Citroën 2CV anniversary
In 2008, Citroën marked the 60th anniversary of the 2CV at the Cité des Sciences et de l’Industrie in Paris, in the Parc de la Villette. The exhibition, with its impressive presentation, offered a comprehensive overview of the history of the popular French economy car.
Fortunately, I have managed to track down the photographs I took during my visit, despite the fact that the lighting inside the venue was far from ideal for photography.
The welcome was spectacular, with four 2CVs from different periods suspended from the ceiling, as though descending from the heavens. There were also plenty of videos, scale models and information panels documenting the evolution of the model over more than forty years of production.
Without doubt, the most unusual exhibit was one of the original 1939 prototypes.
The enormous development costs of the revolutionary Traction Avant had been so high that, in 1934, André Citroën lost control of the company he had founded. Moving away from the sophistication of the Traction, Michelin's new management set about developing a simple, inexpensive car that ordinary people could afford: the Toute Petite Voiture (TPV), or 'very small car'.
Although motoring was becoming increasingly common in the big cities during the 1930s, in rural France most farmers still relied on horses, carts and bicycles for transport. This led Citroën's management to consider building an affordable car that could nevertheless carry a substantial load. It also needed a suspension system capable of transporting a basket full of eggs across the roughest terrain without breaking a single one.
Even before the Second World War, the Type A was ready. In fact, a batch of 250 cars had already left the production line when the Germans occupied France. To prevent them from falling into the hands of the occupying forces, Citroën's management ordered the destruction of the completed cars. Only a handful of prototypes were hidden away.
The company's management refused to hand over the project drawings to the Nazis and would not agree to exchange them for permission to manufacture the Volkswagen. Although the remaining prototypes were also supposed to be destroyed, some employees decided to hide them instead. They remained undiscovered until they were found in a barn in 1995.
The exhibition included one of these pioneering 1939 prototypes. Its design was even more rudimentary than that of the production model launched in 1948. The overall silhouette was already recognisably similar to the 2CV we all know, and the door profiles were much the same, although the doors themselves were flatter and had a distinctly handmade appearance.
The front end was particularly striking, with a single headlamp and a bonnet made from corrugated sheet metal. Unlike the production cars, its wheels had four holes and were perforated. One feature that would remain throughout the entire production run was already present: the fabric roll-back roof.
Alongside the original prototype was an example from the first production series, launched in 1948. The modest performance of this early version meant that sales grew only gradually during its first few years.
Its air-cooled 375cc flat-twin engine produced a mere 9 bhp. The basic body shape would remain largely unchanged until production ended in 1990. The bonnet was redesigned in 1960, gaining a smaller grille and simpler lines. The front doors, which had been rear-hinged until 1964, were eventually replaced by conventional front-hinged doors, as can be seen on the green example in the photographs.
The exhibition also featured examples of some of the most representative versions produced over the years. One particularly interesting exhibit was a 2CV Sahara, the four-wheel-drive version manufactured between 1958 and 1966. The photographs show the distinctive cooling vents in the rear bodywork.
The Sahara had two engines, one driving each axle, although their combined output was just 28 bhp. Another unmistakable feature was the spare wheel mounted on the bonnet.
Today, the Sahara has become the most sought-after version among collectors. Of the fewer than 700 examples built, almost half were acquired by Spain's Guardia Civil. I remember my father telling me some time ago that, even in the 1980s, a good number of these vehicles could still be found in a scrapyard in Zaragoza.
From the 1970s onwards, and particularly during the 1980s, Citroën introduced numerous colourful special editions, including the 007, Cocoricó and France 3. The exhibition naturally included some of the best-known versions, such as the Charleston.
The 2CV had originally been conceived as a basic runabout, and the exhibition also featured a first-generation van. Over the years, however, it became much more than just a utilitarian vehicle. It evolved into a genuine motoring icon, and even a symbol of freedom and an easy-going way of life.
The 2008 exhibition was devoted exclusively to the 2CV; none of its derivatives, such as the Dyane, Méhari or Ami, were on display. Who knows, with the 80th anniversary approaching, perhaps we'll get to see the whole family brought together. Let's hope another exhibition is organised and that we get the chance to visit it.
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