De Citroën Ami 8, an evolved type of 2CV, is one of the most recognizable cars of all time, along with that 2CV, the pike, the Beetle and R4. With the loss of recognisability, automotive charm has been exchanged for the somewhat pumped-up looks from the wind tunnel. You can't stop progress. But we think the trend is a bit sad. A befriended old school car enthusiast grumbled; "They all look like swollen barbed suppositories."
A real friend
De Citroën Ami therefore: 'Une ami' is according to Google Translate and according to experts 'A friend'. And that concept street Citroën Ami 8 completely out.
To start: This one Citroën Ami is a design by Citroëns chief designer Flaminio Bertoni, who was also the creator of the 2CV and the DS. Although Bertoni's fame as a designer would come through the history books through the DS, Bertoni was most pleased with the Ami.
The Ami as a gap filler
De Citroën Ami was presented as Ami 6 in '61 as a model to fill the gap between the 2CV and the DS. In 1969 the revised version was presented: the Citroën Ami 8. As Super, the Ami was available with a four-cylinder from the GS, but our photo model simply has the familiar 32 hp two-cylinder with Duck Roots under the hood. By the way, we know someone who surprised friends, foes and the police with a four-cylinder GS block in a 2CV. But that was more of a boy's book story than of historical importance.
The new boxer
Under the hood of the friendly 'Ami' was the new AM boxer engine with 602 cc displacement. Compared to the engine that was in the 2CV at that time, it was much more muscular. The as yet undiscovered purchaser, the AK350 has the same power source, as well as the thicker spring struts and heavier wheel bearings that Citroën under the Break version of the Citroën Ami 6 put down. That Citroën Ami Break is luxuriously equipped with chrome brackets on the bumpers, among other things Citroën clearly put this version on the market as a luxury family car, and not as a utility vehicle.
The end
The sale of the Citroën Ami 8 continues to decline in the second half of the 70s, ending at the end of 1978 Citroën the production. Technically and in terms of design, the Ami 8 is considerably outdated at that time compared to the GS (A) and CX. The new Visa is ready to succeed the Ami, so for Citroën a whole new era dawns. The Visa is on the chassis of the Peugeot 104, the brand with the lion with which Citroën has formed the new car group PSA since 1976. For the Ami, after 17 years and in total more than 1.8 million cars sold, it is time for a respectable retirement.
How special is he?
Nearly 1961 million (1978) Ami's 2, 1.840.396 and Super were manufactured and sold between 6 and 8. There are not many left of that in the meantime. They were not made for eternity and we will not say anything about the susceptibility to rust. They were iconic on the streets. But most have now simply been reincarnated as shopping grids or cookie tins. In the Netherlands there are less than 200 driving around.
If you know more about the Citroën Ami 8 wants to know: The complete article is in progress. You will see it automatically if you do such a dirt cheap subscription op Auto Motor Klassiek takes. Welcome to the club!
Also read:
- Citroën Ami 8. NOREV's Golden Grip in 1:18
- Citroën Ami 6 Grand Luxe (1967). C'est magnifique.
- The Ami Super. A surprising one Citroën from the seventies.
- Citroën Amis and Dyanes: cheaper than 2CVs
- The AMI 6: The secret of the sloping rear window.
In the early 80s I put 3x a 2cv on an ami super.
The first with the 1015cc engine that was standard in the super.
The second with the 1220cc engine of the gsx2
The latter also with the 1220cc engine but with the gearbox of a GS break (5 speed overdrive)
The hood of the 2cv was about 15 cm longer and the fenders were extended.
The triangles between hood and fender were of our own making.
The 2cv just had floor switching.
Have everything legally inspected by rdw.
Name on license plate was ami super with modified superstructure. (same as with volkswagen with a buggy on it)
The car was pretty fast and of course I was regularly pulled over by the police, but they were often very enthusiastic about how I had done it. The latter had registration number 9597zf. I don't know if it's still running.
I sold the car and bought a bx 19 tri break ... a little more luxury.
At that time it was no problem to place a GS motor in the duck. An old colleague did a similar thing with a Peugeot 504 L (that type with 404 chassis with live axle) 1800 cc, placed a 604 V6 engine in it, otherwise just standard and neat the L designation on the back with the thin 165/14 tires underneath, was always nice to see the puzzled looks as he accelerated faster than expected at the traffic light. 1 problem, the valve covers could not come off.
Our Ami-Super had to get a new exhaust.
From front to back
Kwikfit made a nice prize for that job.
They regretted it.
The engine block had to be completely detached and lifted up.
The M7 bolts were also special
A setback for Kwik Fit. In Borculo, Citro Classique has preserved, cleaned and passivated all M7 fasteners for years. They have boxes full. But yes: That is now
Indeed, not yet gender neutral at the time: un ami et une amie. And hui is not a French word. Well lazy = him / he and huit is eight and often they say that t, as my French teacher said: weed.
Incidentally, I had an ami super myself. There is only one word for that: sublime! Would have ridden it if I hadn't almost literally gone through the box girder. Furthermore, there was also a hole in the hopelessly only vertically divisible crankcase = no crankcase, unfortunately. Drove for a while with a big dot of liquid metal sealant in it. Then no more money: she went to the casse de voiture, snif.
Currently working on an Ami 6 sedan from 1969.
Original registration and original rotten to the bone.
This car was featured in this magazine once or two some time ago. Went about big barnfind and the reaction to that article.
