citroen 2cv safari for sale

• Classic Driver
• Forgot password
• Newsletters
• Language English Deutsch
• Currency Select AUD CHF CNY DKK EUR GBP HKD INR JPY NZD SEK SGD USD
• Collectibles
• Real Estate
• CD Works Agency
• For sale CD Shop Magazine Auctions Sell

Citroen 2CV for sale

Read the latest articles about Citroen 2CV

18 citroen 2cv for sale.

JavaScript seems to be disabled in your browser. You must have JavaScript enabled in your browser to utilize the functionality of this website.

• Search: Search
• Classic cars for sale
• Sell a classic car
• Route & hotels
• Classic car auction
• Brand history

Citroen Sahara 2CV 1964

View our current Citroen stock

Looking for a citroen .

Sign up with your e-mailadress and we will send you a notification when a car of this make is available

We buy your Citroen !

Do you have a Citroen and you want to sell? Contact us. We are always looking for classic cars to add to our stock.

Citroen 2CV Sahara 1964 no.51 of 86 Guardia Civil 

Highlights: - 1 of 86 Sahara built for Guardia Civil - Citroen certificate present - Body off restored - Matching numbers

Fully restored original Sahara built for the Guardia Civil. In total, 86 of this unique 2CV were built. This is number 51 of the 86. Citroen certificate of authenticity is present. Restored body off, matching numbers (both engines), lots of history present. This unique 2CV has had 3 owners, the Guardia Civil, a collector from Menorca since 1974 and taken over in 2015 by an Austrian collector who had the Sahara completely restored by an official Citroen workshop. Fantastic, beautiful and well-restored Sahara.

We can help with transport. Within Europe you do not need to pay any import duties. Trading in, buying and consignment possible. In some countries we can help with financing. Ask our sales staff.

• Ref. nr.: c0051
• Make: Citroen
• In-house workshop with over 20 mechanics
• International door to door delivery
• Quality and service
• Trade in possibilities
• 8,9 customer rating

E&R Classics

Kleiweg 1 5145NA Waalwijk, The Netherlands

0031416751393

[email protected]

Industry No. 1302

• Buy a Classic Car
• Classic Cars in Europe
• American Classic Cars
• British Classic Cars
• French Classic Cars
• German Classic Cars
• Italian Classic Cars
• Swedish Classic Cars
• Classic Car Insurance
• Classic Car Clubs
• Classic Car Travel
• Classic Car Workshop
• Car brand watches

Classic car events

Classic car clubs

Classic car parts

OPEN Monday till Saturday 09:00 - 17:00 EXTRA OPEN First sunday of the month 10:00 - 14:00 December and January excepted

Officially Certified Company

Privacy disclaimer   Terms and conditions  

Citroën 2CV Sahara (1958 to 1971)

The Citroën 2CV Sahara is a limited production variant of the Citroën 2CV . The 2CV Sahara was introduced for the 1958 model year, and was a special two engined 4x4 version of the 2CV. The Sahara was fitted with one 425cc flat two engine running the front wheels, and one 425cc flat two engine running the rear wheels. This unique four wheel drive system gave great usability, as the two engines were uncoupled, this meant that certain wheels would still be driven while others could slip. Not only a very unique and interesting model, the 2CV was built in limited numbers, with only 694 examples built before production ended in 1971, giving it a high desirability.

Q: What is the top sale price of a Citroën 2CV Sahara?

A: The highest recorded sale was $153,704 for a 1965 Citroën 2 CV SAHARA on Mar 27 2022.

Q: What was the lowest recorded sale price for a Citroën 2CV Sahara?

A: The lowest recorded sale price was $67,200 for a 1963 Citroen 2CV 4x4 "Sahara" on Aug 18 2023.

Q: What is the average sale price of a Citroën 2CV Sahara?

A: The average price of a Citroën 2CV Sahara is $107,684.

Q: What years was the Citroën 2CV Sahara sold?

A: The Citroën 2CV Sahara was sold for model years 1958 to 1971.

