The Méhari was designed by French World War II fighter ace Count Roland de la Poype. He was famous during WW2, on the Soviet Front, in the Normandy-Niemen fighter group. After the war, he was head of the Société d"Etudes et d"Applications des Plastiques (SEAP), a company of plastic thermoformers in Villejuif, near Paris. He introduced the Berlingot DOP, a plastic individual shampoo capsule, for L"Oreal. In late 1967, his company, now called SEAB (Société d"Etudes et d"Applications des Brevets) (Brevets means "Patents") who were already supplying Citroen with parts for the DS and Ami 6 models, designed a body and built the first, short, pre-production run of 20 Méhari cars.

The Méhari (it was almost called "Donkey") was originally intended to be offered as a kit, for converting existing cars. This idea is said to be inspired by the Mini Moke, which was a kit based on the 1960s Austin Mini, which Count Roland de la Poype is said to have seen during a trip to the UK. The system was unsuccessfully tried on a Renault 4, then on a 2CV van. Eventually, Méharis would be made from the underpinnings of the Dyane 6. The official name of the car is the "Dyane 6 Méhari".

The Méhari body was the first use of Acrylonitrile Butadiene Styrene, or ABS, for automotive body panels. The colour-impregnated 12" x 6" sheets of "Cycolac" ABS were extruded, then heated over moulds. The air below the sheet was then pumped out, which sucked the heated sheet onto the mould below. Once cooled, the newly formed shape would be trimmed and used like a conventional pressed steel body panel.

Ironically, the sun is not this "beach loving" car’s best friend. The UV radiation fades the colour and embrittles the ABS plastic panels over time.

The "Series 0" Mehari

Eight examples of this new car, based not on a Dyane at this stage but on a 2CV van rolling chassis with a 28hp, 602cc engine, were introduced to the press at a launch at Deauville New Golf course, on 16th May 1968. The ABS had not yet been self coloured, so each car was spray painted a different colour. This was the marketing department’s idea, with the colours linked to potential uses of the Méhari. There was a green, farming themed car and a blue one, with a flashing light, aimed at the security services. There was a turquoise car, decorated for recreation and leisure, with flowers and a guitar and there was a red Mehari which was proposed as a "fire engine" (remember, it’s made of plastic) with a cylindrical water tank in the back. The cars were draped with 20 models in costumes that befitted the use of the car that they were in. It was the 60’s, after all.

Mehari "Series 0" pre-production models had rectangular front indicators under the headlights and there are "enjoliveurs" (hubcaps) on the wheels. There was no front number plate, but there is a place designed for it to be fitted. The "Series 0" had a moulded ABS front bench seat. There was a sun visor and the dashboard panel had no corrugations on the sides. There was nothing to hold the bonnet down to the wings.

The "Series 1" Méhari

After the success of the launch, the first of a production of 2,500 Méharis were built, from 6th August 1968, by ENAC, in Bezons, near Paris. This was the beginning of the Series 1 Méhari.

The "Series 1" Méhari was only available with four seats. The rectangular front indicators were now vertically mounted on the wings and there were no enjoliveurs (hubcaps). The front number plate was mounted on an integral block beneath the bumper. The "Series 1" had separate, conventional steel tubular framed, upholstered front seats and an upholstered foam rear bench seat, that could be stowed to form a flat load floor. Elastic fixings and hooks were added to hold the bonnet down to the wings. The rear panel was simplified, with a single red light (running and brakes) on either side, below a chevrons panel and the filler cap. The rear number plate was still under the tailgate, with its now familiar "HL" catches.

The official public unveiling of the production Méhari took place at the 55th Salon de l"Automobile, Paris, on 3rd October 1968. The Méhari was now officially called the "Dyane 6 Méhari", with the same running gear as the Dyane. It was available in three colours: Beige Kalahari; Vert Montana; and Rouge Hopi.

