Not everything is what it seems at first glance: Citroën 2cv derivatives from the fertile South American lowlands.
Founded in 1959, Citroën Argentina S.A. initially assembled vehicles with parts imported from France. The A-series Citroëns produced at the plant located in a southeast barrio of Buenos Aires named Barracas were mostly identical to their French sisters although the 602cc engined version was renamed 3cv, and featured a fifth door hatch which the European 2cv would only receive many years later.
The A-series models made in Barracas were the 2cv, the 3cv and 3cv in the fourgonette (van) version. Starting in 1964, Citroën Argentina began to manufacture the 425cc engine for the 2cv themselves. In 1969 production was expanded with the Ami 8, followed by the Méhari in 1974; production of the GS being contemplated but never materialised because of the large investment required.
As the end of the decade neared, the changed political and economic situation due to the national reorganisation process (known as proceso) under junta leader Jorge Videla made Citroën decide to Continue reading “Pampas Troika”
Citröen’s Méhari was a far more fecund species than one might have imagined. We plot the mutations.
From the mid-seventies until sometime in the following decade, I spent most summer holidays with my family at my uncle’s second home in Les Marines de Cogolin near St. Tropez. Being in my early teens at the time, amongst the things I always looked forward to -apart from the usual French Riviera attractions – was getting to ride along to get groceries and bread in the Citroën Méhari they had at their disposal for local errands.
What can there possibly be left to say about the Citroën 2CV? Should we simply rehash its backstory, acknowledge its long commercial career, mention the cars it sired, and allude to its afterlife once production ceased? Surely this alone will not do. The problem with approaching cars which have attained the status of holy relics, is finding a means to Continue reading “Simple Soul”
A couple of experiences recently have got me thinking somewhat more philosophically over the last few days and I wondered what others thought?
First, I was reading a certain car related website where there was an update from a long term test of the latest Audi A8. It featured thoughts on the latest headlamp technology which had been fitted as an option on that model. It struck me how ‘clever’ the technology actually was, and then also the scale of investment in R&D and production engineering which must have gone into bringing it to market. The cost of the option left me open mouthed, £4,900. I mean, not so long ago, one could Continue reading “Too Much of a Good Thing?”
A decade apart, two brochures illustrate how Citroën’s marketers viewed the evergreen Tin Snail.
1975: Two years after the oil embargo and deep into a period of political instability and economic austerity. Frugality was back, as was a yearning for a more authentic mode of living. In keeping with the mood music of the time, BBC sitcom, The Good Life portrayed a professional couple turning their backs on the rat-race, embarking on a ‘back to the land’ subsistence in their Surbiton semi. Continue reading “Theme: Brochures – Pushing Tin”
My recent speeding endorsement re-awoke my idea that what the world (meaning Sean Patrick) needs is a slow sports car. The problem is that modern cars’ abilities have become so high that driving them at legal limits is pretty stultifying.
Basically engines are too powerful and tyres are too wide. Their competence is such that any sensation is insulated until you get up to speeds that risk doing your licence, not to mention yourself and others, irreparable harm. The above photo shows EVO’s Jethro Bovingdon, demonstrating an admirable determination to Continue reading “Slow? Slow? Quick? Quick? Slow!”
Despite being assembled by Citroen UK in Slough between 1954 and 1960, the 2CV only became popular in Britain when it was reintroduced in 1975.
This success was partly due to the oil crisis, with the call for more economic transport, but also (and this too was in part an indirect result of the oil crisis) because the turbulence of the 1970s had put paid, for a period at least, to those petty hierarchical differences that have usually been so important in British society. Continue reading “Theme : Special – By Any Other Name.”