Specification of the 1949 2CV:

Engine: Flat-twin, air-cooled (eight-bladed fan). 375cc - bore 62mm and stroke 62mm. Domed pistons. 1mm copper spacer between crankcase and cylinder. Valve type oil feed. Fiscal rating: 2CV. Compression ratio: 6.2.1. Maximum power 9bhp (SAE) at 3,500 rpm. Maximum torque: 14.5 lb/ft at 2,000 rpm.
Carburettor: Solex 22 ZACI - 16.5mm choke.
Ignition: Contact breakers mounted on front end of camshaft.
Transmission: Single dry disc clutch. Four forward gears plus reverse. They were officially called 1, 2, 3 and “s” for surmultiplée (overdrive).
Wheels: 16-inch, three-stud wheels with tubed Michelin Pilote tyres - 125x400.
Suspension: All independent, linked front and rear. Each suspension arm linked by tie-rod to pull on a coil spring. Coil springs mounted centrally on either side in cylinders. One inertia damper per wheel.
Brakes: Inboard front drums (200mm diameter) and outboard rear drums (180mm diameter), hydraulically operated. Parking brake on front drums.
Steering: Rack and pinion. Rack mounted within front axle tube. Steering ratio 14.1. Turning circle 10.5 metres.
Electrical: 6 volt, 50 Ah battery. 6 volt generator mounted on front end of crankshaft.
Dimensions: Length 3.78m. Width 1.48m. Height 1.60m Wheelbase 2.40m. Front track 1.26m. Rear track 1.26m
Capacities: Fuel tank 20 litres (with dipstick as fuel gauge). Engine oil 2 litres. Gearbox oil 1 litre. Brake fluid 0.5 litre.
Weights: Kerb weight with 5 litres of fuel 495kg. Fully laden 800kg.
Performance: Maximum speed 65 km/h. Fuel consumption from 4 to 5 litres per 100km.
Bodywork: Bonnet with welded sides and two bonnet stays, hinged in the middle. Bonnet secured by a sliding pin. Bonnet air-intake grille slats are horizontal, with two aluminium chevrons surrounded by an oval. No door locks on latches. The corners of the front door windows were 90º. One stop lamp and one rear lamp (in fact, only one solitary wire ran to the back of the car. The canvas roof ran from the top of windscreen all the way to the rear metal number plate/lighting panel, incorporating a small rear window.
Interior: Grey, seamless upholstery. Black steering wheel. No ignition key, starter button on fascia panel.
Colour: Dark grey, with metallic grey wheels in natural aluminium colour.
Price: Quoted in October 1948 to be 185,000F but had risen to 228,000F in October 1949.

To many of the 1.3 million who viewed the 2CV, with its price tag of the equivalent of £212.00, this was the first car they could actually afford to buy and run.

The orders piled in but many had a long wait for delivery as demand completely exceeded supply. In 1949 only 924 cars were produced, although this rose to over 6,000 in 1950.

In Britain, The Motor Magazine, having eventually managed to get hold of a 2CV for testing wrote: “No one could travel 100 yards in this car without being amazed at the comfort. Despite its small size, the Citroën rides over bumps and pot-holes like the best American cars. This is no exaggeration. It can be driven up and down kerbs at 20mph without shock reaching the passengers. Even bomb-pocked paving does not affect the smooth riding”.

1950

A waiting list of six years had developed. The Industry Ministry in France restricted allocation of new cars: 60% for export, 10% for priority users, 30% for free sale. (Priority users were these who needed it for work, such as farmers, social workers, commercial travellers, doctors and craftsmen). All applicants had to complete a detailed questionnaire.

The car was known simply as the ‘deuche’ or ‘deux pattes’, and remained merely as the 2CV; no pretension, its name was what it was. It wasn’t even written anywhere on the car.

Front wing marker lights disappeared.
Some headlights were painted black, others remained in the body colour.
December - The ignition switch became key operated, and mounted on the side of the instrument panel.
Driver’s door now had a key-operated lock.

1951

No major changes.

It was reported that people were selling their confirmed order contracts at a premium.

1952

A deluxe export model was produced for Morocco, the United States of America and Belgium. It had aluminium wing spats (Robri trims) and hub caps. Rear lights were mounted in horizontal aluminium strips on the rear wings. The copper seal between the crankcase and cylinder disappears.

1953

The grey metallic paint is replaced by a grey semi-gloss that is from now on the only colour available. Wheels are painted ivory. The grille chevrons are mounted higher and the oval surround disappears. Doors are now pressed as a whole, instead of sections welded together. June - Eight bladed fan replaced by one with four blades.

1954

Interior seat cloth in tartan, available in green, yellow, red or blue, yellow, grey. April - Front windows can be held open by new catch system - a metal spike on the window frame that is inserted into a rubber grommet at the top of the door. The cooling fan now has six blades.

1955

The 2CV type AZ is shown at the Paris Salon d’Automobile. The AZ has a larger 425cc engine, with a compression ratio of 6.2.1, and produced 12bhp (SAE) at 3,500 rpm. Both the 2CV type A and AZ now have two side indicators and two rear lights. The ignition coil is now rubber cased. A centrifugal ‘Trafficlutch’ clutch is available as an option.

1956

Compression ratio increased to 7:1.

1957

The 2CV type AZL introduced (L for Luxe). Interior includes a de-mister. The wheels, steering wheel, bumpers and seat frames are all pale grey. Larger rear window. Aluminium trim down the centre of the bonnet and along the sills. Second rear light fitted. Interior trim in blue, green or red.

1958

Sahara model launched. Further details of this model can be found in a dedicated section. All models received a metal boot lid. Rear lights, number plate lamp and number plate position were modified.

1959

New heater and larger de-mister.

1960

For the first time the 2CV was available in a colour other than grey - glacier blue with a blue hood. All models had 380mm wheels with 135 x 380 tyres.