By the end of 1968, 837 Méharis had been sold. It was a slow start, but with production increased by moving it to the Panhard et Levassor factory in Ivry-sur-Seine, which Citroën had taken over in 1967, the Méhari soon caught on. In 1969, a total of 12,624 were sold. It was the start of a 19 year production run.

The "Series 2" Méhari

This is what most people recognise as the "early" model Méhari. This model was produced from 1970 to 1977. The Series 2 is the most numerous model, with 87,774 produced.

The "Series 2" saw the introduction of the two seater version of the Méhari. Having only two seats, it was classed as a utility vehicle and attracted less tax in France.

Most of the Series 2 models have the square cornered, aluminium framed windscreen - this took over from the rounded corner steel framed screen in April 1971. All aluminium screens are able to be folded down onto the bonnet. Doors were introduced to this model - the previous model had the choice of canvas doors (the door and widows were a single piece) or a simple chain when the door panels were removed.

The front indicators were now outside the headlights sharing a teardrop shaped recess in the front panel, which still had a fixed radiator grille. This means that, in order to maintain the distributor, points or condenser, the front panel has to be removed. This, as Series 2 Mehari owners know, makes routine maintenance difficult. Many Méharis now have electronic ignition fitted.

On the "Series 2", the front number plate lost its mounting block and was fixed, rather crudely and haphazardly, to the bumper.

The rear side indicators were omitted, but the protective fins moulded in the long wings remained. The indicators were now fitted outside the tail/brake lights under the chevrons and filler cap on the rear panel. The square rear number plate, within a shaped panel on the tailgate, was fitted with one light in the bumper, shining up, rather than two, one either side of the plate on the tailgate, shining sideways on the previous, Series 1 model.

The "Series 2" model was in production from 1970 to 1977. A total of 87,774 cars were produced. This has become known as the "early" Méhari.

In 1971 a hardtop became available, produced by Société ENAC, which had a long history of producing commercial adaptations for 2CVs.

Between 1972 and 1984 a military model was produced and used by the French army and gendarmerie. They had a steel plate under the seat (to protect the occupants from land mines), a folding passenger seat, pivoted on the floor. Most were used for communications, e.g. radio cars, so were 24v. This was achieved by fitting two 12v batteries in series. The extra battery was installed where the glovebox is on a "normal" Méhari. There was an arial mounting point on a specially-moulded panel at the rear and also had a map table in the rear. Most Méharis used by the gendarmerie were standard 12v.

The Series 2 was initially produced in three colours:

A fourth colour, Orange Kirghiz (AC 315), was introduced in 1970 and a fifth, Vert Tibesti (AC 400), a more "modern", limey green, in 1976.

The Méhari reached the peak of its popularity in 1974, with 13,910 manufactured. Sales tailed off, to around 9,000 in 1975 and 9,500 or so in 1976. Citroën was effectively taken over by the Peugeot SA Groupe in 1976 and the decision was made to restyle the Méhari in an attempt to revitalise sales.

The "Series 3" Méhari

The "Series 3" Méhari was introduced in stages. In May 1977, the steering ratio of 1:17 was amended to 1:14. This allowed a more modern, 39cm steering wheel to replace the original 43cm model. In July 1977, the LHM disc brakes from the Ami 8 replaced the Dot4 drum brakes of earlier models and seatbelts were fitted for the front seats for the first time.

The first major cosmetic change to become what has become known as the "late type" Méhari was the new front panel, which was introduced in September 1977. This is arguably the most obvious attribute of a "Series 3".

As "Series 0", "1" and "2" Méhari owners know all too well, working on the fan, fan belt, points box and cleaning the oil cooling radiator on a Méhari with an early front is a significant job. The whole front panel has to be removed, with the lights and indicators. It’s conceivable that Méhari designer, Count Roland Paulze d"Ivoy de la Poype, was not one for getting his hands dirty with routine maintenance. He probably had "un homme" to did it for him. The new front panel introduced a removable grille, allowing much more convenient access for servicing.

