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Autocar
w/e 8 March 1975
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Citroën 2CV6
602
c.c.
Cheapest and most basic
Citroën available in Britain, with remarkable economy, ride,
roadholding and good brakes. Noise level high, forward visibility
restricted and seats too upright for comfort on long journeys.
Adequate equipment, roomy enough for four, but a car to either love or
hate
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IT HAS been common knowledge that the Citroën 2CV was a
motoring joke, ever since it was seen at the first post-war Paris Motor
Show.
Common knowledge, that is, to all but the French, who continued not
only to buy it, but to drive it with indecent verve and remarkable
economy, along their roads, across their fields and up their mountains.
Since economy is one of the watchwords by which we must live, the 2CV
is no longer quite a joke anywhere. Until last year, Citroën judged
(and probably rightly) that the snobbish, conservative British would
never buy such an ugly and spartan device in sufficient numbers to
justify holding spares for it. But with the advent of the energy
crisis, many people have become willing to value economy above status
or tradition, and the 2CV has become part of our motoring scene.
Even now, we are not offered the basic 2CV with its bench front seat
and 425 c.c. engine. Our 2CV6 has the 602 c.c. engine which produces
not 24, but 28.5 bhp (at a remarkable 6,750 rpm). This is the same
engine that powers the rather more familiar Dyane 6, and one must
remember that since the 2CV6 is the lighter car, it promises to be
faster.
In terms of size, the 2CV is not all that small. Its wheelbase of
94 in. is the same as the Escort’s and its overall length is
not so very far short of 13 feet. Perhaps unique among current cars,
its height is greater than its overall width. The big wheels betray its
age as a design, yet they are also the key to its remarkable
cross-country performance. Indeed, the car remains an enigma as far as
the British are concerned.
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Performance and economy
People clearly expect the 2CV6 to be slow, for the mere sight of it
incites them to try and overtake (or so it seemed while we were driving
the test car). Yet as our comparison tables show, it is not as slow as
all that. It comfortably outruns the little Fiat 126 which is giving it
only 8 c.c. in engine capacity, and indeed there is little to choose
between the 2CV6 and the Renault 4. The Mini 850 outruns the Citroën in
acceleration, but hardly at all in top speed.
Indeed, the maximum speed is rather remarkable for a car with less than
30 bhp at its disposal, especially when one considers it is not all
that small. Clearly its aerodynamic virtues are more than they would
seem from a casual guess. The mean 69 mph is even more surprising when
the overall gearing shows the engine still to be well below peak power
at this speed. The 2CV6 is in fact well over-geared for its
performance, lending strength to Citroën’s claim that it can be
cruised flat-out all day.
If the car is to keep up with town traffic, the gears need to be used a
good deal. The gear ratios are chosen with a wide range of conditions
in mind, so that second and third have to bridge the gap between the
high top and the “wall-climbing” first. Marks on the speedometer advise
the driver not to exceed 19 mph in first, 38 mph in second or 56 mph in
third; all these speeds fall below peak power and for best performance
one has slightly to exceed them.
The driver soon realizes that the flywheel is very heavy. Its basic
purpose is to smooth out the two-cylinder engine, but it can be used to
advantage when getting away from a standing start. So much energy is
stored in the flywheel with the engine turning over at 4,000 rpm or so
that the rapid release of the clutch sends the 2CV away to a
wheel-spinning start which can take other drivers by surprise. The
surprise runs out at about 20 mph when the first gearchange is needed,
but the fact remains that the 2CV can be made to cover the first few
yards from a standing start very fast indeed, and without any sign of
the wheel-tramp that afflicts some of the larger Citroëns.
Because the car is over-geared, one soon learns to accept that its
performance on the open road is governed by gradient. The intelligent
Citroën driver husbands momentum and takes a run at any steep hill. On
a motorway, the car may wind up to nearly 80 mph on a downgrade; but a
long uphill stretch will pin it back to 60 mph or less. The relative
lack of performance makes overtaking a matter of planning ahead, of
arriving alongside with enough in hand to get past quickly‚”the stand
off and charge” approach. But the Citroën is no worse in this respect
than many other small cars, and indeed is better than some thanks to a
torque curve which feels flat, and a lack of any tendency to “run out
of breath” suddenly and without warning.
