CITROEN 2CV6 (1974 - 1991)
Once the preserve of the tree-hugging liberal schoolteacher, the Citroen 2CV6 has slipped surprisingly quickly from the collective subconscious. Part of this is probably due to the guilty realisation that the ?friends of the earth? who drove the Citroen were churning more carbon dioxide from its agricultural 600cc engine than many modern executive saloons. Increasing safety provision in small cars has also served to make the 2CV6 seem something of a liability. Can a case be made, in this day and age, for buying a used Citroen 2CV6? You?ll need to be aware of its shortcomings but the charm remains, although picking up a decent example is far from easy.
HISTORY
The roots of the Citroen 2CV6 can be traced right back to 1936 when the first 2CV (Deux Cheveaux) was built in prototype form. Fully 250 such cars were built prior to the 1939 Paris Autosalon but production was halted when Hitler took an acquisitive interest in France. It wasn?t until 1948 that the car was finally showed at the Paris Autosalon and full scale production commenced the following year, the cars powered by a 9bhp 375cc engine. This propelled them to a rather glacial top speed of 40mph. The car gradually evolved over the intervening years, and in 1970 the 2CV6 was introduced to the French market, powered by a 602cc engine with 28bhp. This model was subsequently imported to the UK in 1974. In 1979 the entry-level 2CV6 was dubbed the Club and a ritzier Special trim level was introduced with round lights and chrome trim on the doors.
Charleston special edition models appeared in 1980 but these proved so popular that Citroen marketed the Charleston as a mainstream range model. In 1981 the James Bond limited edition was launched. With stick-on bullet holes, this car was a replica of the 2CV6 that undertook a thrilling downhill dive in the movie ?For Your Eyes Only?. 1982 saw the bright green Bamboo model that some may recall from being blown to smithereens by a Boeing 747 jet engine on Top Gear TV. 1983 saw the brief introduction of the blue and white striped Beachcomber edition while in 1985 came the wildly popular ?Dolly? special edition, named after the 2CV6?s latterly acquired nickname. On July 27th 1990, the last Citroen 2CV6 rolled off the production lines. UK sales continued into early 1991. After sales of over 5.11 million, the 2CV line had come to an end. Or so it would seem. Even today there are some specialists such as www.frome2cv.co.uk that will sell you a fully galvanised, rebuilt or restored car. The 2CV6 just refuses to die.
WHAT YOU GET 
The 2CV6?s key asset is its roll-back roof. With many cars nowadays plumping for hideously heavy and complex folding metal tops, it?s sometimes tempting to wonder where the advance is. The Citroen?s roof can be stowed back in seconds, costs next to nothing and doesn?t add significantly to the weight of the car. Weight up high in a 2CV6 would be very interesting given its handling characteristics! Equipment is meagre whichever model you buy although the utilitarian nature of the windows and ventilation again draw admiration. Accommodation is good for four although performance and economy suffers markedly with a heavily loaded car.
WHAT YOU PAY
There?s no shortage of rotten basket cases about but if you?re after a well looked after 2CV6 Club, you can expect to pay from around £700. Charleston and Dolly special editions proved very popular and these are the easiest to track down in decent nick. Most vendors have caught on to the fact that many reasonably wealthy owners buy the 2CV6 for ironic or kitsch reasons and the cars are priced accordingly. Thus, a decent 1983 Charleston will change hands at anything up to £2,000. A shiny rebuilt 2CV6 from Frome 2CV Centre will set you back around £7,000 plus donor car. You?ve really got to want a 2CV to pay that.
WHAT TO LOOK FOR
Rust is the main enemy of the 2CV6 and it occurs in a number of places. The key place is where the floor meets the bulkheads ahead of the front seats but you?ll also need to look at all the sills, bulkheads, window surrounds, bonnet and boot hinges, front wing seams and the rear panel next to the rear lights. Believe it or not but some unscrupulous vendors will attempt to drive the asking price up by clocking the mileage back. Some cars will have ripped tops but replacements are fairly cheap but the plastic ?Targa? seat trim is susceptible to ripping. The last of the 2CV6 models were built in Portugal and the fit and finish of these is noticeably poorer. You should also check to see if the underbonnet heater ducts are still attached. You?ll want the heater working as cold air often blows through the rather loosely fitting doors.
REPLACEMENT PARTS
Quoting prices for Citroen 2CV6 used parts is probably a fatuous task. Many 2CV web rings have sprung up on the net and these are probably the best place to buy, sell or swap oily bits. Some parts, such as decent doors, are now getting rare.
ON THE ROAD
The 2CV6 takes a bit of getting used to if you?re used to modern cars. The gearchange is the first thing that will cause scratched heads. This push-me pull-you umbrella handled affair works well enough when you?re used to it but it?s easy for a novice to engage reverse gear at traffic lights instead of first. The ride quality is also somewhat unusual. Step into a 2CV and it will rock as you get in and it will lean even more alarmingly when you corner it. Despite the narrowness of the tyres however, the 2CV grips like a limpet and is genuinely good fun to drive. Fuel economy in the fifties is one upside of the low power output as are pocket money insurance premiums. It?s probably not the car you?d choose to have a crash in though.
OVERALL
If you can live with the lack of safety provision, the deathly performance and the lack of creature comforts, the 2CV6 makes an interesting buy. It?s hard to see the prices of well looked after used cars getting much cheaper so if you resent paying through the nose on a depreciating asset, this quirky Citroen may be just the ticket.
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