With the extensive warehouse of the Ami Association and enormous knowledge, nothing is too crazy to get it back on the road.
Roel Decker.
I would say good luck and keep us informed!
yes great story, and yes which car from that time did not suffer from rust.
This Ami already met on the road, I noticed with its old license plate, well preserved.
Nice photo location by the way
Salute Hans
An acquaintance of mine used to have an AMI6 and it lasted quite a long time
without being eaten by the brown plague. In fact, surprisingly long.
The recipe for this turned out to be both bright and astonishing.
Without exception, the good AMI went every year for a much-needed overhaul
to the garage. In addition, sheet metal and chassis, wherever they are
could be hit, sprayed with used engine oil (!!)
After the Citroën had been dripping somewhere on the property he became
picked up by the owner. “See you next year”, it sounded again.
Sustainability 1.0. Perfect!
Was indeed done, my uncle did it in the 60s with his Taunus combi, also the door panels off, used oil also in the bottom of the doors and then all day in the sun, by the evening the oil was all the way to the top of the doors crawled.
Incredibly ugly car, really ugly. The exact opposite of the ID / DS. But what an adorable car. Like a real friend, looks don't matter. In fact, this car is the epitome of 'beautiful with ugliness'. Because all those lines, curves and bumps, what a beautiful thing it is again. And yet again so ugly, especially phase 1….
😉
Not to forget: the M35. Coupé version (yes!) With rotation (Wankel) motor.
A phrase struck me: “Une ami 'is according to Google Translate and according to experts' A friend'.”.
My secondary school is now 60 years behind me ('illiterate HBS-B-er'), but it is not something like:
un ami = a friend
une amie = a girlfriend?
So in my opinion one of the above, but “Une ami” seems to me a contradiction in Terminis?
FR, RKo
And a dirty friend = Un sal-ami
That's fun!
Yes-aa Ruud, but a befriended transgender “in progress” can be called une ami for some time, right?
HBS was a solid education. But now we are all off the path in terms of genders.
Ami bottom parts and wheel suspensions were also very popular with duck owners because they were a lot stronger ... building a G-type engine in a standard 2CV is therefore asking for trouble, on the other hand if this stronger power source has to move something on an Ami basis, on what fit and measure no problem, I grew up more or less in the backseat of these Breaks, a green 6 from 1968, a beige 8 from 1972 and a beige Super from 1975 (then the step was made to the GS because the Super was no longer available in 1978). My dad always loved them because they were extremely versatile and everything fit in and on (with a roof rack). By the way, Le Double Chevron had also blown up a test balloon with a 2CV Super equipped with the 1015 cc GS engine.
Unfortunately, the story is not entirely correct. Some additions.
- The A series is the smallest model Citroen (AM, AZU, AZAM, etc.).
- La Missies (AMI6) is a play of sound comparable to “allo allo”. They may have been laughing under the table at the time.
- The AMI6 was designed by Bertoni (quite baroque). The AMI8 from Opron (more sober with reuse of basic parts).
- The Ami8 gave the new, future styling of Citroen (and afterwards from the competition) (including horizontal rear window, fluid flank from head to tail). Also in terms of interior, lots of living space.
- The air resistance (CW) was not bad at all, with the low nose, the curved windshield, the aerodynamic line and the limited frontal area. Despite a modest power, a decent top speed can be reached, nowadays € 221 fast on the highway during the day.
- The thin sheet metal / light construction contributed to an acceptable PK-KG ratio. No stripe puller, but acceptable acceleration (in its time).
- Very comfortable, luxurious handling. 2CV suspension but firmer. As was claimed at the time: DS driving comfort for the price of a 2CV.
Disadvantage: sensitive to corrosion due to the light but solid construction (thin plate, a lot of welding). Advantage: The supporting part (chassis) is, however, very solid and insensitive to corrosion.
Thank you for this valuable addition / correction
Yes unfortunately they were buckets but driving this car was a real pleasure… ..
I only wonder if everyone knew that they were so rusty, why then the cars were not preventively provided with a thick Tectyl layer before being taken into use by the dealer?
Of course they knew that at the time. Because they were very Dutch-frugal with Tectyl in Amsterdam Citroen that's not a good treatment. After that, the cars in Brussels were provided with an anti-rust coating, the Belgians were tainted somewhat more Burgundian. See in my above comment why generous rust treatment was vital.
Not a single car from that era received an anti-rust treatment ex-factory.
Minis, Alfa's, Beetle's… everything rotted from under your ass… even the first Japanese!
Cars were made for max 10 yrs. lifespan.
Very nice car. Unique design. And the same color as my 1976 Duck, Bleu Petrel.
the ami is back as a square microcar with plug, has nothing in common with the real ami except the name.
nice ...
hubnut, weird likeable brit with a taste for underdog cars
In fact; the Ami was introduced with a pun as a car for madam, alongside the DS.
“L 'Ami 6” is pronounced in French-English as “la missus”
Not the Visa, but the GS can be seen as the successor; the Visa is more in the 2CV replacement corner ..
Beautiful designs, each one, and unfortunately almost no longer among us ...
That's right Pascal and the Ami 8 was meant for him: l'Ami huit is pronounced hui, “he”.
No, 8 or huit is pronounced 'weed'. That is why the car was so popular with hippies ...
Joking of course.
Yes and DS of course stands for Déesse which means 'goddess'.
The Visa is indeed the successor of the Ami 8. When they stopped with the Ami, the Visa was immediately ready to take over. And the 2cv was then built on for another 12 years.