The Citroën 2CV (deux chevaux - two horses, in French) is a low-cost car from the automaker Citroën. Produced between 1948 and 1990, reaching the incredible mark of 5 114 940 units produced, it was one of the most popular models of the brand; more than 5 million units were sold, in sedan and truck versions.

The acronym CV, which is part of the name of this model comes from "cheval fiscale" or fiscal power, a unit used to tax the vehicle. Despite being related, among other factors, to the engine power, the acronym CV in this case, does not express the real power of the engine.

The creation of the 2CV is due to the French engineer Pierre Jules Boulanger, who started the development of the TPV (French acronym for Toute Petite Voiture, in Portuguese Very small vehicle), and was president of Citroën until the end of 1934, when the family Michelin took control of the company.

The creators (who had worked on the creation of the Traction Avant), under the direction of André Lefèbvre and the Italian Flaminio Bertoni, responsible for the design of the body, started working on the TPV (Toute Petite Voiture) project to develop that "umbrella" with 4 wheels ", an ironic form with which the first 2CV were“ baptized ”. Of note is the work of engineer Alphonse Forceau, designer of the suspension, which is an essential part of the "two horse" philosophy.

In 1939, 250 prototypes (still water-cooled) of the TPV were manufactured.

During the German occupation of France in World War II it was decided to keep the project a secret. In addition, all production warehouses since the beginning of the war were intended for the construction of Renault branded tanks. Any attempt to continue the production of prototypes would be impossible, and more, considering the danger that the Germans would use the project for their own purposes. Some prototypes were hidden, but most of them were destroyed. In 1994, three TPV prototypes from that time were rediscovered in a barn in France. By 2004, a total of five TPV prototypes had been found.

On October 8, 1948, at the Paris Motor Show, the version of the TPV was finally shown for the first time as it is known today, with a 375 cc air-cooled bicylindrical engine. and a power of 9 CV. In its first public appearance, the automobile caused both admiration and laughter. Apparently, an American journalist, when seeing the Citroën 2CV for the first time, asked: "And where is the can opener?".

The latest 2CV models were produced in Mangualde, Portugal, on July 27, 1990.

 

De Gaulle wanted a limo bigger than Kennedy's!

General de Gaulle always had a weakness for the chevron brand, even before he became President of the Republic. A preference that, in 1962, is reinforced when he is the victim of a failed attack. The qualities of his DS, which could run on flat tires, combined with the coolness of his driver, allowed him to escape unscathed. Unsurprisingly, the General will remain addicted to Citroën until the end of his days. True to his factory DS and refusing to move in an armored car to be closer to the people, he even ordered a presidential limo in 1962. Just a requirement: that it be longer than that of his American colleague, John F. Kennedy ...

It is the bodybuilder Chapron who is in charge of developing the model. The operation will require no less than six years! It was only in 1968 that the general public discovered a DS21 of 6.53 m in length, a model that does not have much in common with the original DS. Very tall pavilion (the General 1.96 m is no accident), truncated back face and disproportionate front wings, the result is intriguing.

Designers Opron and Dargent will allow for many eccentricities in the design of this sedan. They go so far as to modify the Citroën logo that it will not hesitate to attack the gold! Yvonne de Gaulle, the president's wife, is also involved. He opts for a two-tone gray tone, while the cabin is made of stretched leather and rare wood. A bar, refrigerator, reading lights and a folding table are also part of the on-board equipment.

 

The Aston Martin DBR1 was a sports racing car built by Aston Martin since 1956, intended for the World Automobile Championship and also for racing other sports. He is the most famous winner of the 1959 Le Mans 24 Hours, Aston Martin's only definitive victory in the endurance classic.

It is one of only three cars in the 1950s to win the World Sports Car Championship and the 24 Hours of Le Mans in the same year (the others are the Ferrari 375 Plus in 1954 and the Ferrari 250TR in 1958). In addition, the six victories in the World Sports Car Championship were a record for any car in the 1950s and remained a championship record until they were surpassed by the Ferrari 250TR. The three consecutive victories in 1959 at the Nürburgring, Le Mans and the Tourist Trophy equaled the record set by the Ferrari 250TR with their three consecutive victories at the start of the 1958 season.

In August 2017, the DBR1 / 1 car was sold at a world record price for a $ 22,555,000 British-made car

After changes to the rules for sports car racing, participants no longer needed to use cars that were legal for the road or based on legal cars for the road, such as the Aston Martin DB3S. Therefore, with the ability to create a sports car from a clean slate for 1956, Aston Martin created the DBR1, with Ted Cutting as its chief designer.

The body evolved from the shape of the DB3S, presenting a much lower profile. Most notably, the rear of the front wheel well was no longer open. Instead, the DBR1 featured a full body with a large triangular opening on the side, a design feature that would become standard on all future Aston Martins.

The DBR1 was initially equipped with a new 2.5-liter (2493 cc) smaller light alloy racing engine (RB6.250), very little derived from the racing version of the Lagonda Straight-6 engine to comply with the 24-hour regulations that year at Le Mans. the RB6,300 Straight-6 (2992 cc), rated at 250 hp (186 kW), was developed for the 1957 season.

 

Henri Chapron created the first convertible in 1958, whose general line is relatively interesting. It still remains quite close to the sedan due to its rear wing, which must remain removable to allow disassembly during a wheel change, leaving a separation at the start of the trunk. This separation is: worn by a chrome ring or left with a built-in separation, the windshield is lowered by four centimeters and the doors are elongated. This first car will be called La Croisette (model 1959), followed by a bus with 2 doors and 4 seats: in Paris, the rear wings are also in two parts separated by a joint or hidden by chrome sconces. A second version of Paris appeared at the Geneva Motor Show in 1960, without fitting the rear fenders. Coach The Paris looks like the chalet designed by Chapron for the Renault Frégate that interrupts the modern lines of the Citroën DS. Paris disappears from the catalog after the production of nine copies, of which only three are currently listed.

The Croisette is evolving and allows Chapron to refine and affirm its style: the rear wings have a carved piece on the rear to make the rear rim accessible; The doors will be extended by 18 centimeters, which gives a better balance to the car, reducing the length of the rear wing.


The Croisette 1961
Henri Chapron trained the DS and ID and took the same care for both series, the reason is to satisfy customers refractory to the hydraulic clutch. In July 1959, with the 1960 model, a new body appears, the two-seat cabriolet The Caddy, with narrow doors until the end of 1960. In addition to the special bodies Chapron, the bodybuilder produced for the Citroën series cabriolets "Interestingly , they do not maintain the rear line of the sedan, but inherit a slightly elevated rear that Chapron also temporarily adopted for his own productions for 2 years.

In addition to the recognized and numbered production, the Henri Chapron body also made many adjustments at the request of customers. Essentially special upholstery or the installation of rear shelves in departmental cars, but also uncovered. Chapron specializes in installing a crank sunroof, but also made convertibles with a hood.

Training salespeople and connoisseurs, Henri Chapron wanted the most beautiful leathers. While Citroen bought its leather in Costil from Pont Audemer, Chapron commanded his in Connolly, England. Vaumol quality was tanned "vegetable" and slightly dyed, leaving an incomparable grain.