Citroën 1962

2 CV
Ami 6
DS / ID 19 - modernizacja


Revue AutomobileMarch 1962
March: A new 2CV option MIXTE with a boot lid that opens complete with rear window, flat rear floor and a back seat that can be folded down. The spare wheel is mounted under the bonnet.
May: Radioën option discontinued.
September: The AZU chassis is now used on the berline as well. Integrated dashbord with fuel gauge, speedo and total distance counter fitted behind the steering wheel. Windscreen wipers are now electric. Heating is modified. The fabric bootlid is discontinued.
Moc silnika 2 CV zwiększono do 13,5 KM. W marcu pojawiła się wesja MIXTE z klapą bagażnika obejmującą tylne okno. Ma ona całkowicie płaską podłogę bagżnika i składane tylne siedzenie. Dla zwiększenia przestrzeni bagażowej koło zapasowe powędrowało pod maskę. Opcjonalne radio Radioën zostało wycofane z oferty w maju.
We wrześniu zunifikowano podwozia wersji osobowych i towarowych. Wprowadzono nowy szybkościomierz do którego wbudowany jest wskaźnik poziomu paliwa. Jest on teraz umieszczony wprost za kołem kierownicy. Zmodyfikowano system ogrzewania wnętrza i zastosowano elektryczne wycieraczki. Nadwozia z brezentową pokrywą bagażnika zostały wycofane z produkcji.
Powstało 85358 sztuk Ami 6.
DS - modernizacja we wrześniu. Zmodernizowano przód pojazdu pod zderzakiem, co pozwoliło zwiększyć prędkość maksymalną o około 8 km/h. W wersjach ID zaoferowano wspomaganie kierownicy. Pojawiła się też wersja ID 19 Export z silnikiem DS o mocy 83 KM.
Łącznie firma wypuściła 391.784 samochodów.
ALTHOUGH not really competitive, pricewise, with its British rivals, on the British market, due to the import-tax handicap, this rugged and outstandingly comfortable little car bristles with academic interest. A derivative of the celebrated 2CV, one of the best-selling cars France ever produced, the Ami borrows such basic features as front-wheel drive and interconnection of the front and rear suspension systems from its predecessor. Like all Citroens since 1934, it follows the wheel-at-each-corner style of architecture, bringing such benefits as minimum wheel-arch intrusion on the rear passenger compartment and maximum resistance to fore-and-aft pitching. Lightly stressed under all conditions, the twin-cylinder air-cooled engine has an extremely long no-trouble life expectation.
ALTHOUGH their engines are unchanged, the '63 versions of these cars are claimed to be both faster and more economical than heretofore. This results from a drag-banishing clean-up in the prow and under-belly areas of the bodies. The air-intake to the radiator, for instance, formerly embodied in the bumper, now "stands in its own grounds", with aerodynamic benefit. Air ducting to the disc front brakes has also been revised, while the heating and ventilating system draws its draught from new slots just below the headlamps. DS and ID Citroens now in production are credited with maximum speeds of 100 and 90 m.p.h. respectively. The former is the more elaborate, featuring servo operation for the gear-change, brakes, steering and clutch withdrawal. The ID is a bit less be-servoed but shares the DS's wonderful oleo-pneumatic suspension, which automatically adjusts the car's level as its load varies. Sound damping of the bodywork, and the heating and ventilating systems, have also been improved. On the ID, DS-type power steering becomes an optional extra. The range of body colours has been widened, too. Bumpers, front and rear, have acquired rubber over-riders. The huge Safari, a true shooting brake, is continued. Mechanically it follows the ID blue-print, and most of the ID saloon's new features apply equally to it.
FOR the first time in the marque's modern history, Citroen offer a convertible-the Decapotable. As can be seen from the sample exhibited on Stand 119, they've made a neat job of grafting drophead upperworks on to a decapitated DS/ID hull. As a piece of engineering, the newcomer combines some DS features, some from the simpler and less expensive ID. The brakes and steering are both power-assisted but control of the gearbox is manual. Citroen's famous self-levelling suspension is retained, of course. Dimensionally, the Decapotable is almost identical with the corresponding saloons.

(London report, October'62)

2 CV

AZL / AZ-A Berline (425 cc, 13 hp)
AZUL furgon
AZ Sahara 4x4

Citroën 2 CV

Ami 6

Berline (602 cc, 20 hp)

Citroën Ami 6

Citroën Ami 6

Ami 6 Club

DS and ID 19

DS 19 (1911 cc, 83 hp; wb 3125 mm)
  Prestige avec separation
ID 19 (1911 cc, 66/83 hp; wb 3125 mm)

DS 19 Prestige



ID 19 Break

Citroën ID 19 Break

Modernizacja przodu DS. Ekspozycja w Paryzu.

DS 19

DS 19 Decapotable

Toivonen i Kallio zwyciężyli Scandinavian Rally Championship (Rajd 1000 Jezior) w DS 19.

  Event: Entered: Raced: Finished: Best results:
  29.8-2.9.1962 Liège-Sofia-Liège     4 77 DS 19 Henri 'Ido' Marang / Paul Coltelloni 2nd
          2 DS 19 Guy Verrier / Jacques Badoche 4th
          28 DS 19 Claudine Bouchet / Françoise Vallier 7th
            DS 19 "Cyr" / Gagnaux 14th

Out of only eighteen cars which finished the Liège-Sofia-Liège marathon four were Citroëns, being 2nd, 4th, 7th and 14th.