acadiane]]. As part of this rationalisation in 1981, the Spécial was fitted as standard with the 602 cc engine, although the 435 cc version remained available to special order in some European countries until stocks were used up.

Also in 1981, a yellow 2CV6 was driven by [[James Bond]] ([[Roger Moore]]) in the film ''[[For Your Eyes Only (film)|For Your Eyes Only]]''. The car in the film was fitted with the [[flat-4]] engine from a [[Citroën GS]] which more than doubled the power. In one scene, the ultra-light 2CV tips over and is quickly righted by hand.<ref>{{cite web|url=http://www.carmagazine.co.uk/car-news/citroen/citroen-2cv---for-your-eyes-only/ |title=Citroen 2CV – For Your Eyes Only |date=20 October 2008|access-date=10 July 2016 |work=Car Magazine (UK)}}</ref> Citroën launched a special edition 2CV "007" to coincide with the film, it was fitted with the standard engine and painted yellow with "007" on the front doors and fake bullet hole stickers.

In 1982, all 2CV models got inboard front disc brakes which also used [[Hydropneumatic suspension#LHS versus LHM|LHM fluid]] instead of conventional brake fluid—the same as was found in the larger Citroën models with [[hydropneumatic suspension]].<ref name=Automobilia1982 />

In late 1986, Citroën introduced the Visa's replacement, the [[Citroën AX|AX]]. This was widely regarded as a superior car to the Visa and took many of the remaining 2CV sales in France following its introduction. From 1986 to 1987 2CV production fell by 20 per cent to just 43,255 cars. Of that total over 12,500 went to [[West Germany]] and 7212 went to the UK. France was now the third-largest market for 2CVs, taking 7045 cars that year. It was estimated that Citroën was now selling the 2CV at a loss in the French market, but that it was still profitable in other European countries. The peak of 2CV sales in the United Kingdom would be reached in 1986, thanks to the introduction of the popular Dolly special edition (see below)—7520 new 2CVs were registered in Britain that year. This year saw the discontinuation of the Club which was by then the only 2CV model to retain the rectangular headlamps. This left the Spécial as the only regular 2CV model, alongside the more fashion-orientated Dolly, Charleston and the other special editions.

In 1988, production ended in France after 40 years. The factory at [[Levallois-Perret]] had been the global centre for 2CV production since 1948 but was outdated, inefficient and widely criticised for its poor working conditions. The last French-built 2CV was made on February 25. In recognition of the event, the last 2CV built at Levallois was a basic Spécial in a non-standard grey colour—the same shade as worn by the very first 2CVs. Production of the 2CV would continue at the smaller-capacity but more modern [[Mangualde]] plant in Portugal until 1990.

In 1989, a number of European nations voluntarily introduced the first [[European emission standards]] ahead of the legal deadline of July 1992. This forced the 2CV's withdrawal from sale in [[Austria]], [[Denmark]], [[Italy]], [[Spain]], [[Sweden]], [[Switzerland]] and the [[Netherlands]], the latter one of the car's largest remaining markets. That year, the three leading markets for the 2CV were [[West Germany]] (7866), France (5231) and the UK (3200).

The last 2CV, a specially-prepared Charleston model, was built at [[Mangualde]] on 27 July 1990. Only 42,365 2CVs were built in Portugal in the two years following the end of French production.

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.<ref>{{cite journal|first=Nick | last = Larkin|title= Snails of Woe? 2CV Buyers Guide|journal=Practical Classics Magazine|date=July 1997}}</ref>{{sfnp|Clarke|2000|p=210}}<ref>{{cite news|last=John|first=Honest|url=https://www.telegraph.co.uk/motoring/2726714/Buyers-guide-Citroen-2CV.html |archive-url=https://ghostarchive.org/archive/20220112/https://www.telegraph.co.uk/motoring/2726714/Buyers-guide-Citroen-2CV.html |archive-date=12 January 2022 |url-access=subscription |url-status=live|title=Buyers' guide: Citroen 2CV|newspaper=Telegraph|date=31 January 2004|access-date= 21 August 2009 | location=London}}{{cbignore}}</ref> According to Citroën, the Portuguese plant was more up-to-date than the one in [[Levallois-Perret|Levallois]] near Paris and Portuguese 2CV manufacturing was to higher-quality standards.<ref>2CV Magazine n° 76</ref>

