The CitroÃÆ' Â «n 2CV (French: " deux chevaux "ie" deux chevaux-vapeur " (lights up." Two horse steam "," two horsepower tax ") is a front-wheeled front-wheel cooling engine, a front-wheel drive economy car introduced in Paris Mondial de l'Automobile 1948 and produced by CitroÃÆ'« n for the 1948-1990 model year.
Created by CitroÃÆ' Â «Vice President Pierre Boulanger to help drive large numbers of farmers who still use horses and wagons in France in the 1930s, 2CV has a combination of innovative and utilitarian techniques, direct metal bodywork - initially surging for added strength without added weight. 2CV displays low cost; simplicity of overall maintenance; a serviceable air-cooled engine (initially offering 9 hp); low fuel consumption; and a very long travel suspension that offers soft ride and light off-road capability. Often called the "umbrella on wheels", the fixed-profile convertible bodywork features a full-width sunroof, canvas, roll-back, which holds large loads and until 1955 reaches almost to the rear bumper of the car. In particular, Michelin introduced and first commercialized radial tires with the introduction of 2CV.
Manufactured in France between 1948 and 1988 (and in Portugal from 1988 to 1990), more than 3.8 million 2CV were produced, along with more than 1.2 million small 2CV-based delivery cars known as fourgonnettes >. CitroÃÆ'¡n finally offers several mechanically identical variants including Ami (over 1.8 million); the Dyane (over 1.4 million); Acadiane (more than 250,000); and Mehari (over 140,000). In total, CitroÃÆ'Â nn produced nearly 9 million 2CVs and variants.
The purchase price of 2CV is low compared to its competition. In West Germany during the 1960s, for example, it cost about half of the Volkswagen Beetle. From the mid-1950s, the economic car competition has increased - internationally in the form of 1957 Fiat 500 and 1955 Fiat 600, and 1959 Austin Mini. In 1952, Germany produced a price-competitive car - the Messerschmitt KR175, followed in 1955 by Isetta - these were microcars, not a complete four-door car like the 2CV. In the French home market, from 1961, the small Simca 1000 used licensed Fiat technology, and a larger Renault 4 hatchback was available. R4 is the biggest threat for 2CV, ultimately outperforming it.
The 1953 technical review at Autocar illustrates "the extraordinary intelligence of this design, which is undoubtedly the most original since Model T Ford". In 2011, The Globe and Mail called it a "car like no other". L. J. K. Setright's automotive writer described 2CV as "the smartest app of the minimalist ever successful as a car", and the car of "rationality without mercy".
Video Citroën 2CV
Histori
Development
In 1934, the Michelin family, as the largest creditor, took over the bankrupt Citroen company. The new management commissioned a market survey, conducted by Jacques Duclos. France at that time had a large rural population who had not been able to afford cars; CitroÃÆ'Â nn uses survey results to prepare short designs for low-cost "four-wheel" umbrellas, allowing four people to transport 50 kg of agricultural materials to the market by 50 km/h (30%). mph), if necessary on a muddy road, not paved. In fuel economy, the car will use no more than 3Ã, l/100 km (95 mpg -imp ; 80 mpg -US ). One of the design requirements is that customers can push eggs across newly plowed fields without violating them.
In 1936, Pierre-Jules Boulanger, vice president of CitroÃÆ'¡n and head of engineering and design, sent a brief to his design team in the engineering department. TPV (Toute Petite Voiture - "Very Small Car") will be developed in secret at the Michelin facility in Clermont-Ferrand and at CitroÃÆ'¡n in Paris, by a design team that has created Traction Avant.
Boulanger was closely watched all decisions related to TPV, proposing a tight reduction of target weight. He created a department to weigh and redesign every component, to lighten the TPV without sacrificing functionality.
Boulanger puts the engineer AndrÃÆ' Â © LefÃÆ'¨bvre in charge of the TPV project. LefÃÆ'¨bvre has designed and raced Grand Prix cars; His specialty is chassis design and he is very interested in maintaining contact between tires and road surfaces.
The first prototype was a bare chassis with imperfect controls, seating and a roof; test drivers wear flying leather clothing, of a kind used in contemporary open biplane. By the end of 1937 20 TPV experimental prototypes had been built and tested. The prototype has only one lamp, all that is required by French law at the time. At the end of 1937, Pierre Michelin was killed in a car crash; Boulanger became president of CitroÃÆ'¡n.
By 1939 TPV was considered to be ready, after 47 technically developed and stepped up experimental prototypes had been built and tested. This prototype uses aluminum and magnesium components and has a flat, water-cooled twin engine with front-wheel drive. Hammock chairs are hung on the roof by wire. The suspension system, designed by Alphonse Forceau, uses the front forearm and rear rear arms, connected to eight torque bars under the rear seats: a bar for the front axle, one for the rear axle, a medium bar for each side, and an overload bar for every side. The front shaft is connected to the torso with a cable. Excessive blades start playing when the car has three people in it, two in front and one behind, to support the extra weight of the fourth passenger and fifty kilograms of baggage.
In mid-1939, a pilot of 250 cars was produced and on August 28, 1939, the car received approval for the French market. Brochures printed and preparations were made to present the car, renamed CitroÃÆ'¡n 2CV, at the upcoming Paris Motor Show in October 1939.
One of the innovations included from the start of production was the new Michelin radial tire, first commercialized with the introduction of 2CV. This radial design is an integral part of 2CV chassis design.
World War II
On September 3, 1939, France declared war on Germany after the country's invasion of Poland. The upcoming disaster situation led to the cancellation of the 1939 motor show less than a month before it was scheduled to open. The 2CV launch was abandoned.