Model years for Citroën 2CV Sahara (1958 to 1971)

Showing 17 of 17 related listings

1965 Citroën 2CV 4X4 Sahara

Lot 260: 1965 Citroën 2CV 4X4 Sahara

• Location: MCO
• Originality: Original & Highly Original  Vehicles that are original or close to original factory specifications, irrespective of condition. May include vehicles that have minor, removable modifications such as aftermarket wheels, exhaust, or accessories such as cargo/roof rack, stereos, etc.
• Transmission: Manual
• Driver side: LHD

1966 Citroën 2CV Sahara

Lot 50: 1966 citroën 2cv sahara.

• Location: Oxnard, California, USA
• Originality: Project  Vehicles that are partially operable, inoperable, disassembled, or incomplete that require meaningful repairs to return to road worthy condition.

1962 Citroën 2CV Sahara

Lot 20: 1962 citroën 2cv sahara.

• Location: Irving, TX, FRA

1963 Citroen 2CV 4X4 "Sahara"

Lot jc23_028: 1963 citroen 2cv 4x4 "sahara".

• 36,756 km (22,839 mi)
• Location: Monterey County, CA, USA

1964 Citroën 2CV Sahara 4X4

Lot 69400105: 1964 citroën 2cv sahara 4x4.

• Location: Spain

1961 Citroën 2 CV Sahara 4X4

Lot 4: 1961 citroën 2 cv sahara 4x4.

• 26,274 km (16,326 mi)
• Location: Paris, FRA

1964 Citroën 2CV 'Sahara' az 4X4

Lot 138: 1964 citroën 2cv 'sahara' az 4x4.

• Location: Belgium

1964 Citroën 2CV 4X4 'Sahara'

Lot 123: 1964 citroën 2cv 4x4 'sahara'.

• 34,600 km (21,499 mi)
• Location: Monaco, MCO

1965 Citroën 2 CV Sahara

Lot 21: 1965 citroën 2 cv sahara.

• 28,000 km (17,398 mi)
• Location: Neuilly-sur-Seine, FRA

Lot 193: 1964 Citroën 2CV 4X4 'Sahara'

• Location: Goslar, DEU

Lot 185: 1964 Citroën 2CV Sahara 4X4

• 34,579 km (21,486 mi)
• Location: Elmbridge, GBR

1966 Citroën 2CV Sahara az 4X4

Lot 41: 1966 citroën 2cv sahara az 4x4.

• 43,761 km (27,192 mi) TMU

1965 Citroën 2CV Sahara

Lot 2186: 1965 citroën 2cv sahara.

• Location: Elkhart, IN, USA

Lot 29: 1964 Citroën 2CV Sahara 4X4

• Location: Flanders, BEL

Lot 138: 1964 Citroën 2CV 4X4 'Sahara'

• 68,472 km (42,547 mi) TMU
• Location: PRT

1964 Citroën 2CV AK350 Light Van

Lot 120: 1964 citroën 2cv ak350 light van.

• Driver side: RHD

1964 Citroën 2CV Sahara 4×4

Lot 142: 1964 citroën 2cv sahara 4×4.

• Location: Pebble Beach, CA, USA

Markets related to the Citroën 2CV Sahara.

Little Chevrons: Driving Citroën’s 2CV, Ami, and Visa

K im Walter had long imagined that a Citroën DS lay in his future. Growing up in Pittsburgh, amid what he calls “this steady wallpaper of American cars,” he had always been fascinated by the rare foreign car sighting; there, a Toyota or a Volkswagen qualified as an exotic. On one occasion, he made his mother come to a halt in front of a Renault dealership, just so that he could run inside to gaze at the Renault 12s in the showroom. His first glimpse of Citroën’s otherworldy DS was enough to set him off in pursuit, literally and figuratively.

Then he saw a Citroën 2CV.

“I really like minimal, basic cars,” he explains. “I saw the 2CV and thought, ‘This is way more fun [than a DS] because it’s so much less car. It’s so much more, with so much less.’ That’s what I decided when I saw it.”

That sighting, at the Citroën Rendezvous in Northfield, Massachusetts, in the mid-1980s, led to the purchase of the 1965 2CV Special you see on these pages—which, in turn, led Kim to acquire two of the 2CV’s would-be successors, a 1972 Ami 8 Break and a 1979 Visa Club. All three cars are products of less-is-more thinking, though a day spent with all three proves that it’s the 2CV that remains truest to the idea.

