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The Citroën Dyane is an economy car family car produced by the French automaker Citroën from 1967 to 1983. The Dyane's design remained almost completely based on the Citroën 2CV and its underpinnings, but at the same time received almost all-new body panels, distinguished by more straight, angular overall features. The rear introduced a prominent large hatchback, while the modernized front wings now integrated the headlights.
A panel van version named the Acadiane was also derived from the Dyane. Nearly 1.45 million Dyanes and some 250,000 Acadianes were made, for a total of ~1.7 million units. Although the Dyane was a complete reskin of the 2CV, and body panels are not interchangeable, the 2CV remained on sale as a cheaper, entry-level model, and when the Dyane was retired after more than fifteen years, its predecessor, the 2CV, kept soldiering on, outliving its intended successor.
The 602 cc engined Dyane did not replace the original 425 cc engined car. However, two months later, in March 1968, the 425cc unit was replaced, in a car now described as the "Dyane 4", by an improved 435 cc engine providing (SAE). The extra power came from changes including not only the slight increase in cylinder dimensions, but also an extra 2 mm of carburetor diameter and a raised compression ratio. Although there was a price to be paid in terms of higher fuel consumption, the listed top speed went up to 105 km/h (66 mph) and acceleration was measurably less anæmic.
In September 1968 the M4 was replaced by an improved 602 cc engine featuring higher compression pistons and forced induction from the engine fan giving slightly more power. As with the 2CV and Ami, cooling air was ducted straight to the heater, giving excellent demisting and heating. Mechanical contact-breakers were mounted at the front of the camshaft and located behind the cooling fan. The fan was mounted on a tapered shaft and secured with a bolt at the bottom of a deep tube (the top of which engaged the starter handle). As the mounting location of the points was not obvious to the uninformed, they were often neglected. The ignition coil fired both cylinders simultaneously (wasting one spark) and the spark plug wear was significantly greater than it should have been; 6000 miles was not uncommon for a spark plug.
Cylinder heads were held on with three studs and barrels slipped over the pistons. No Cylinder-head gasket was used, and since the wings unbolted in a few minutes, it was possible to remove the cylinder heads and barrels, change the pistons or piston-rings and reassemble the top end very quickly, using only a few tools.
It was based on the same platform chassis as the Citroën 2CV, sharing its advanced independent front to rear interconnected suspension. This comprised a central springing unit, running fore-and-aft in a tube on each side; each suspension arm on that side was linked to the spring, by a tie-rod and a 'knife-edge' pivot-pin. Early cars did not have conventional shock absorbers. See Citroën 2CV for detailed information. The squeak heard from most 2CVs and Dyanes as they go over bumps is due to lack of lubrication either inside the spring tubes or to the 'knife-edges'. The front hubs kingpins need to be greased every 600 miles. Since this is often overlooked, the king-pins can be prone to wear, although some movement is acceptable.
The Dyane was also available with the "trafficlutch" - a centrifugal clutch which helped avoid stalling whilst in slow moving urban traffic.
During the Dyane's first full year of production, supported by the interest and marketing activity generated by new-car launch, 98,769 Dyanes were produced which meant that it was indeed produced, even at this stage, in greater volumes than the 2CV with just 57,473 cars produced. In 1969 the Dyane was again produced at a higher rate, this time with 95,434 units as against 72,044 for the older car. However, the 2CV refused to die, and with 121,096 2CVs produced in 1970, the older car was back in front. The Dyane soldiered on, with French production rates remaining more than respectable, for more than another decade. However, the Dyane's annual volumes would never again beat those of the 2CV.
Locally assembled vehicles (from CKD kits) by Tomos included the Ami 8, 2CV6, GS, and Dyane (called the Diana). In 1972, Tomos, Iskra, and Citroën formed a new joint venture: Cimos. All cars assembled in Koper after 1972 are from CKD kits and still branded Citroën with the Citroën logo. Cimos also sold imported Citroën vehicles, the CX and Mehari. The Cimos GS can be distinguished by round headlights. Cimos also made Dak and Geri, Dyane-based utility vehicles from CKD kits.
Specifications
Market reaction
The Dyane was conceived to fill a small niche between the manufacturer's 2CV and Ami models, and in due course to replace the former. The 2CV had been developed and, in 1948, launched at a time of austerity and low wages. More than twenty years later, with the much more modern Renault 4 selling strongly against the Citroën offerings, it was thought that buyers must be ready for a less aggressively basic approach. During the years since 1948 production technology had become more streamlined, as auto-industry wages grew ahead of the overall growth in the French economy, and production of the 2CV was, by the standard of more recent models, a very labour-intensive process.
Production figures
These figures indicate that any plans for the Dyane to take over from the 2CV were short-lived. These numbers exclude Yugoslavia and Iran production.
Yugoslavian manufacture
Tomos began assembling Citroën automobiles from kits at the Koper plant in 1959, and selling them in the Yugoslavian market. The Yugoslavian automobile market was closed, so this joint venture with a local firm allowed Citroën to access the market.
Iranian manufacture
The Dyane was also built in Iran by SAIPA from 1968 to 1980, where it was called the Jian or Jyane - a Persian language word meaning "fierce" or "ferocious". Unique van and pick-up versions were also manufactured there. SAIPA built 120,000 Jyane models.
UK press reaction
In the UK, a Citroën Dyane 6 tested by the British The Motor magazine in July 1969 had a top speed of and could accelerate from 0- in 30.8 seconds. An overall fuel consumption of was recorded, although when driven gently the Dyane managed a class leading . The test car was priced by Citroën in the UK at £648 including taxes, the same price that BMC were sticking on their Mini. The car was commended for its versatility, spaciousness and comfort as well as for unexpectedly good road holding and fuel economy "when not driven hard". Acceleration and top speed fell short of the class average, however. Apart from the Mini, UK market competitors identified by the journal included the Hillman Imp and the Reliant Rebel as well as the (at the time very popular ) Renault 4.
Competitions
A Dyane driven by Michel Peyret and Jean-Jacques Cornelli participated in the 44th Monte Carlo Rally in 1976. Entered with number 102, it finished 80th out of 84 classified competitors and 148 starters.
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