The 2CV sold poorly in Great Britain in part due to its excessive cost, because of import duties on components. The 2CV was originally sold in France and some European markets, and went on to enjoy strong sales in Asia, South America, and Africa. During the post-war years Citroën was very focused on the home market, which had some unusual quirks, like puissance fiscale.
- Various 4×4 conversions were built by independent constructors, such as Marc Voisin, near Grenoble, some from a Méhari 4×4 chassis and a 2CV body.
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- Production of the 2CV would continue at the smaller-capacity but more modern Mangualde plant in Portugal until 1990.
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For transportation purposes, some saloon models were rebuilt into vans using fibreglass reconstructions of corrugated 2CV Fourgonnette rear box sections. The 2CV-based delivery vans introduced in the spring of 1951 differed from the sedan from the B-pillar onwards by having a box-like, spacious cargo area that could be loaded through two gullwing doors at the rear. The Citroën Prototype C was a range of experimental non-production vehicles created by Citroën from 1955 to 1956 under the direction of André Lefèbvre. The idea was to produce a water drop-shaped, very lightweight vehicle, which would be more modern and smaller than the 2CV.
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In 1959, the British Royal Navy ordered 65 2CV pick-ups from the Slough plant, following sea tests aboard HMS Bulwark in the West Indies and the Indian Ocean during 1957–58, with the Westland Whirlwind helicopters of 845 squadron RNAS. In Germany and Switzerland a special edition called “I Fly Bleifrei” (“I Fly Lead Free”) was launched in 1986, that could use unleaded, instead of then normal leaded petrol and super unleaded. It was introduced mainly because of stricter emissions standards.
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It was an air-cooled, flat-twin, four-stroke, 375 cc engine with pushrod operated overhead valves and a hemispherical combustion chamber. The earliest model developed 9 PS (8.9 bhp; 6.6 kW) DIN. A 425 cc engine was introduced in 1955 with initially 12 bhp and later 18 bhp , followed in 1970 by a 602 cc one giving 28 bhp at 7000 rpm. With the 602 cc engine, the tax classification of the car changed so that it became a 3CV, but the name remained unchanged. A 435 cc engine was introduced at the same time to replace the 425 cc; the 435 cc engine car was named 2CV 4 while the 602 cc took the name 2CV 6 . The 602 cc engine evolved to the M28 33 bhp in 1970; this was the most powerful engine fitted to the 2CV.
Chassis with mechanics to Uruguay (some returned to the plant as completed Mehari or AK-400 models). For the Méhari, a two-cylinder boxer engine with a 74 mm bore, 70 mm stroke, 602 cm³ displacement and 35 hp power drove the front wheels. In 1950, Pierre-Jules Boulanger was killed in a car crash on the main road from Clermont-Ferrand to Paris.
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The cars were originally manufactured in Iran in a joint venture between Citroën and Iran National up until the 1979 Revolution, when Iran National was nationalised, which continued producing the Jiane without the involvement of Citroën. Only a few 2CVs were sold in North America when they were new; similar to the situation in Britain, their pricing was excessive relative to competitors. The original model that produced 9 hp (6.7 kW) and had a top speed of 64 km/h was unsuited to the expanding post-war US freeway network, and was never widely accepted in North America. Even the fastest of the later models struggled to 115 km/h . Another model produced was the Citroën BX, which had been exported to Brazil since 1992. The production of the Citroën ZX is documented for Nordex in 1995.
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The Yugoslav automobile market was closed, so this joint venture with a local firm allowed Citroën to access the market. The last 2CV was built at Mangualde on 27 July 1990, it was a specially-prepared Charleston model. Only 42,365 2CVs were built in Portugal in the two years following the end of French production. This was replaced by an updated 435 cc (26.5 cu in) engine in February 1970. One innovation included from the beginning of production was Michelin’s new radial tyre, first commercialised with the introduction of the 2CV.
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Director of publicity Claude Puech came up with humorous and inventive marketing campaigns. Robert Delpire of the Delpire Agency was responsible for the brochures. Ad copy came from Jacques Wolgensinger Director of PR at Citroën. Wolgensinger was responsible for the youth orientated “Raids”, 2CV Cross, rallies, the use of “Tin-Tin”, and the slogan “More than just a car—a way of life”. A range of colours was introduced, starting with Glacier Blue in 1959, then yellow in 1960.
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 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. The “Plan Pons” came to an end in 1949. Postwar French roads were very different from pre-war ones. The few internal combustion-engined vehicles present often ran on town gas stored in gasbags on roofs or wood/charcoal gas from gasifiers on trailers. Only 100,000 of the two million pre-war cars were still on the road. The time was known as “Les années grises” or “the grey years” in France.