The 2CV continues to fascinate, as it did since its introduction at the 1948 Paris Motor Show, where 1.3 million people got their first look at this minimalist people’s car. The motoring press panned it, horrified dealers begged the factory to beautify it, but by the end of the first day of the show, thousands had put down their deposits. That enthusiasm, not stubbornness on the part of the company, kept the car in production until 1990, in demand until the end.

The idea that became the 2CV originated in the late 1930s with the Tout Petite Voiture , or Very Small Car, project. Pierre-Jules Boulanger, Citroën’s chairman, had the nation’s vast agrarian population in mind when he spelled out the car’s requirements: It was to be able to carry two adults and 110 pounds of potatoes, or a small cask of wine, over the roughest of roads. Its suspension had to be supple enough to allow a basket of eggs to be driven across a plowed field without a single one breaking. It had to be easy to drive, easy to fix, durable and miserly with fuel.

Fortunately for Boulanger, the ideal designer for such a car was already on Citroën’s payroll. André Lefèbvre, who had developed his logical, yet unconventional approaches to engineering under Gabriel Voisin, threw all preconceived notions out the window in his work on the TPV.

Lefèbvre decided that front-wheel drive, as he had employed in designing the Traction Avant, would give an inexperienced driver maximum control over the car. Fully independent, torsion-bar suspension would give a smooth ride, while reducing the car’s weight to the absolute minimum would provide the best fuel economy. (How minimal? He seriously considered a pull rope to start the engine, so that a battery wouldn’t be needed.) A strong platform chassis meant that the bodywork’s only job would be to keep out the weather. A rollback roof of rubberized fabric would allow the car to swallow the bulkiest of cargo.

The outbreak of World War II gave Citroën time to refine Lefèbvre’s admittedly crude prototypes. Horizontally mounted coil springs, connected front and rear to prevent pitching, took the place of torsion bars. The looks were refined by Flaminio Bertoni, who would later pen the equally groundbreaking DS. Most important, the prototypes’ water-cooled engine was replaced by Walter Becchia’s masterpiece, the alloy, air-cooled horizontal twin.

Becchia’s engine is all the proof anyone needs that simplicity and crudeness are not the same thing. His air-cooled engine had no hoses to leak, or water pump to seize; the fan, mounted on the end of the crankshaft, would blow air over the oil cooler and cylinder fins as long as the engine kept turning. So precisely was the engine machined that gaskets could be eliminated. The connecting rods were one-piece units with sleeve bearings, the crankshaft assembly being hydraulically pressed together. It was elegantly simple, and so sound a design that it stayed in production for 42 years.

The 2CV’s appeal did not translate to the U.S., where it was seen as an underpowered oddball. Citroën gamely introduced the car here in the early 1960s, but gave up by 1970, after just over 1,000 had been sold. (The 2CV would go on to rack up 3,872,583 sales worldwide, not counting spinoffs, by the end of its run.) Kim’s 2CV is typical, in that he had it imported from France. It’s unrestored, and is equipped with the 602-cc engine.

Kim has arranged for us to drive the car on the nearest thing we have to an unplowed French field: the pothole-strewn streets of Gotham. Our mirrors filled with taxicabs and black Lincoln Town Car limousines, we set out.

The thrummy little twin might put out a meager 29 hp, but the 2CV has no trouble keeping up with the flow of traffic, or with moving smartly when the red traffic lights turn to green. It’s helped by the odd twist-push-pull shifter that juts out of the dashboard, the logic of which soon becomes clear: The left plane is for first (out) and reverse (in), the gears used in parking; second (in) and third (out), the gears most often used, occupy the center plane; and fourth, a gear that’s hardly needed unless you’re on a downhill with a tailwind, is to the right and in. It’s not hard to get the hang of, and I like to think that I do at least as well as a circa-1948 French farmer.

What makes it all work are the car’s light weight, supple suspension and sharp rack-and-pinion steering. The 2CV bobs along like a leaf on a stream, or a feather in the wind, unstressed by what’s going on below.

