The History of the 2CV continued (2)
In 1955 in France, the AZ model was introduced with a more powerful 425cc. engine and centrifugal clutch. Other very necessary items were added - flashing indicators, window catches, rear and side lights, and the chevrons on the grille disappeared. Seats were now of a tartan effect material, there being no choice of colour until the AZL model introduced a choice of seat and hood colour options. The AZPL (P for `porte de malle`, or bootlid) followed the same year. More expensive, it had a demister fitted, and the metal bootlid replaced the fabric cover at the back. Two years later paintwork colour options were introduced, and a fitted radio was an option. Towards the end of the first decade of production, the 2cv could be bought in a choice of four models, with a selection of four bodywork colours. It was first given the name "Duck" in Holland, to be known as this to this day.
There were attempts to introduce the car in the USA, but its rather austere nature meant it never gained interest other than as a curiosity. In the first year it was introduced in the States, only 385 examples were sold. In 1960 the car underwent a first significant facelift with a new front grille.The original "ripple" bonnet was replaced with a five ribbed design. Locks and catches were improved, The first 375cc engine was discontinued in 1961, production continuing of the 425cc. version. 1962 brought electric wipers and a fuel guage to replace the dipstick. The AZLP was replaced by the AZA in 1963. A further version, the AZAM with improved interior and extra chrome was introduced in 1963 also. This was the car to continue until 1970, the third side windows being introduced in 1965. In 1970 the 425cc model (then called the 2CV4) was partnered by the 602cc. 2CV6 with the engine from the Ami. This model was in fact strictly a 3cv in horsepower terms, but 2cv was retained as the name.
The 2cv now had flashing indicators, electrical systems were now 12v rather than 6v. In 1974 the 2cv was introduced into Britain in 2CV6 form only as an import, being a right hand version built in France. It had already become very popular across Europe and in Australia. Production was also underway at various Citroen plants worldwide, including Iran and Greece. There was another change of grille in 1974 to the plastic type, and headlights became rectangular. In 1975 the Special was introduced - a cheaper model with an older specification and the original round headlights. The Special, in broadly similar form, was to continue until the end of production in 1990.
The Dyane 6
In 1976, the Spot, the first real special edition was launched, based on the 2CV4 and very orange, as per SPecial Orange Tenere. The 2CV4 was discontinued in 1979, leaving the 2CV6 Special and the 2CV6 Club, both with 602cc. engines. The 2CV ceased production at Slough in 1959, and a new model produced there, thought more fitting for the British market, the Bijou, was planned. The Bijou was styled by Peter Kirwan-Taylor, also resonsible for the Lotus Elite. The two door Bijou was very elegant, and had styling echoes of the DS, but it was not successful, and more expensive than several contemporaries, and production ceased in 1964, after less than 250 had been built. Today it is very rare. Another development, the Ami 6, was introduced to the Paris Salon in 1961. It had very eccentric styling, with the Ford Anglias` reverse sloping rear window, and again echoes of the DS. The Ami proved very popular, in the late sixties being France`s top selling car.
An estate version of the Ami was introduced in 1964, and together with the saloon was offered in standard Tourisme and more expensive Confort forms. As well as four and five seater versions, the Estate also boasted a Commerciale (later called Enterprise) form, with Tourisme trim folding rear seat and flat floor. In 1968 the Ami engine was uprated and Club versions of both saloon and estate were introduced with twin headlights. A year later, the Ami 6 made way for the Ami 8, introduced at the Geneva Motor Show. This involved a complete facelift, although mechanically it remained almost the same. In 1973 the 1000cc. engine of the GS was shoe-horned into the Ami to become the Ami Super, and this model continued until 1975, the Ami 8 surviving until 1979.
The Acadiane
Citroen had not intended for the 2CV to last this long, and in 1967 introduced the replacement, the Dyane. It was a hybrid, built based on the 425cc. 2CV, but with many Ami mechanical parts. The body was quite new, being more modern in appearance than the 2CV with faired in headlights and smooth lines. In 1968 the engine was replaced with the 435cc unit to give the Dyane 4, whilst a version with the 602cc Ami engine was introduced as the Dyane 6. Like the 2CV, a centrifugal clutch was an option, and the Dyane got a third side window in 1969. The Dyane 4 was discontinued in 1974. Development of the Dyane continued, with disc brakes, and cosmetic changes internally and externally. Like the 2CV several special editions appeared. The blue and white paintwork, the yellow and black Capra, and the last, the Cote d`Azur. The Dyane was designed to replace the 2CV, and although well liked. However, the 2CV continued in production selling well, receiving disc brakes in 1980, and in 1982, the Dyane was phased out. So, the 2CV had defied every attempt to improve it.
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