During the German occupation of France in World War II Boulanger personally refused to collaborate with the German authorities to the point where the Gestapo enlisted him as "the enemy of the Reich", under threat of arrest and deportation to Germany.
Michelin (Citro's main shareholder) and Citro's managers decided to hide the TPV project from the Nazis, fearing some military applications as in the case of the future Volkswagen Beetle, produced during the war as the KÃÆ'¼belwagen military. Some TPVs are buried in secret locations; one disguised as a pickup, the other destroyed, and Boulanger spent the next six years thinking about further improvements. Until 1994, when three TPVs were found in a barn, it was believed that only two prototypes survived. In 2003 there were five known TPVs.
In 1941, after a forty percent increase in aluminum prices, an internal report on Citro's showed that producing post-war TPV would not be economically viable, given the projected increase in aluminum costs further. Boulanger decided to redesign the car to use most of the steel with flat panels instead of aluminum. The Nazis have tried to loot Citro'n's press tool; this was frustrated after Boulanger gained French Resistance to re-label the rail cars that contained them at the Paris parcel-making base. They ended up across Europe, and CitroÃÆ'¡n was not at all sure they would all return after the war. In early 1944 Boulanger made the decision to leave a water-cooled two-cylinder engine developed for the car and installed in the 1939 version. Walter Becchia is now given an explanation for designing air-cooled units, still two cylinders, and still 375 cc. Becchia also supposedly designed a three-speed gearbox, but managed to design four speeds for the same space at little extra cost. At present small French cars such as Renault Juvaquatre and Peugeot 202 typically feature a three-speed transmission, as did Citro'Ni's own Citadel Trace Avant - but the 1936 Italian Fiat 500 "Topolino" "folk car" does have a four-speed gearbox. Becchia persuades Boulanger that the fourth tooth is overdriven. Increasing gear ratios also help draw extra weight changes from light alloy to steel to body and chassis. Other changes include a seat with a tubular steel frame with rubber bands popping up and restyling the body by Italian Flaminio Bertoni. Also, in 1944 the first study of the CitroÃÆ'¡n hydro-pneumatic suspension was performed using TPV/2CV.
The development and production of what became a 2CV was also delayed by the upcoming Socialist 1944 French government, following the liberation by the Allies of Germany. The five-year "Plan Pons" to rationalize the production of cars and scarce resources for husbands, named after economist and former French motorcycle industry executive Paul-Marie Pons, only allows CitroÃÆ'¡n the upper middle range of the car market, with Traction Avant. The French government allocated the economic car market, the US Marshall Plan aid, US production equipment and steel supplies, to the newly nationalized Renault to produce their Renault 4CV. The "Plan Pons" ended in 1949. The postwar French roads were very different from the prewar streets. Horse-drawn vehicles have resurfaced in large numbers. Some existing internal combustion engine vehicles often run in city gas that is stored in gas bags on the roof or wood/charcoal from gasifiers on trailers. Only one hundred thousand of the two million pre-war cars are still on the road. It was known as "Les annÃÆ' Â © es grises" or "gray year" in France.
Production
CitroÃÆ' Â «n launched the car at the Paris Salon on October 7, 1948. The car on display was almost identical to the 2CV type A which will be sold next year but has no electric starter, an addition that was decided the day before the opening of the Salon, replace the drag cable starter. Canvas roof can be rolled completely open. Type A has one stop light, and is available only in gray. The fuel level is checked with the measuring stick/measuring rod, and the speedometer is attached to the windshield pillar. The only other instrument is the ammeter.
In 1949, the first 2CV type shipped was 375 cc, 9 hp, with a maximum speed of 65 km/h (40 mph), only one tail light and front windshield with a speed drive shaft; wiper speed depends on the driving speed. The car was heavily criticized by the automotive press and became a French comedian butter for a while. An American automotive journalist said, "Does it come with a tin opener?" The English Autocar correspondent wrote that 2CV "is the work of a designer who has kissed a whip of austerity with an almost masochistic spirit".
Despite criticism, CitroÃÆ'Â n½ was flooded with customer orders on the show. The car had a huge impact on the lives of low-income segments in France. The 2CV is a commercial success: within months of going on sale, there was a three-year waiting list, which soon increased to five years. At that time 2CV scraps are more expensive than new ones because buyers do not have to wait. Production increased from 876 units in 1949 to 6,196 units in 1950.
Respectful respect began to emerge from the international press: by the end of 1951 an opinion appeared in Germany recently launching the motor's Auto, Motor und Sport , despite its "ugliness and imbalance" ( ¤ÃÆ'Ã… ¸lichkeit und PrimitivitÃÆ'¤t ") , 2CV is a" very interesting "car (" hochinteressantes ") .
In 1950, Pierre-Jules Boulanger was killed in a car accident on the main road from Clermont-Ferrand (Michelin's house) to Paris.
In 1951, 2CV received ignition key and lockable driver door. Production reaches 100 cars a week. By the end of 1951, production reached 16,288. CitroÃÆ' Â «n introduces van 2CV Fourgonnette . The "Weekend" version of the van has been folded, the rear seats removed and the rear side windows, allowing traders to use them as family vehicles on weekends as well as for business of the week.