For many owners, however, it will be the Citroën’s economy and not its
performance which is the main point of interest. Its economy is,
without doubt, remarkable. It has everything in its favour: small
engine, light weight and sensible gearing. The result is that it
betters 60 mpg at a steady 40 mph, and is still doing 44 mpg at a
steady 60. Beyond this point it suffers more, and our maximum-speed lap
of MIRA brought the consumption down to 33 mpg.
From this it is clear that the 2CV will return a very wide range of mpg
figures according to how it is driven. A flat-out run up the Ml gave us
36 mpg, brim-to-brim; a gentle run from the Midlands to the south coast
gave 53-5 mpg. In normal use We would not expect many owners to better
this last figure, while most could take our overall 45.9 mpg (which
shows good agreement with the calculated DIN touring figure of 46.7
mpg) as a basis for calculation. It should always be borne in mind,
though, that prolonged use of full throttle will bring that figure down
into the mid-30s.
The Citroën used less than half a pint of oil during its test period,
suggesting a normal oil consumption of considerably more than 1,000
miles per pint.
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Tiny engine lives well
forward but low down, beneath all its accessories. Ducted cooling
fan and headlamp-adjusting system can be clearly seen. A plastic
bonnet muff is obligatory below 10 deg. C. Back seat is roomy but too
upright for real comfort. Small flat windscreen gives restricted
forward view and wipers are very small. Slot at base of screen
gives direct flow of ventilating air. Boot is quite large and
easily loaded; wheelbrace doubles as a starting handle.
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Handling and brakes
The 2CV is one of those cars where one has carefully to distinguish
between steering, handling and roadholding. It has odd steering,
mediocre handling but supremely good roadholding, in fact.
The steering, by rack and pinion, has very good response and is well
insulated from kick-back. It is not however all that high-geared,
especially in relation to a poor 36ft turning circle. When manoeuvring
the car in tight spaces, it is surprising how hard one has to work at
the wheel, and how often one needs to take two bites at a turn instead
of getting round in one. The other noticeable feature of the steering
(though not necessarily a bad one) is the way it gets heavier as speed
increases. At maximum speed, it takes a hefty tug at the wheel rim to
haul the car onto a new course.
This implies, rightly, that the natural stability of the 2CV is
excellent. Nor is the car diverted by sidewinds or uneven surfaces. But
super-stability is often, as in this case, accompanied by an
unwillingness to change course even when the driver wishes. In any
circumstance, the Citroën understeers. The faster it is driven, the
harder it is cornered, the more it understeers, until one arrives at
the situation where full lock has been applied and the nose still runs
wide. At this point there is no alternative but to release the
accelerator, whereupon the car slows very quickly but without
misbehaving. In fact it may not be necessary to back off the
accelerator, for on full lock the tyre drag is tremendous and the car
slows rapidly in any case.
The roadholding is totally beyond reproach. The Michelin tyres are
narrow but entirely adequate for a car of this weight, and they hang on
like grim death on any firm, unfrozen surface. It is only with some
difficulty that wheel-sliding can be provoked even under braking. The
result of all this, naturally, is that the little Citroën is
outstandingly safe and forgiving.
The brakes are drums front and rear, and not over-large; but they are
quite large enough to give good performance and fade resistance. Pedal
loads are not unduly high despite the lack of a servo - the car is not
heavy enough to need one. Our ultimate stop was an indicated 1-05g
(probably exaggerated by the considerable nosedive) for an effort of
1001b. This was achieved with the front wheels on the point of locking,
with excellent control.
Because of the low maximum speed, our fade tests were carried out from
52 mph and presented the car with no problem. Pedal pressures hardly
changed throughout the 10-stop test, and it is only fair to say that
two stops from a rather higher speed produced no untoward result. The
handbrake works on the front wheels and is outstandingly effective,
giving an emergency stop of 0.55g when used alone on the level. It held
the car securely facing either way on the 1 in 3 test hill, and a
restart was possible on this gradient with the aid of the "high-speed
flywheel" technique already referred to.