The bumper moulding was simplified, to remove the horizontal ribs. The headlights, with the chrome Dyane "enjoliveurs" around them stayed the same, but the round indicators were replaced by larger, rectangular ones, below, rather than to the side of the headlights.

At the same time as the front panel and its tubular understructure, the bonnet was revised. It became taller, with a wider frontage, different stiffening and a central ridge. The increased height accommodated the new air filter and updated Solex 34 PICS, 193/4 carburettor from the Peugeot / Citroen collaboration "LN" and increased the power from 28hp to 33hp. The accelerator pedal, which had until now been an "organ pedal" type with a rod linkage, became a cable activated, suspended pedal.

The larger frontage of the bonnet allowed the Citroen "chevrons" to be moved from the top of the bonnet to the front.

"Series 3" Interior

In 1979, the interior of the "Series 3" Méhari was revised. The plastic instrument binnacle, again from the Citroen LN, was pressed into service, instead of the old, metal 2cv type. A brand new ABS moulding was introduced to the upper part of the steering column. The old, rounded rectangular switches were replaced with larger, square switches, arranged in a line to the left of the steering wheel in the new dashboard panel.

The "Series 3" was initially produced in four colours:

Beige Kalahari was replaced by Beige Hoggar (AC125) in 1978. Vert Tibesti was discontinued in 1979. A new colour, Jaune Atacama (AC1147), was added in 1980.

Late Changes

In 1980, the Méhari gained a 25-litre plastic fuel tank, which replaced the earlier 20-litre metal tank.

Despite the amendments, sales of the Méhari continued to fall. In 1981, 4,736 were sold, and in 1982, 3,905.

In April 1983, hoping once again to increase sales, the Méhari, which was by now only produced by Citroën in Mangualde, Portugal, was given a facelift again. The first of a total of 700 models of the "Azur" special edition Méhari was introduced in France, to run alongside the standard Series 3 model.

The "Azur" had a new, white body, with dark blue doors, side pillars and removable radiator grille. It had blue headlight "enjoliveurs", stripes along the bonnet sides and a blue, new type of folding roof, which was able to collapse like a pram roof. It was also possible to fold just the front part of the roof, like on a Dyane. The wheels were slotted ones first used on the Ami Super (but white instead of grey) and the seats had blue and white stripes.

At the same time as the "Azur", 500 models of the special edition "Plage" version, with body in Atacama Yellow, was introduced for sale in Spain and Portugal. "Plage" models had the same type of roof as the Azur, but in yellow. It had white slotted wheels and yellow and white striped seats.

In 1969, when the "Series 1" model was introduced, there were small "fins" incorporated above and below the rear, side indicators on the upper rear wing panels. These "fins" were originally designed to protect the indicator lights from impact damage. When the indicators were moved to the rear panel on "Series 2" cars in 1970, the fins remained. In 1979, when the 4X4 version of the Méhari debuted, these charming but vestigial "fins" were omitted. Increasingly, after 1979, standard Méharis were fitted with these new wings made without the fins. By July 1982, all Méharis, including the "Azur" and "Plage" editions, were fitted with "finless" wings. This was the last cosmetic change to the main bodywork of the Méhari and generally indicates a late model, probably made in Portugal.

Sales of the Méhari fell to 669 in 1986, the same year two-seater models were discontinued. After selling only 381 in 1987, production of the Méhari finally ceased.

In 19 years of production, a total of 144,953 Méharis had been built, in a total of eight factories; five in France plus factories in Forest, near Brussels in Belgium (91,788 cars), Vigo in Spain (12,480 cars) and Mangualde in Portugal (17,500 cars).

Méhari 4X4

In May 1979 a 4X4 model was announced. This had a four-speed gearbox with reduction box and differential lock on the rear axle. This necessitated three gearsticks with different coloured gearknobs. Disc brakes were fitted front and rear, the only A-series to be so equipped.

The Méhari 4X4 went into production in 1980, with the option of a spare wheel mounting over the engine visible through the bonnet.

The Méhari 4X4 never attracted a large following and was discontinued in 1984.