In 1952, production has reached more than 21,000 with export markets earning foreign currency preferred. 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." Cars are sold exclusively to veterinarians, doctors, midwives, pastors and small farmers. In 1954, the speedometer got light for night driving. In 1955, 2CV side repeaters were added above and behind the rear doors. It is now also available with 425 cc (AZ), 12.5 hp and a top speed of 80 km/h (50 mph). In 1957 heating and ventilation systems were installed. The color of the steering wheel turns from black to gray. The mirror and the rear window are enlarged. The hood is decorated with longitudinal strips of aluminum (AZL). In September 1957, the AZLP model (P for porte de malle , "boot cap"), appears with a boot cover panel; previously soft top should be opened at the bottom to get to the trunk. In 1958, the Belgian Citroen factory produced a higher quality car version (AZL3). It has a third-side window, not available in the normal version, and upgraded details.
- 1960
In 1960 the production of 375 cc engine ended. At the front, fenders, rotation, signal, integrated. Corrugated metal hat replaced with five ribs rib cover. At the same time, the grid is slightly modified (flat shape with curved upper edge).
The 2 CV 4 ÃÆ'â € "4 2CV Sahara appeared in December 1960. It has an additional engine transmission unit in the rear, mounted in another way around and drives the rear wheels. For the second machine there is a separate push starter and choke. With the gear shift between the front seats, the two transmissions are operated simultaneously. For two engines, there is a separate gas tank under the front seat. Neck charger sitting at the front door. Both machines (and hence axle) can be operated independently. The spare wheel is mounted on the hood. The car has enough off-road capability, but doubles the price of a standard 2CV. 694 was produced until 1968 and another one in 1971. Many were used by the Swiss Post as a delivery vehicle. Today they are highly collectible.
In 1960, the choppy-style Cap CitroÃÆ''N H Van â € Å"ripple bonnetâ € was replaced (except for the Sahara), with one using six larger concave swashes and looking similar to the end of production. The 2CV had a suicide door in front of 1948-1964, replaced with a 1965-1990 front hinged door.
In 1961, CitroÃÆ'Â nn launched a new model based on a 2CV chassis, with a four-door sedan body, and rear turning back window: CitroÃÆ'¡n Ami. In 1962 the engine power was raised to 14 hp and top speed to 85 km/h (53 mph). The sun roof is installed. In 1963 the engine power was increased to 16 hp. The electric wound motor replaces the drive on the speedo. Ammeter replaced with indicator lamp charging. The speedometer is moved from the window frame to the dashboard. Instead of a measuring stick/measuring stick, a fuel gauge is introduced.
Publicity director Claude Puech came up with a funny and inventive marketing campaign. Robert Delpire of Delpire Agency is responsible for the brochure. The copy ad comes from Jacques Wolgensinger PR Director at CitroÃÆ'¼n. Wolgensinger is responsible for youth-oriented "Raids", 2CV Cross, rallies, the use of "Tin-Tin", and the slogan "More than a car - a way of life". Various colors were introduced, starting with Glacier Blue in 1959, then yellow in 1960. In the 1960s 2CV production caught on demand. In 1966, 2CV got a third-side window, this window made them look a bit bigger in size. In February 1965, CitroÃÆ'¡n Belgium introduced 3CV AZAM6 featuring 602 cc engine, 23 PS Ami6 and Ami's enhanced chassis. This version was produced until October 1967 and exported to certain continental markets although never offered in France.
In 1967, CitroÃÆ'Â nn launched a new model based on 2CV chassis, with an updated yet useful body, with hatchback (hatchback kit available from CitroÃÆ'¡n dealers for 2CV, and aftermarket kit available) that increased the practicality: CitroÃÆ'¡n Dyane. The exterior is more modern and distinguished by the hidden lights on the fenders and bodywork. Between 1967 and 1983 about 1.4 million were built. This was in response to the competition by Renault 4. The Dyane was originally planned as an upscale version of 2CV and supposedly replaced it, but eventually 2CV outlived Dyane for seven years. CitroÃÆ'¡n also developed MÃÆ'Â Â © day off-roader.
From 1961, the car was offered, at an additional cost, with a flat-2 size engine increasing to 602Ã, cc (36.7Ã, cuÃ, in), although for years the 425Ã,® cc (25.9 cuÃ, smaller hold continues available in France and export markets where the engine size determines the car tax rate. It was replaced by a 435 cc engine (26.5 cuÃ, in) which was updated in 1968.
- 1970s
In 1970, the car received a rear light unit from CitroÃÆ'¡n Ami 6, and also standardized a third-side window on the rear pillar on the 2CV6 (602Ã, cc) model. From 1970, only two series were produced: 2CV 4 (AZKB) with 435 cc and 2CV 6 (Azka) with 602 cc displacement. All 2CV from this date can be run on unleaded fuel. 1970s car featured rectangular lamps, except the model SpÃÆ'Â © cial. In 1971 the bench seat was replaced with two individual seats. In 1972, 2CV was equipped with a standard three-point safety belt. In 1973, a new seat, steering wheel and a single ashtray with bearing were introduced.
The highest annual production was in 1974. 2CV sales were revived by the oil crisis of 1974. The 2CV after this time became as much a statement of the lifestyle of young people as a functional form of basic transportation. This renewed popularity was driven by the resilience of CitroÃÆ'¡n "Raid" in the 1970s where customers can participate by purchasing a new 2CV, equipped with "P.O." kit (Paid d'Outre-merÃ,â € "the opposite country), to tackle thousands of miles from a very bad or off-road route.
- 1970: Paris-Kabul: 1,300 young people, 500 2CV, 16,500 km to Afghanistan and back.
- 1971: Paris-Persepolis: 500 2CVs 13,500 km to Iran and back.
- 1973: Raid Afrique, 60 2CVs 8000Ã, km from Abidjan to Tunis, Ivory Coast's Atlantic capital via Sahara, (desert section TÃÆ'Ã… © nÃÆ'  © rà ©  ©  ©  ©  ©  ©  ©  ©  ©  ©  © m The Mediterranean Capital of Tunisia.