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Comfort and convenience
The Citroën's ride is legendary, and rightly so. The
combination of long-stroke travel and cunning damping enables the car
to soak up truly appalling surfaces without disturbing its occupants,
yet at the same time there is very little of the uncomfortable floating
sensation which is the curse of other softly-sprung vehicles. On a main
road, the Citroën ride feels good - a lot better than average; but one
has to drive the car across a ploughed field to appreciate the ultimate
virtues of the suspension. It is caught out only by single large
potholes, which cause a reverberating crash through the whole
structure, or by single bumps (like hump-backed bridges)
over which the car seems to hesitate before realizing the ground has
dropped away.
The usual drawback with so soft a suspension is that the car rolls a
good deal. It is still possible to provoke the 2CV into roll angles
which either amuse or alarm one?s fellow road users, but we have the
distinct impression that the car is stiffer in roll than it used to be.
Driven gently, it does not roll all that much, and only when pressed
into a tightening bend will it disturb its passengers.
The 2CV has four small doors rather than two large ones. This is
greatly to the benefit of the back seat passengers, but entry into the
front is rather restricted, and one of our larger testers managed to
tear his clothing on the projecting striker plate of the door lock. The
seats look far more civilized than was once the case now that they are
upholstered in padded vinyl, but they are still built on the same
principle as the original hammock-type seats so widely praised by those
who tried them. The current seats are still very comfortable for short
trips, but are far too upright for long-journey comfort. There is too
much support behind the shoulders and too little in the small of the
back, and eventually backache claimed any tester who drove the 2CV any
real distance.
The driving position is well planned. Because the driver sits high and
upright, Citroën are able to get away with a minimum of fore-and-aft
seat movement. Some of our larger drivers felt at first that they
lacked rearward movement, then came to terms with the lorry-like
position with the big steering wheel set fairly flat in one?s lap. The
pedals are well spaced and easily operated. It takes some time to get
used to the gearchange, which is one of those push-pull affairs found
only in small French cars, but not so much because of its action. The
pattern is unusual, with reverse opposite first, second opposite
third, and top gear away on its own to the right. There is a beautiful
logic in the layout, in that one can shuttle between first and reverse
while manoeuvring, and between second and third in town traffic, but
most of our drivers confess to having just stopped themselves from
moving smartly backwards when traffic lights turned green. The quality
of the change is good, with short, precise movements, but the
synchromesh on the lower gears is weak and the clutch in our test car
took up rather late in its travel.
The minor controls are something of a mess. The lights switch is
a typically French column-mounted stalk and works well once one is
accustomed to its sense of operation, but the wiper switch and washer
pushbutton are hidden away on the facia behind the steering wheel rim.
The heater controls are scattered and unmarked.
Forward visibility is something of a problem, especially for tall
drivers. The flat windscreen is shallow and low-browed and the
single-speed wipers have miserably small arcs; nor is the washer very
effective. On the other hand the lights are excellent and their
elevation can be adjusted by the driver while on the move - a
refinement that would not come amiss in many more refined and expensive
cars. To the sides and rear there is much less of a visibility problem,
since the pillars are thin and there are no real blind spots.
The heater, with its simple heat-exchanger built round the exhaust
system, works surprisingly well. Its output is easily controlled and so
is its distribution (once one has found the controls concerned).
Demisting performance is good, and ventilation, via a direct fresh-air
duct at the base of the screen, is all one could wish.
One of the real drawbacks of the 2CV is noise. It is not, as you might
imagine, simply a question of engine noise. Certainly the engine gives
forth a harsh clatter when working hard at low speed, but higher up the
scale it fades into a background of other noises of which wind noise is
the worst. At 70 mph, wind noise through and around the various gaps
and edges of the body completely drowns the engine and transmission,
and is loud enough not to be tolerated for long without the risk of a
headache. To this extent it is the noise level which sets the
comfortable cruising speed of the car, at about 50 mph.
Thanks to the height of the car and the limited rearward movement of
the front seat, there is quite a lot of room in the back. The 2CV is
cramped for four large adults, but far from impossible. Head and
kneeroom are good, but again the seat back is too upright for long-term
comfort while the back passengers equally notice the lack of forward
vision.
Living with the Citroën 2CV6
There is little one can add to the 2CV specification, at least
where Citroën options are concerned. The individual front seats and
canvas sunroof are standard, and the test car was fitted with a radio
which worked well, but was a long stretch for the driver to reach in
its position under the front parcels shelf on the passenger side.
