After the German troops withdrew, they were brought back to light and the first series versions were in the spotlight at the Paris Salon in 1948. At first glance at the questionable appearance, the French president would not have been so enthusiastic at the opening of the salon, and wrote a Dutch automotive journalist about an "ugly duckling". As legend has it, this is how the nickname "duck", which is mainly used in Germany, originated. In France it was short and sweet with the "Deuche" or "Deux Vaches" (two cows), which corresponded to the temperament of the four-door car. It's hard to believe that the 2CV was designed by the same team that later put the DS on the road.

The 2CV was mainly developed for the French rural population. Despite the questionable design, the car was an instant hit and delivery times sometimes ran up to six years. The 2CV made people mobile, and at that time customers didn't want it anymore. The four doors, the unparalleled comfort and the folding roof, which brought a touch of savoir vivre into the tough daily life after the war, were enough for them. The 2CV was a "real car" for its owners, and its performance was rather secondary. It wasn't until late in its career that the 2CV crossed the magical 100km/h mark, and no one said anything about the acceleration. Why is that? Mass motorization began in France with the 2CV. In Germany it was the Beetle, in Italy the successor of the Topolino, and in Great Britain the Morris Minor, later replaced by the Mini. What these models had in common was their simple engineering construction and the lack of anything beyond the base engine. The manufacturers have clearly taken a chance on people. Because the many primitive constructions that came on the market in Germany after the war were mainly one thing - primitive - and soon disappeared from the streets again. Beetles and 2CV survived the longest, although the small Citroën always remained primarily a Frenchman and never reached the sales figures like the Wolfsburg world record holder. In the end, including the closed van, about five million copies were sold worldwide. Although a few specimens even reached the U.S., and the French colonies also accepted many models, the Grande Nation remained his home. While the Beetle was constantly evolving, the 2CV remained true to itself. The easily fragile body trained its drivers to drive defensively until the end of production, and only the absolutely necessary innovations were incorporated into the development. Nevertheless, the 2CV remained in the Citroën model range for more than 30 years and even survived its successor.

The Dyane was launched in 1967 and disappeared again in 1983. The customers remained loyal to the 2CV. Especially in Germany. When the French had long since turned their backs on the "rolling umbrella", Citroën still consistently sold more than 10,000 units in Germany. In the last year of sales, the 2CV cost no less than 9,900 marks, which 7,865 customers gladly transferred to their Citroën dealer. In the meantime, however, the clientele had changed considerably. The self-proclaimed intellectual elite had discovered the 2CV and adorned themselves with their outward refusal to consume. This clientele didn't need a star or five rings — they showed they thought differently, and the 2CV was just the right vehicle for that. 2CV drivers greeted each other - they had that in common with Porsche drivers - and forgot about the built-in shortcomings that were especially noticeable when the little one had to go back to the workshop and the mechanics then handed over the invoices. Fortunately, Citroën never tried to bring a modern remake of the 2CV to the market. The successor was the rather boring AX, and the charm of the 2CV was at best the Visa (especially as a four-door convertible). What remains is a smile when another 2CV appears on the road and reminds you of times when the automotive world somehow had more charm.