The Paris rally to Persepolis is the most famous. Circuit race/off-road CitroÃÆ'¡NC 2CV Cross is very popular in Europe.
Due to the new emission standards, in 1975 the power was reduced from 28 hp to 25 hp. Round headlights replaced with square, adjustable height. A new plastic grille is installed.
In July 1975, a basic model called 2CV Spacial was introduced with a 435 cc engine. Between 1975 and 1990 under the name AZKB "2CV SpÃÆ' © cial" the drastically reduced base version of trim was sold, initially only yellow. A small square speedometer (which dates back to Traction Avant), and a narrow rear bumper mounted. To keep the price as low as possible, CitroÃÆ'ÂÂ| n remove third-party windows, ashtrays, and almost all trim from the car. It also has round headlights before. From the Paris Motor Show 1978 Spà © bialis regains third-side windows, and is available in red and white; starting mid 1979 602 cc engine mounted. In June 1981, Spà © cial E arrived; this model has a standard centrifugal clutch and very low urban fuel consumption.
- 1980s
In 1981, 2CV6 yellow was driven by James Bond (Roger Moore) in the 1981 film For Your Eyes Only . The car in the film is equipped with a flat-4 engine from CitroÃÆ'¡n GS that is more than double its strength. In one scene, 2CV ultra-light tips come to an end and are quickly worked out by hand. CitroÃÆ' Â «n launched a special edition of 2CV" 007 "to coincide with the film; it is equipped with a standard engine and painted yellow with "007" on the front door and a fake bullet hole sticker.
In 1982 all 2CV models had front disc brakes.
In 1988, production ended in France after 40 years but continued at the Mangualde plant in Portugal. This went on until 1990, when 2CV production ended. The 2CV beat Visa, one of the cars that might be expected to replace it, and was produced for four years after the commencement of production of CitroÃÆ'¡n AX.
Portuguese-made cars, especially those from the moment of production subsided, have a reputation in the UK because they are poorly manufactured and more prone to corrosion than those made in France. According to CitroÃÆ'¡n, the Portuguese factory is more up-to-date than the one at Levallois near Paris, and the Portuguese 2CV manufactures have higher quality standards.
As of October 2016, 3,025 still operate in the UK.
- Special edition saloon model
The special edition model started with the SPOT 1976 model and continued with 1980 Charleston, inspired by Art-Deco two 1920s color style CitroÃÆ' Â «color model scheme. In 1981, 007 arrived. In 1983, 2CV Beachcomber arrived in England; it is known as "France 3" in France or "Transat" in other continental European markets - CitroÃÆ'¼n sponsored the French Cup American yacht's entry that year. In 1985, Dolly two colors appeared, using the basic trim of the "SpÃÆ' Â © cial" model rather than the slightly better "Club" as it does with other special editions. In 1986 there was Cocorico. It means "cock-a-doodle-doo" and is tied to French entry in the 1986 World Cup. "Le Coq Gaulois" or Gaulois's cock is an unofficial national symbol of France. In 1987 came Bamboo, followed by Perrier 1988 in association with mineral water companies.
Charleston, which was presented in October 1980 as a "special edition" of one season was entered into the regular range in July 1981 in response to "remarkable success". By changing the carburetor to reach 29 hp, the top speed of 115 km/h (71 mph) is reached. Other changes are the new rearview mirror and ship's disc brakes on the front wheels. In the 1980s there were a variety of four full models:
- Spea
- Dolly (an improved version of Spà © cial)
- Club (discontinued in the early 1980s)
- Charleston (upgraded Club version)
In Germany and Switzerland a special edition called "I Fly Bleifrei" - "I Fly Lead Free" was launched in 1986, which could use unleaded gasoline, rather than then unleaded super-normal and unleaded gasoline. It was introduced primarily because of tighter emission standards. In 1987 it was replaced by a special edition of "Sausss-duck".
Maps Citroën 2CV
Export market
2CV was initially sold in France and some European markets, and went on to enjoy strong sales in Asia, South America and Africa. During the postwar years, CitroÃÆ'¡n is heavily focused on the domestic market, which has some strange customs, such as the puissance fiscale. Michelin's management supports CitroÃÆ'¼ng up to a point, and with suspensions designed to use the new Michelin radial tires, CitroÃÆ'n cars clearly demonstrate their superiority over their competitors' tires. But they are not ready to start the investment needed for 2CV (or CitroÃÆ'¡n DS for that matter) to really compete on the global stage. CitroÃÆ'¡n was always capitalized until the Peugeot takeover of the 1970s. The 2CV sells 8,830,679 vehicles; Volkswagen Beetle, which is available worldwide, sold 21 million units.
The production of 2CV in Belgium was from 1952 to 1980.
Production at the Citron plant in Slough, England was from 1953 to 1960. Until then the British Construction and Use Regulations made cars with front brakes like 2CV illegal. Producing cars in the UK allows Citroën to avoid trade barriers and sell cars in the United Kingdom and the Commonwealth. This achieves some success in these markets, to the point that all 2CV products built in Slough are equipped with air purifier repairs and other modifications to match the rough conditions found in Australia and Africa, where 2CV endurance and driving quality are good at over rough roads attract buyers. The 2CV is sold poorly in the UK partly due to excessive fees, due to import duties on components.
In 1959, the Royal Navy ordered 65 pick-ups of 2CV from the Slough factory, after sea testing at HMS Bulwark in the West Indies and Indian Ocean during 1957-58, with Westland Whirlwind helicopters from 845 squadrons RNAS. Pick-ups also serve the ship HMS Albion . They will serve as motor transport with the 42nd Command regiment of the Royal Marines, which require strong and reliable vehicles to tackle forest tracks, light enough to be taken ashore by helicopter from aircraft carriers.