Luggage capacity is good, and loading easy; the flat and flimsy boot
lid may be propped, or lifted about its hinges to rest on the sloping
rear of the car. There are two keys, one for the ignition/steering lock
and a smaller one for everything else. The door and boot handles rotate
freely about their spindles when they are locked - a good way of
defeating the pipe-wielding thief. But the bonnet latch is beneath the
front bumper rather than inside the car, and must be held out of the
way when closing the bonnet (rusty marks on the front bumper of the
test car showed what happened if this was not done). Beneath the
bonnet the layout is confused and some items, notably the sparking
plugs and fluid reservoirs, are not easy to reach.
The fuel tank is easy to fill, but its limited capacity is something of
a drawback. Even with the outstanding fuel economy of the 2CV6, a tank
which holds only 4.4 gallons (20 litres) gives a safe range of scarcely
200 miles. To make matters worse the fuel gauge in the test car showed
five-eighths full when the tank was actually full to the brim, and fell
to empty when there was still over a gallon remaining in the tank.
We had no real trouble starting the car, though a cold start always
needed a second or two of churning away with the starter. Warming-up
was quick, with the aid of a bonnet muff which is part of the standard
equipment -- and which Citroën say must be in place below 10 deg
C, but must be removed above 15 deg C. Such was the weather during our
test that it stayed in place all the time. Servicing places no
more than average demands upon the owner, with the major interval
occurring every 6,000 miles. The simple (mostly unstressed) body design
means repairs are easy as any tourist knows, many Frenchmen simply do
not bother - while the engine should be long-lived and the
big wheels promise above-average tyre life.
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Comparisons
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MAXIMUM
SPEED MPH
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Hillman Imp de luxe
(£1,184)
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80
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Renault 4L (£1,183
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72
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Mini 850 (£1,099)
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70
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Citroën 2CV6 (£994)
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69
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Fiat 126L (£899)
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62
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0-60
MPH, SEC
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| Hillman Imp de luxe |
21.1
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| Mini 850 |
27.5
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| Renault 4L |
32.1
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| Citroën 2CV6 |
32.7
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Fiat 126L
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62.2
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STANDING
1/4 MILE, SEC
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| Hillman Imp de luxe |
21.0
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| Mini 850 |
22.9
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| Renault 4L |
23.3
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| Citroën 2CV6 |
23.6
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| Fiat 126L |
25.6
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OVERALL
MPG
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| Citroën 2CV6 |
45.9
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| Renault 4L |
37.6
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| Fiat 126L |
36.8
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| Mini 850 |
35.6
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| Hillman Imp de luxe |
32.4
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| Consumption |
FUEL
(At constant speed -
mpg)
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30 mph
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66.7
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40 mph
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60.6
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50 mph
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53.3
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60 mph
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44.0
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Typical mpg 45 (6.3 litres/100 km)
Calculated DIN mpg 46.7 (6.05 litres/100 km)
Overall mpg 45.9 (6.2 litres/100 km
Grade of fuel Regular 2 star (min 91RM)
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OIL
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Consumption
(SAE 20W-40) 2,000 mpp
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CLUTCH
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Pedal 25 lb and 6 in.
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Performance
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ACCELERATION
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True speed mph
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Time in secs
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Car speedo mph
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30
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6.5
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32
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40
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11.2
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42
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50
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18.1
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51
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60
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32.7
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61
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Standing
1/4 mile
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23.6 sec 55 mph
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Standing
kilometre
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46.0 sec 63 mph
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Mileage recorder
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0.5 per cent over-reading
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GEARING
(with 125/15in. tyres)
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Top
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12.43
mph per 1,000 rpm
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3rd
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9.15 mph
per 1,000 rpm |
2nd
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6.15 mph
per 1,000 rpm |
1st
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3.13 mph
per 1,000 rpm |
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GEAR
RATIOS AND TIME IN SEC
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mph
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Top
(5.43)
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3rd
(7.37)
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2nd
(10.96)
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10-30
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-
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11.5
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7.8
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20-40
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18.4
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11.6
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8.6
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30-50
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20.7
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13.5
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-
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40-60
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30.9
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22.5
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-
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MAXIMUM
SPEEDS
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Gear
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mph
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kph
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rpm
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Top
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(mean)
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69
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111
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5,500
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(best)
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71
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114
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5,700
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3rd
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62
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100
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6,750
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2nd
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46
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74
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6,750 |
1st
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23
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37
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6,750 |
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| BRAKES |
FADE
(from 70 mph in neutral)
Pedal load for
0.5g stops in lb
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1
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40-50
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6
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50
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2
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40-50
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7
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50
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3
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45
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8
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50-45
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4
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45
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9
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50-45 |
5
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50
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10
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50-45 |
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RESPONSE
(from 30 mph in neutral)
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Load
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g
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Distance
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20 lb
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0.22
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137 ft
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40 lb
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0.47
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64 ft
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60 lb
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0.72
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42 ft
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80 lb
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1.00
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30 ft
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100 lb
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1.05
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29 ft
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Handbrake
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0.55
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55 ft
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Max. Gradient
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1 in 3
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Dimensions
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TURNING
CIRCLES
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WEIGHT
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Between kerbs
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Kerb weight 11.85 cwt (1,327 lb
- 601 kg) with oil, water and half full fuel tank)
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L, 34 ft 1 in. R, 34 ft 5
in.