“I think each 2CV has its own personality, and mine is very easy to drive,” Kim says. “It’s perky, and the steering is very light, and the transmission is very, very smooth and velvety.” It’s true—navigating NYC’s mean streets is a piece of cake. A sunny piece of cake, with the roof rolled back. (It’s best not to dwell on the sheet steel door’s chances against the looming delivery trucks and tradesmen’s vans.)

The introduction of the larger, four-cylinder DS19 in 1955 gave Citroën another success, but the company’s directors recognized that they had a problem: a gap in the product lineup big enough to drive a Renault Dauphine through. What about those buyers who wanted a mid-size car, something smaller than the DS, but less Spartan than the 2CV?

The answer was the Ami 6, launched in 1961. Equipped from the start with the 602-cc twin, the Ami combined the 2CV’s underpinnings with styling by Bertoni that was…unmistakable. It was a conventional three-box design with a trunk, true, but its tilted roofline looked like a tool shed that had barely survived a hurricane. The front end, with its drooping hood line and bug-eyed rectangular headlamps, was either endearing or grotesque, depending on the viewer’s perspective.

The Ami was another big hit for Citroën, especially after a station wagon variant was launched in 1964. By 1966, it was France’s best-selling car. In the spring of 1969, the Ami 6 was replaced by the facelifted Ami 8, which, despite its name, was no more powerful. The sedan received a more conventional fastback roofline, while the roof of the wagon, or Break, continued as before. The front end was cleaned up, and given a more conventional grille.

Valiantly, Citroën offered Americans a chance to buy the Ami 6, but it fared even more poorly than the 2CV had. By the time the Ami 8 came along, Citroën had decided that the U.S. was a lost cause. It’s estimated that there are no more than 100 of these vehicles here, including Kim’s 1972 model.

Kim learned about the car from a mechanic in Baltimore in 2000. “Someone had brought it over for their French bakery in the D.C. area, and then decided they didn’t know how to work on the car—it had thrown a spark plug, and so was only running on one cylinder. They really didn’t know what they were doing, and they had taken it to a mechanic who didn’t know what he was doing, either. So he decided to sell the car, and I bought it.”

Behind the wheel, I find that the Ami does offer more refinement, with a plastic instrument cluster that Lefebvre no doubt would have considered a bourgeois luxury. The flat-twin and four-speed gearbox are just like the 2CV’s, but here, they have more work to do, as the five-door Ami weighs about 300 pounds more than the Deux Chevaux.

The dashboard and fixed roof make the Ami seem less frivolous than the 2CV, though it, too, is an easy car to cover ground in. “The Ami is a much stiffer car, it takes much more effort to turn the steering wheel, the transmission is much stiffer, it’s kind of a sluggish vehicle,” Kim notes. “Once it gets rolling, it’s fine, but it’s not fun in the city.

“I like the Ami for longer trips, because it’s very comfortable. I mean, all three of them are comfortable in their own way. But it’s a nice highway car, and it doesn’t lose speed on hills as easily as the Deux Chevaux does.” Autocar found that the Ami 8 was capable of a 72 MPH top speed, and a 0-60 dash of 31.7 seconds, both quicker than the aerodynamics-be-damned 2CV.

As Citroën entered the 1970s, its lineup continued to expand—the Maserati-powered SM coupe, the GS and GSA midsize four-cylinders and the big CX sedan were all developed, at great expense. The oil crisis of 1974 led to a collapse in the car market, which hit Citroën especially hard. A hastily arranged marriage with Peugeot followed, ending 40 years of control by Michelin.

After 30 years of service, Becchia’s marvelous engine was about to get its curtain call. The Visa, the successor to the Ami 8, was rolled out in the fall of 1978. On the surface, its place in the Citroën family tree was underlined by the flat-twin engine, and by unorthodox design that included a single windshield wiper and a “pig snout” polypropylene front bumper and grille. But beneath the sheet metal lay the conventional, coil-sprung chassis of the Peugeot 104. The availability of Peugeot’s water-cooled, 1,219-cc flat-four engine did nothing to bolster the car’s Citroën-ness.