In 1959, Slough introduced a unique model, a fiber-glass coupe version called Bijou. The styling of this car is by Peter Kirwan-Taylor (better known for his work with Colin Chapman of the Lotus car on the Elite Elite 1950), but the bodywork proved too heavy for a 425 cc (25.9 cuÃ) in engine to bless with adequate performance.
In 1975, 2CV was reintroduced into the UK market amid the oil crisis, which resulted in increased demand for smaller cars, which most manufacturers have responded by launching small "supermini" cars, including Renault 5, Ford Fiesta and Volkswagen Polo.
The second wave of 2CVs for the UK market was produced in France but avoided the crippling parental duties of the 1950s, as England was then a member of the EEC. In the 1980s, the best overseas markets for 2CV were Britain and West Germany.
Only a few thousand 2CV are sold in North America when they are new; similar to the situation in the UK, their prices are relatively excessive against competitors. The original model that produces 9 hp (6.7 kW) and has a top speed of 64 km/h (40 mph) is not suitable for postwar expansion of the US highway network, and has never been widely accepted in North America. Even the fastest of the subsequent models fought up to 115 km/h (71 mph).
Also in 1959, the Yugoslav company Tomos began producing 2CV under license at the Koper factory, in what is now Slovenia. This business lasted from 1959 to 1985, and grew to include many models of Citroën n. The Yugoslav car market is closed, so a joint venture with this local company allows CitroÃÆ'¡n to access the market.
In Ivory Coast in 1963, a locally assembled 2CV was sold in several west African countries as CitroÃÆ'¡N "Baby-Brousse". The idea of ​​building a "simplified" 2CV in developing countries was then tried several times, as described under CitroÃÆ'Â · Facile ÃÆ' Fabriquer (Easily Manufactured). One of them, 1969 La Dalat , was the first car produced in Vietnam. In 1972, the Greek company Namco started production from 2CV-based Pony based
In 1966, CitroÃÆ'¡n entered Iran with 2CV. The 2CV was soon replaced by Jiane, a localized version of CitroÃÆ'¡n Dyane. The cars were originally manufactured in Iran in a joint venture between CitroÃÆ'¡n and Iran National until the 1979 Revolution, when the Iranian National was nationalized, which continued to produce Jiane without Citro's involvement.
2CV was built in Chile and Argentina for South America. The 1953 Citroneta model of 2CV made in Chile and Argentina uses an AZ type chassis with a 425cc engine that develops 12 bhp (8.9 kW). Both the chassis and the engine are made in France while the "three boxes" bodywork (in 2- and 4-door versions) are designed and manufactured in Chile. It was the first economy car on the market in Chile. The 1970's Chilean version installed a 602Ã, cc engine with an output of 33Ã, hp (25 kW), and was designated as the AX-330. It was built between 1970 and 1978, where it saw changes such as different bumpers, hard roofs, front disc brakes, and square headlights. The derivation called "3CV" was built in Argentina with various modifications such as hatchback. CitroÃÆ'¡n has produced more than 200,000 cars in Argentina in 1977; production ended in 1979. A 2CV with a heavily modified front end called 3CV IES America was well-produced into the 1980s, by an Argentine company purchasing rights and factory from CitroÃÆ'¡n.
One of the CitroÃÆ'¡n FAF models, named YagÃÆ'¡n after Indigenous peoples, was created in Chile between 1972 and 1973. During the Chilean coup of 1973, 200 YagÃÆ'¡ns were used by Soldiers patrolling the streets and borders Peru, with a 106 mm (4.2 inch) cannon.
From 1988 to the end of production in 1990, 2CV was built only in Portugal.
Construction
The level of technology in 1948 2CV was remarkable for this era. While the color and detail specifications were modified within the next 42 years, the biggest mechanical change was the addition of front disc brakes (at that time already installed for several years in the CitroÃÆ'Â ¢ n Dyane 6 mechanically), in October 1981 (for 1982). model year). The reliability of the car is enhanced by the minimalist simplification of designers, who are air-cooled (with oil coolers), it has no cooling, radiator, water pump or thermostat. It does not have a good distributor, just a breaker contact system. Except for the brakes, there is no hydraulic part in the original model; the damping is done by adjusting the mass damper and friction damper.
The 1948 car features radial tires, which have just been commercialized; front wheel drive; rack and pinion steering mounted inside the cross-tube front suspension, away from the frontal impact; rear fender skirt (suspension design allows wheels to change without removing skirts); front and rear wings that can be removed; removable door, bonnet (and boot cover after 1960), with "slide out" P-profile sheet metal hinge; window flap-up, because the roll-up window is considered too heavy and expensive. and a removable bootable sunroof and lid, for a pickup-like load flexibility. Ventilation next to the sunroof window and front flap provided by the opening cap under the windshield. The car has adjustable lamp loads and heating (heating is standardized on UK economy cars in the 1960s).
Body
The body is built from a dual platform H-frame chassis and an airplane tube frame, and a very thin steel shell that is bolted to the chassis. Due to the short original design called for low-speed cars, little or no attention is given to aerodynamics; body has a coefficient of style C d = 0,51, height according to current standards but typical for this era.
The 2CV uses a fixed-profile converter, in which the door and top elements of the bodywork are fixed, while the soft fabric top can be opened. This reduces weight and lowers the center of gravity, and allows carrying long or irregular shapes, but the main reason is that the fabric is cheaper than steel that is short and expensive after the war. The concept of the profile remains quite popular in this period.