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Distribution, per cent F, 59.1;
R, 40.9
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Between walls
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Laden as tested: 16.1 cwt (1,802
lb - 817 kg)
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L, 35 ft 4 in. R, 35 ft 8 in
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lock to lock 2.5
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Specification
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Citroën 2CV6
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FRONT ENGINE, FRONT-WHEEL DRIVE
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TRANSMISSION
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EQUIPMENT
|
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Clutch
|
Single dry plate
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Battery
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12 volt 30 Ah
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Gearbox
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4-speed, all syncromesh
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Alternator
|
35 amp a.c.
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Gear ratios
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Top 1.31
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Headlamps
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80/90 watt (total)
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Third 1.78
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Reversing lamp
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Extra
|
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Second 2.65
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Electric fuses
|
8
|
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First 5.20
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Screen wipers
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Single speed
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Reverse 5.20
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Screen washer
|
Standard, manual plunger
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Final drive
|
Spiral bevel, ratio 4.125
to 1 |
Interior heater
|
Standard
|
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Mph at 1,000 rpm 12.43 |
Heated backlight
|
Extra |
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CHASSIS and BODY
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Safety belts
|
Extra
|
|
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Construction
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Platform chassis, steel
body
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Interior trim
|
pvc seats, canvas
headlining
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ENGINE
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SUSPENSION
|
Floor covering
|
Rubber mats
|
Cylinders
|
2, horizontally-opposed
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Front
|
Independent, leading arms,
coil springs, interconnected with rear, inertia and friction dampers
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Jack
|
Screw pillar type
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Main bearings
|
2
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Rear
|
Independent, trailing
arms, coil springs, interconnected with rear, telescopic and inertia
dampers |
Jacking points
|
2 each side under sills
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Cooling system
|
Air, ducted fan
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STEERING
|
Windscreen
|
Toughened
|
Bore
|
74.0 mm (2.91 in.)
|
Type
|
Rack and pinion
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MAINTENANCE
|
Stroke
|
70.0 mm (2.76 in.)
|
Wheel dia
|
15 3/4 in.
|
Fuel tank
|
4.4 Imp gallons (20 litres)
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Displacement
|
602 c.c. (36.7 cu. in.)
|
BRAKES
|
Engine sump
|
3.9 pints (2.2 litres) SAE
20W-50. Change oil every 12,000 miles
|
Valve gear
|
Overhead, pushrod and
rockers
|
Make and type
|
Lockheed, drum front and
rear
|
Gearbox and final drive
|
1.6 pintd SAE 80EP
|
Compression ratio
|
8.5 to 1. Min octane
rating 90RM
|
Servo
|
None
|
Grease
|
4 points every 6,000 miles
|
Carburettor
|
Solex 34 PICS 4
|
Dimensions
|
F 7.9 in. dia. 1.3 in.
wide shoes
|
Valve clearance
|
Inlet 0.006 - 0.008 in.
