The Citroën Dyane is an economy 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.

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Citroën Dyane
Overview
Manufacturer	Citroën
Production	1,443,583 units [1] 1967–1983
Assembly	Rennes, France Vigo, Spain SAIPA, Iran Cimos, Koper, SFR Yugoslavia/Slovenia, Mangualde, Portugal
Designer	Robert Opron, Louis Bionier
Body and chassis
Class	Supermini (B)
Body style	5-door hatchback
Layout	FF layout
Related	Citroën 2CV Citroën Acadiane Citroën Ami Citroën Méhari Citroën FAF Citroën Bijou
Powertrain
Engine	425 cc Flat-2 435 cc Flat-2 602 cc Flat-2
Dimensions
Wheelbase	94.5 in (2,400 mm)[2]
Length	153.5 in (3,899 mm)[2]
Width	59 in (1,499 mm)[2]
Curb weight	1,310 lb (594 kg)[2] (approx)
Chronology
Predecessor	Citroën 2CV
Successor	Citroën Visa Citroën Axel

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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 Dyane was a development of the Citroën 2CV, and was intended as an answer to the increasingly popular Renault 4, which after its introduction in 1961 had affected 2CV sales. Like the Renault 4, the Dyane was designed from the outset as a hatchback with some other styling differences, such as conventional round headlamps set into the front fender with a squared stainless steel trim ring – as opposed to the old-fashioned separate units found on the 2CV – and stainless steel wheel embellishments as standard. It was and is often asserted that the Dyane was intended to replace the 2CV, but it was nevertheless aimed slightly higher in the Citroën range – between the 2CV and the Ami – and attracted a different clientele seeking the versatility offered by the Dyane's hatchback.

At the time of the Dyane's development, the Citroën design department was busy on updates of the key DS and Ami models: design of the Dyane was therefore initially subcontracted to the Panhard design department, Panhard's non-military business having in 1965 been absorbed into Citroën's car business. The Panhard team under Louis Bionier (who had designed every Panhard model introduced between the late 1920s and the mid 1960s^[1]) produced a proposal that at a detailed level proved controversial with Citroën's design chief, Robert Opron: the car was significantly reworked ahead of launch. The Dyane's Panhard associations are also reflected in its name, Panhard having registered a copyright on the name Dyane along with Dyna, Dynavia and Dynamic.

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.^[1] 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.

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.^[1]

Tomos began assembling Citroën automobiles from kits at the Koper plant in 1959, and selling them in the Yugoslavian market.^[5] The Yugoslavian automobile market was closed, so this joint venture with a local firm allowed Citroën to access the market.^[6]

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.^[7]

The Dyane was also built in Iran by SAIPA from 1968 to 1980, where it was called the Jian or Jyane - a Persian word meaning "fierce" or "ferocious". Unique van and pick-up versions were also manufactured there.^[8] SAIPA built 120,000 Jyane models ^[9]

In the UK, a Citroën Dyane 6 tested by the British The Motor magazine in July 1969 had a top speed of 68.6 mph (110.4 km/h) and could accelerate from 0-60 mph (97 km/h) in 30.8 seconds. An overall fuel consumption of 36.0 miles per imperial gallon (7.8 L/100 km; 30.0 mpg_‑US) was recorded, although when driven gently the Dyane managed a class leading 51.0 miles per imperial gallon (5.54 L/100 km; 42.5 mpg_‑US). The test car was priced by Citroën in the UK at £648 including taxes, the same price that BMC were sticking on their Mini 1000 Super. 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.^[10]