Suspension
2CV suspension is very soft; one can easily swing the side of the car sideways dramatically. The swing arm, a front-mounted suspension system with front brake wheels has an unsprung mass that is much smaller than that of coil springs or leaf springs. The design was modified by Marcel Chinon.
The system consists of two suspension cylinders mounted horizontally on each side of the platform chassis. Inside the cylinder there are two springs, one for each wheel, mounted on each end of the cylinder. The springs are connected to the leading front swing arm and back swing arm behind, which acts like bellcranks by pull rods (tie rods). It is connected to the spring cup springs in the center of the cylinder, each spring is compressed independently, against the end of the cylinder. Each cylinder is installed using an additional set of springs, originally made of steel, called "volute" springs, in later models made of rubber. This allows the front and rear suspension to connect. When the front wheel is bent over the bump, the front pull rod pushes the front spring inside the cylinder, against the front of the cylinder. It also presses the front of the "volute" spring to pull the entire cylinder forward. The action pulls the rear wheel down on the same side through the rear spring assembly and the pull rod. When the rear wheel met the lump a few moments later, he did the same thing in reverse, keeping the front of the car back. When both springs are compressed on one side as they pass through the bend, or the front and rear wheels hit simultaneously, the same and opposite forces applied to the front and rear springs reduce the interconnection. This reduces pitching, which is a special problem of soft car suspension.
The swing arm is mounted with a large bearing for the "cross tube" running side to side on the chassis; combined with the effects of all soft springs and extremely independent attenuation, make the road wheel tangent to the road surface and parallel to each other in the axle at the high angle of the body roll. A larger steering angle than conventional steering wheel, ensures that the front wheel is closer to the vertical than water, when cornering hard with many body rolls. Gentle spring trips, long suspension and the use of forearm and trailing means that when the body rolls while cornering, the wheelbase inside the corner will increase while the wheelbase outside the corner decreases. As the cornering force increases the weight of the car on a pair of inner wheels, proportionally the wheelbase, keeping the car's weight balance and center grip constant, prompting excellent road control. Another key factor in the quality of road control is the very low and advanced center of gravity, provided by the position of the engine and transmission.
The suspension also automatically accommodates different loads in the car - with four people and the load on the wheelbase increases by about 4 cm (2 inches) when the suspension deflector, and the front wheel caster angle increases by 8 degrees to ensure that the quality of the rider, handling and braking roads are almost unaffected by additional weights. At the beginning of the friction reducer (such as the dried version of the multi-plate clutch design) mounted on the mounting of the front and back swing arm to the cross-tube. Because the rear brakes are outboard, they have an extra adjusted mass damper to loosen the wet wheels of the extra unsprung mass. Subsequent models have set the batteurs on the front (since the main arm has more inertia and "bump/thump" than the back arm), with hydraulic/front and rear shock absorbers. Crushed hydraulic damping eliminates the need for rear inertia dampening. It's designed to be a comfortable ride by matching the frequencies encountered in human bipedal motion.
This suspension design ensures the wheels follow the contours of the ground underneath them thoroughly, while isolating the vehicle from shocks, allowing 2CV to be pushed over the hijacked plane without breaking the egg, as it requires a short design. More importantly, this car can be comfortably and safely driven at a reasonable pace, along the war-torn France France Route after war. It's generally driven "Pied au Plancher" - "foot to floor" by their farmer's owner.
Front wheel drive and gearbox
CitroÃÆ' Â «n has developed its expertise with front-wheel drive as a pioneer of Avant Traction, which is the world's first mass-produced world-first mass-produced monoque front-wheel-drive car. 2CV was initially equipped with a shear strip joint, and a universal connection of Twin Hookes type on its driveshafts; the model further uses a constant velocity connection and a sliding line connection.
The gearbox is a four-speed manual transmission, a sophisticated feature on a cheap car at the time. The tooth sticks out horizontally from the dashboard with an upward-curved handle. It has a strange shift pattern: the first is back on the left, the second and the third are inline, and the fourth (or S) can be involved simply by turning the lever to the right of the third. Instead the first opposite. The idea is to place the most used teeth across from each other - for parking, first and vice versa; for normal, second and third driving. This layout is adopted from a three-speed H-van gearbox.
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Windscreen wipers supported by pure mechanical systems: cables connected to transmission; to reduce costs, this cable is also supported speedometer. The speed of the wiper therefore depends on the speed of the car. When the car is waiting at the intersection, the wipers are not powered; thus, the grip under the speedometer allows them to be operated by hand. From 1962, the wiper was powered by a single-speed electric motor. The car comes only with speedometer and ammeter.
The 2CV design preceded the disc brakes discovery, so that 1948-1981 cars had drum brakes on all four wheels. In October 1981, the front disc brakes were installed. Disc brake cars use green LHM liquids - mineral oil - which is not compatible with standard glycol brake fluid.
Machine
The machine was designed by Walter Becchia and Lucien Gerard, with a nod of the classic BMW boxer motorcycle engine. It is air-cooled, flat-twin, four-stroke, 375 cc engine with pushrod operated overhead valve and half-ball combustion chamber. The initial model developed 9 PS (6.6 DW) DIN (6.5 kW). The 425 cc engine was introduced in 1955, followed in 1968 by 602 cc which provided 28 bph (21 kW) at 7000 rpm. With a 602cc engine, the car tax classification changed to 3CV, but the name remained unchanged. 435 cc engine was introduced at the same time to replace 425 cc; 435 cc engine car named 2CV 4 while 602 cc takes the name 2CV 6 (variant in Argentina takes the name 3CV). The 602 cc engine evolved into 33 bhp (25 kW) M28 in 1970; this is the most powerful engine mounted on 2CV. A new 602 cc delivers 29 bhp (22 kW) at a slower 5.750 rpm introduced in 1979. The engine is less powerful, and more efficient, allowing lower fuel consumption and better speed, with deceleration rates declining. All 2CV with M28 engines can run on unleaded gasoline.