(cold)
|
Fuel pump
|
Mechanical
|
|
R 7.1 in. dia. 1.3 in.
wide shoes |
Ignition timing
|
8 deg BTDC (static)
|
Oil filter
|
Gauze strainer
|
Swept area
|
F 64.5 sq. in R 58.0 sq.
in. Total 122.5 sq. in. (152 sq. in./ton laden)
|
Spark plug
|
Type: AC42F or equivalent,
Gap 0.027 in.
|
Max power
|
28.5 bhp (DIN) at 6,750 rpm
|
WHEELS
|
Tyre pressures
|
F, 20; R, 26 psi (all
conditions)
|
Max torque
|
30.5 lb. ft. (DIN) at
3,500 rpm
|
Type
|
Pressed steel disc, 3 stud
fitting, 4 in. wide rim
|
Max payload
|
706 lb (320 kg)
|
|
|
Tyres |
Michelin radial ply tubed
125/15 in.
|
|
|
Servicing
|
|
3,000
miles
|
6,000
miles
|
12,000
miles
|
Routine
replacements
|
Time
hours
|
Labour
|
Spares
|
Total
|
Time
Allowed (hours)
|
0.35
|
2.25
|
1.85
|
Brake
shoes - Front (2 wheels)
|
4.30
|
£18.49
|
£10.83
|
£29.32
|
Cost
at £4.30 per hour
|
£1.51
|
£9.68
|
£7.96
|
Brake
shoes - Rear (2 wheels) |
3.10
|
£13.33
|
£7.77
|
£21.10
|
Engine
oil
|
£1.44
|
£1.44
|
£1.44
|
Exhaust
System
|
1.70
|
£7.31
|
£19.35
|
£26.66
|
Gearbox
oil
|
-
|
-
|
£0.63
|
Clutch
(centre + driven plate)
|
4.05
|
£17.42
|
£6.16
|
£23.58
|
Oil
Filter
|
-
|
£1.93
|
£1.93
|
Dampers
- Front (pair)
|
1.20
|
£5.16
|
£35.79
|
£40.95
|
| Air
Filter (mesh type) |
-
|
-
|
Wash
|
Dampers
- Rear (pair) |
0.65
|
£2.80
|
£27.89
|
£30.69
|
Contact
Breaker Points
|
-
|
-
|
£1.70
|
Replace
Drive Shaft
|
0.85
|
£3.66
|
£27.83
|
£31.49
|
Sparking
plugs
|
-
|
-
|
£1.73
|
Replace
Alternator
|
0.40
|
£1.72
|
£21.76
|
£23.48
|
Total
Cost:
|
£2.95
|
£13.05
|
£15.39
|
Replace
Starter
|
0.40
|
£1.72 |
£29.70
|
£31.42
|
|
|
 |
| Interior
looks, and is, something of a shambles even though the actual
driving position is well planned. One soon becomes used to the
odd-looking single-spoke steering wheel but the gearchange takes a
little more sorting. Handbrake is low down and too far away. |
|
|
In conclusion
It is easy enough to put the 2CV into perspective: there is
simply nothing else quite like it. We chose our competitors for the
comparison tables on the basis that they were minimum-cost motoring,
but none of them have the same kind of personality - though all have
personalities of their own. If you want the same kind of car, the
only alternative is to stay with Citroën and spend another ú90 on the
Dyane 6 to gain better styling and seat comfort, but sacrifice some
minimal running costs.
It is running costs which remain the basic raison d'être of the 2CV's
existence. On the evidence of this test, direct operating costs are
about as low as you will find on four wheels. Purchase price is low,
but it remains to be seen if the car can establish a sufficient market
for itself to hold a reasonable second-hand value. Apart from that, how
does it rate as a car? Remarkably well in most respects. If there were
two areas where we would look for improvement, it would be in wind
noise and seat design. But as it stands, the 2CV is the archetypal car
of the age - the answer to the energy crisis.
|
MANUFACTURER:
S. A. André Citroën, 133
Ouai André Citroën, Paris 159, France |
UK CONCESSIONAIRES:
Citroën Cars Ltd.,
Trading Estate, Slough, Bucks |
| PRICES |
|
Licence |
£25.00 |
| Basic |
£850.00 |
Delivery charge (est) |
£15.00 |
| Special Car Tax |
£70.83 |
Number plates |
£6.60 |
| VAT |
£73.67 |
Total
on the Road (exc insurance) |
£1,043.10 |
| Total (in GB) |
£994.50 |
Insurance |
Group 1
|
| Seat Belts (static, est) |
£12.00 |
TOTAL AS TESTED ON THE ROAD |
£1,043.10
|
|
| © 1975
Autocar/2015 Citroënët |
|