As of October 2016, 3,025 remained in service in the UK.<ref>{{cite web|title=How many 2CVs still exist on British roads|url=http://howmanyleft.co.uk/combined/citroen_2cv|work=List of DVLA statistics|publisher=Howmanyleft.co.uk|access-date=16 October 2016}}</ref>

==== Special edition saloon models ====

The special edition models began with the 1976 SPOT model and continued in with the 1980 Charleston, inspired by Art-Deco two colour styles 1920s Citroën model colour schemes (initially Grey/Black, Maroon/Black and Yellow/Black). 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 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|date=October 2016}}

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".<ref name=Automobilia1982>{{cite journal|last=Bellu|first=René|title =Automobilia|journal = Toutes les Voitures Françaises 1982 (Aucon Salon à Paris 1981)|volume = 80s|page =10|year = 2006|publisher=Histoire & collections|location=Paris}}</ref> By changing the carburetor to achieve {{cvt|29|hp-metric|kW|disp=flip}}, a top speed of {{convert|115|km/h|abbr=on}} was achieved. Other changes were a new rear-view mirror and inboard disc brakes at the front wheels.<ref name=Automobilia1982 />

[[File:Citroën 2CV6 Club – Frontansicht, 10. Juli 2013, Münster.jpg|thumb|Citroën 2CV6 Club – (2013)]]

The Dolly special edition was introduced in March 1985, using bright two-tone colour schemes with a similar Art Deco style as the more subdued Charleston. In its name, style and marketing the Dolly was particularly aimed at female car buyers, as in the mid-1980s research showed that 40% of 2CV buyers were women. The original colour combinations offered were grey/white, grey/red and grey/yellow. All these cars were quickly sold out, so a second series of Dolly models were produced in September in white/red, white/green and beige/maroon. With demand for these models still high Citroën made the Dolly a permanent fixture in the 2CV range. While the first two series had, like the other special editions, been based on the more luxurious Club model the production Dolly was based on the basic 2CV Spécial to provide a model priced between the Spécial and the Club. Colours offered on the Dolly from 1986 were white/red, beige/maroon and blue/beige. In many markets, including Germany and the UK, the Dolly was best-selling 2CV model, outselling all the other variants combined in some years. The Charleston continued as the range-topping model, but the yellow/black colour option was dropped from 1984.{{citation needed|date=September 2018}} This meant that in the 1980s there was a range of four full models:

* Spécial
* Dolly (an improved version of the Spécial)
* Club (discontinued in 1987)
* Charleston (an improved version of the Club)

In Germany and Switzerland a special edition called "I Fly Bleifrei" ("I Fly Lead Free") was launched in 1986, painted in two-tone green. The name and color were a reference to this version's ability to use unleaded fuel instead of the then-normal leaded petrol and super unleaded. It was introduced mainly because of stricter emissions standards. In 1987 the German market received the all-green "Sausss-Ente" special edition (limited to 400 examples), this translates to "quick duck". It continued the ''I Fly Bleifrei's'' design theme and was decorated with a helmeted and goggled flying duck. Tongue-in-cheek, the period advertisements as well as the side graphics proudly showcased the car's 59.4-second {{0to100kmh}} acceleration time.<ref>{{cite web | url = https://www.citroenet.org.uk/publicity-brochures/1987-de-2cv-sauss-ente/sauss-ente.html | archive-url = https://web.archive.org/web/20230210193617/https://www.citroenet.org.uk/publicity-brochures/1987-de-2cv-sauss-ente/sauss-ente.html | archive-date = 2023-02-10 | work = Citroënët | title = 1987 West German 2CV Sauss Ente pamphlet | editor-first = Julian | editor-last = Marsh }}</ref>