The 2CV uses a spark ignition system wasted for simplicity and reliability and only has a speed-controlled ignition timing, no vacuum drawdown that takes into account the engine load.
Unlike other air-cooled cars (such as the Volkswagen Beetle and Fiat 500) the 2CV engines do not have thermostat valves in the oil system. Machines need more time for oil to reach normal operating temperatures in cold weather. All oil passes the oil cooler behind the fan and receives a full cooling effect regardless of ambient temperature. This eliminates the risk of overheating of a jammed thermostat that can damage air-cooled and air-cooled engines and the engine can withstand long hours running under heavy loads at high engine speeds even in hot weather. To prevent the engine from working cool in cold weather (and to increase the output of the cabin heater) all 2CVs are equipped with a blind grille (canvas on an early car and clip-clip plastic item called "muff" in the owner's handbook, on the next) that block about half openings to reduce airflow to the engine.
The engine design concentrates on the reduction of moving parts. The cooling fan and the dynamo are built integrally with a one-piece crankshaft, eliminating the need for a belt drive. The use of gaskets, seen as another potential weak spot for failure and leakage, is also kept to a minimum. The cylinder head is mated to a cylindrical tube by coating the joint with a very fine tolerance, such as two parts of the crankcase and the surface connection to the other surface.
As well as tight tolerance between parts, the lack of gasket machines is made possible by the unique vessel venting system. In each 2-cylinder boxer engine like 2CV's, the crankcase volume decreases with the cubic capacity of the engine when the piston moves along. This, combined with the inevitable amount of "leakage" of combustion gases passing through the piston causes positive pressure on the crankcase to be incurred in the interest of engine efficiency and to prevent oil and gas leakage. The 2CV engine has a combination of "breathing" engine and an oil filler assembly containing a series of rubber reed valves. This allows positive pressure to exit the crankcase (to engine air intake for recirculation) but close when the crankcase pressure falls as the piston moves apart. Because the gas is released but it is not recognized this creates a bit of empty space in the crankcase so any weak connections or failed seals cause the air to be sucked rather than letting the oil leak out.
This design feature makes the 2CV engine very reliable; the test machine runs at full speed for 1000 hours at a time, equivalent to driving 80,000 km (50.000Ã, mi) at full speed. They also meant that the machine was "sealed for life" - for example, replacing the big-end pads that required special equipment to disassemble and reassemble the built crankshaft, and since these were often not available the entire crankshaft had to be replaced. The machine is very depressed and long-lived, so this is not a big deal.
If the starter motor or battery fails, 2CV has a hand crank option, the jack handle serves as an initial grip through the dog on the front of the crankshaft in the middle of the fan. This feature, once universal on cars and still common in 1948 when 2CV was introduced, was kept until the end of production in 1990.
Performance
With regards to 2CV performance and acceleration, it jokes that it goes "from 0-60 km/h in a day". The original 1948 model that produced 9 hp had a time of 0-40 42.4 seconds and a top speed of 64 km/h (40 mph), well below the speed required for the North American or Autobahn highway of Germany on that day. The peak velocity 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.
The last evolution of the 2CV engine was the CitroÃÆ'Â'N Visa flat-2, 652Ã, cc featuring electronic ignition. CitroÃÆ'¡n has never sold this machine in 2CV, but some fans have changed the 2CVs engine to 652, or even reserve the CitroÃÆ'¡n GS or GSA flat-four engine and gearbox.
In the mid-1980s, Steve Cropley's magazine editor ran and reported on a 2CV turbocharged 602 cc engine developed by engineer Richard Wilsher.
End of production
The 2CV was produced for 42 years, the model eventually succumbed to customer demands for speed, where this ancient design has fallen significantly behind modern cars, and safety. Although the front of the chassis is designed to be folded, to form the crumple zone according to the Citroen 1984 brochure, similar to other small cars of that era, the level of ruin is very poor by modern standards. (The drive for increased safety in Europe occurred from the 1990s onwards, and accelerated with the 1997 rise of Euro NCAP.) The underlying fundamental technique is ignored or misunderstood by the public, which wears an anachronistic body. That is a joke of many jokes, especially by Jasper Carrott in England.
CitroÃÆ'¼n has tried to replace the ultra-utilitarian 2CV several times (with Dyane, Visa, and AX). Its very ancient appearance becomes an advantage for the car, and it becomes a niche market that is sold because it is different from anything that is sold. Due to the down-to-earth economy style of cars, it became popular with people who wanted to distance themselves from mainstream consumerism - "hippies" - as well as with environmentalists.
Though not a substitute for 2CV, the supermini AX, a conventional urban runabout, is mediocre in spite of its exceptional lightness, apparently to overcome auto maker requirements at entry level in the early 1990s. Officially, the last 2CV, Charleston, destined for the Mangualde plant manager, slid off the Portuguese production line on July 27, 1990, although five additional 2CV Spasia were produced thereafter.
Overall, 3,867,932 2CVs were produced. Including the commercial version of 2CV, Dyane, MÃÆ'Â © day, FAF, and Ami variants, the 2CV base gave birth to 8,830,679 vehicles.