The car was not well received, which is a pity in some ways, because its two-cylinder was the most sophisticated and powerful yet. Bored out to 652 cc, it featured Nikasil-coated cylinder barrels, just like a Porsche 911, as well as electronic ignition and three main bearings.

The Visa featured a conventional, floor-shifted four-speed, a further loss of Citroën distinctiveness. But there’s a consolation prize: the dashboard. The vinyl padding is embossed with a geometric design, something like you might find in a hotel coffee shop in the 1970s, while the gauges and controls are as unusual as anything you’re likely to encounter. Five colorful pushbuttons march below a gauge pod that looks vaguely binocular-like, flanked by “PRN Satellite” controls—“pluie,” or rain, “route,” or road, and “nuit,” or night—that lie in wait for the unsuspecting motorist.

The pod on the left, which Visa drivers refer to as the “beer can,” has the switches for the lamps, the turn signals and—I discover by accident—the horn, and who knows what else. The pod on the right, familiarly known as the “cheese grater,” has the heating and ventilation controls. It’s a totally non-intuitive arrangement. Denied the push-pull shifter, Citroën’s designers were evidently determined to find a way to let their freak flag fly.

The Visa was not the sales hit its predecessors had been, and was completely redesigned and relaunched four years later as the Visa II. “I think that the Citroën people said, ‘Absolutely not, it’s a Peugeot.’ They didn’t want anything to do with it,” Kim says.

He bought his Visa in France in 2009. “I flew over with a friend and my mom, and drove it around, and spent my 50th birthday there, and then brought it over a year later,” he says. “There were no Visas here to speak of, and I wanted an early one with an early nose, because I really like that crazy grille on the front of the car.

“There’s an improvement from the Deux Chevaux to the Ami. And then there’s a really big leap to the Visa,” Kim says. “I mean, that engine is just so interesting. The car drives like a Toyota or a Honda in terms of speed—it just goes right along. You would never know that you were in a two-cylinder car. And yet it’s getting crazy gas mileage, and it’s really easy to work on and dependable.”

On the road, it’s clear that this is the most capable car of the three, with the best acceleration. It doesn’t have the same soft springs and long suspension travel that led to comical cornering angles in the 2CV and Ami, though PSA engineers did work on the Peugeot 104’s suspension to create the softer ride that Citroën buyers had come to expect.

Both the Visa and the Ami are interesting cars, cleverly designed and entertaining to drive. Yet neither can outshine the 2CV. It’s no wonder that so many around the world, from French farmers of the Fifties to today’s urbanites like Kim, have fallen under its spell. If you’re looking for a Citroën to call your own, you’ll find a number for sale in the Hemmings Marketplace .

( Editor’s note: This story originally appeared in the October 2014 issue of Hemmings Sports & Exotic Car magazine. )

1965 2CV Special

Engine: Type M28/1 two-cylinder, air-cooled boxer, 602 cc

Fuel delivery: Two-barrel carburetor

Horsepower: 29 @ 5,750 rpm

Torque: 29 lb-ft 3,500 rpm

Gearbox: Four-speed manual, no synchromesh on first

Top speed: 75 mph

Length: 150.79 inches

Width: 58.27 inches

Height: 62.99 inches

Wheelbase: 94.29 inches

Curb weight: 1,290 pounds

1972 Ami 8 Break

Engine: Type M28 two-cylinder air-cooled boxer, 602 cc

Horsepower: 35 @ 5,750 rpm

Torque: 34 lb-ft @ 4,750 rpm

Length: 156.5 inches

Width: 60 inches

Height: 59.44 inches

Wheelbase: 94.4 inches

Curb weight: 1,598 pounds

1979 Visa Club

Engine: Type V06/630 two-cylinder air-cooled boxer, 652 cc

Horsepower: 36 @ 5,500 rpm

Torque: 38.3 lb-ft @ 3,500 rpm

Gearbox: Four-speed manual

Top speed: 80 mph

Length: 145.2 inches

Width: 59.4 inches

Height: 55.4 inches

Wheelbase: 95.66 inches

Curb weight: 1,642 pounds

5Pointz, RIP

The post Little Chevrons: Driving Citroën’s 2CV, Ami, and Visa appeared first on The Online Automotive Marketplace .