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Escargot Flambé 1988; the life and times of a 2CV turbo". Car. May 1988 . Retrieved 16 October 2016. Citroën 2CV and derivatives annual production figures". Citroenet.org.uk. 10 June 2000 . Retrieved 17 February 2012. In 1975, the 2CV was re-introduced to the British market in the wake of the oil crisis, which resulted in an increasing demand for smaller cars, to which most manufacturers had responded by launching small "supermini" cars, including the Renault 5, Ford Fiesta and Volkswagen Polo. Boulanger closely monitored all decisions relating to the TPV, proposing strictly reduced target weights. He created a department to weigh and redesign each component, to lighten the TPV without compromising function. [24] Three unrestored TPVs

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After World War II, reduced numbers were kept in service by the United States, Britain, France, and Australia, with many stored pending disposal. Australia transferred many to Citizens Military Force units.

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Production at Citroën's plant in Slough, England was from 1953 to 1960. Until then British construction and use regulations made cars with inboard front brakes such as the 2CV illegal. Producing the car in Britain allowed Citroën to circumvent trade barriers and to sell cars in the British Empire and Commonwealth. It achieved some success in these markets, to the extent that all Slough-built 2CVs were fitted with improved air cleaners and other modifications to suit the rough conditions found in Australia and Africa, where the 2CV's durability and good ride quality over rough roads attracted buyers. The 2CV sold poorly in Great Britain in part due to its excessive cost, because of import duties on components. a b Clément-Collin, Paul (20 August 2015). "Cimos Dak et Geri: le van yougoslave dont Citroën ne voulut pas!"[Cimos Dak and Geri: the Yugoslav van that Citroën did not want!] (in French). CarJager. Archived from the original on 6 May 2020.

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Patton, Phil (13 May 2011). "Architect as Auto Designer: Le Corbusier's Minimum Car". Wheels, The New York Times. a b c d Christian, Marie; Christian, Étienne (2014). 2CV Citroën - Ses dérivés, Baby Brousse, Dalat, FAF et autres (in French). L'Autodrome Éditions. ISBN 978-2-910434-39-7. Only a few [80] 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 9hp (6.7kW) and had a top speed of 64km/h (40mph) 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 115km/h (71mph). [81] Yugoslavia [ edit ] LaChance, Dave (January 2012). "Making the Most of Minimalism - 1948-1990 Citroen 2CV". Hemmings Sports and Exotics . Retrieved 23 August 2020. Jefferson, Alex. "Evolution of Car Tires". Proctor Cars. US. Archived from the original on 24 September 2020 . Retrieved 29 August 2020.

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In 1982, all 2CV models got inboard front disc brakes which also used LHM fluid instead of conventional brake fluid—the same as was found in the larger Citroën models with hydropneumatic suspension. [64] Heißing, Bernd; Ersoy, Metin (9 November 2010). Chassis Handbook: Fundamentals, Driving Dynamics, Components, Mechatronics, Perspectives. Springer. p.7. ISBN 9783834897893 . Retrieved 3 April 2017. Citroen Geri – The Unknown Citroen" (in French). FCIA – French Cars In America. 15 May 2016. Archived from the original on 10 October 2017 . Retrieved 7 May 2017. Also in 1960, the corrugated Citroën H Van style "ripple bonnet" of convex swages was replaced (except for the Sahara), with one using six larger concave swages and looked similar until the end of production. [ citation needed] The 2CV had suicide doors in front from 1948 to 1964, replaced with front hinged doors from 1965 to 1990. [54] Bishop, Chris (2002). The Encyclopedia of Weapons of WWII. Sterling Publishing Company. p.67. ISBN 1-58663-762-2 . Retrieved 24 March 2010.

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The DUKW was the first vehicle to allow the driver to vary the tire pressure from inside the cab. The tires could be fully inflated for hard surfaces such as roads and less inflated for softer surfaces, especially beach sand. [15] This added to its versatility as an amphibious vehicle. This feature is now standard on many military vehicles. [16] Service history [ edit ] World War II [ edit ] A British DUKW carries American airborne troops and supplies across the River Waal at Nijmegen, 30 September 1944.In 1970, the car gained rear light units from the Citroën Ami 6. (602cc) models. From then on, only two series were produced: the 2CV 4 (AZKB) with 435 cc and the 2CV 6 (AZKA) with 602 cc displacement. All 2CVs from this date can run on unleaded fuel. [ citation needed] 1970s cars featured rectangular headlights from 1975, except the Spécial model. In 1971, the front bench seat was replaced with two individual seats. In 1972, 2CVs were fitted with standard three-point seat belts. In 1973, new seat covers, a padded single-spoke steering wheel and ashtrays were introduced. [ citation needed] DUKWs were also used in Lake Garda in Italy by the 10th Mountain Division in the final days of the war. One sank crossing from Torbole sul Garda to Riva del Garda on the evening of 30 April 1945; 25 out of the 26 onboard died. Two other DUKWs sank without casualties. [22] [23] [24] After the war [ edit ] The Citroën Méhari and Ranger were produced in a Uruguayan assembly plant between 1970 and 1982. In a joint effort, Dasur made the body out of fiberglass and Nordex made the chassis, while Quintanar sold the vehicles. Around 14,000 vehicles were built, 9,000 of which were exported to Argentina and the rest remained inland. The 2CV used the wasted spark ignition system for simplicity and reliability and had only speed-controlled ignition timing, no vacuum advance taking account of engine load. [122] The inlet and exhaust manifolds were welded together into a single unit, with exhaust pipe and inlet tract abutting each other directly under the carburettor at an enlarged 'heat chamber'. Heat from the exhaust warmed both the metal and the air/fuel mixture inside the chamber, ensuring full vaporization of the fuel for greater combustion efficiency. The chamber also served as a reservoir of fuel/air mixture downstream of the carburettor body, allowing each cylinder to draw an equal and balanced amount of mixture for further efficiency and smooth-running. The heat chamber principle was especially suitable for an engine running at Wide open throttle and heavy loads for long periods of time, as was intended for the 2CV, when the throttle plate in the carburettor would be fully open, the Manifold vacuum would be low and the exhaust temperatures would be high.