The 2CV has outlived its contemporaries like the Mini (out of production in 2000), Volkswagen Beetle (2003), Renault 4 (1992), Volkswagen Type 2 (2013) and Hindustan Ambassador (originally 1950s Morris Oxford) (2014).
Advanced popularity
Chrysler CCV or Composite Concept Vehicle developed in the mid-1990s is a concept car designed to illustrate a new manufacturing method appropriate for developing countries. The car is a four-door sedan high and small dimensionless field. The designers at Chrysler said they were inspired to create a modernized 2CV.
The Sorevie company of LodÃÆ'¨ve built 2CVs until 2002. The cars were built from scratch using mostly new parts. But since 2CV no longer obeys safety rules, the cars are sold as used cars using frames and machines from the old 2CV.
The long-run 2CV circuit racing series organized by The Classic 2CV Racing Club continues to be popular in the UK.
Beberapa nickname Inggris termasuk "Flying Dustbin" , "Tin Snail" , "Dolly" , dan "Tortoise" .
Model lainnya - Factory
CitroÃÆ' Â © n plant offers several high volume variants on 2CV running equipment - Ami; the Dyane; Acadiane; and Mehari. In addition, some lower volume variants are produced.
"Sahara" four wheel drive
One of the new models is the Sahara 2CV, a four-wheel drive car (4ÃÆ' â € "4), equipped with two engines (each 12 hp), each having a separate fuel tank. One is mounted in front riding the front wheel and the one behind the rear wheel drive. Single gearstick, clutch pedal, and accelerator connected to both machines. Originally intended for use by French colonies in North Africa. As well as the likelihood of decreasing due to being stranded, it provides four-wheel-drive traction with continuous drives to multiple wheels while others slip as engine transmissions are separated. Therefore, it became popular with off-road fans. Between 1958 and 1971, CitroÃÆ'¡n built 694 Saharas. The top speed is 65 km/h (40 mph) on one machine, and 105 km/h (65 mph) with both engines running. This rare vehicle is highly collectible.
The MÃÆ'Â © day was also built as 4ÃÆ' â € "4 from May 1979, but with just one machine and reduction gear.
Bijou
Bijou was built at the CitroÃÆ'¡n factory in Slough, England in the early 1960s. It is a 2VV 2VD version designed by Peter Kirwan-Taylor, who has been involved in the original 1950s Lotus Elite styling. This design is considered more acceptable in appearance for UK consumers than the standard 2CV. Combining some components of the DS (the most noticeable is the single-spoke steering, and the windshield for the rear window), it does not achieve market success, because it is heavier than 2CV and still uses 425 cc engines and even slower. , reaching 100 km/h (62 mph) only in favorable conditions. It's also more expensive than the Austin Mini, which is more practical. 207 built.
CitroÃÆ'Â nn Coccinelle
CitroÃÆ' Â «n Prototype C is a series of experimental non-production vehicles made by CitroÃÆ'Â · n from 1955 to 1956 under the direction of AndrÃÆ' Â © LefÃÆ'¨bvre. The idea is to produce a water-shaped vehicle, very light, which will be more modern and smaller than 2CV. One prototype, CitroÃÆ'¡n C-10 has survived and is still owned by CitroÃÆ'¡n. The overall look of the vehicle is very similar to the Messerschmitt bubble car. It is equipped with the same 425 cc engine as 2CV. The vehicle is also nicknamed CitroÃÆ'¡n Coccinelle ( Ladybug or Ladybird in French).
Other models - Non-Factory
4x4
Various conversions 4ÃÆ' â € "4 were built by independent constructors, such as Marc Voisin, near Grenoble, some of the chassis MÃÆ'Â © day 4ÃÆ' â €" 4 and 2CV bodies. In the UK, Louis Barber built a single-engined 2-VC vehicle. In the late 1990s, Kate Humble of the BBC Top Gear tested one against a Defender Landrover off the road. The 2CV wins.
Another distinct double front-ended, four-wheel drive (but not at the same time) 2CV, 1952 CitroÃÆ'¡n Cogolin, also known as BicÃÆ' Â © phale , was built for the French Fire Service - Sapeur -Pompiers. This is meant to allow the car to drive to a narrow position and go again without having to spin.
Boot extension
Some owners want to have more luggage capacity in 2CV sedans. Early 2CV can be equipped with a round boot aftermarket luggage, reminiscent of the post-war "big boots" Avant Tractor. Some model owners are late installing extensions to boot the car. It uses the original boot cap and hinges, but in a horizontal position with the extension underneath.
Local locally made knock down down car (CKD)
The Greek Market CitroÃÆ'¡n Pony and African markets CitroÃÆ'¼ng FAF and Baby-Brousse are flat-paneled Mehari type, 2CV based utility cars, built from mechanical component equipment, with many locally sourced components. They are built in a low-tech assembly plant. There is a broad production of 2CV-based vehicles similar in a large number of countries, including Iran (Baby-Brousse, Jyane-Mehari), Vietnam (Dalat), Chile (Yagan), Belgium (VanClee), Spain, Portugal and others.
Designing cars and specials
Examples of 2CV-based sports kit cars include Pembleton, Blackjack Avion and Lomax from the UK, as well as Burton and Patron from the Netherlands. Most are also available as three wheels (one wheel behind), just like an early Morgan sports car. Some have been equipped with a larger air-cooled twin-cylinder motorcycle engine. For transportation purposes, some saloon models are rebuilt into vans using fiberglass reconstruction from the corrugated 2GV Fourgonnette rear box. The "Badou" is a flat-panel wooden kit car.
UMAP CoupÃÆ'Â ©
Source of the article : Wikipedia
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