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    The #1969 #Citroen-Ami-8-Club / Ami unloved / #Citroen-Ami-8 / #Citroen-Ami / #Citroen

    Citroën Ami 8

    755,925 examples (Sedans and wagons)

    Less known and less loved his little sister Ami 6, Ami 8 however not without assets. Classic Auto Plus invites you to take the wheel of one of the first versions.

    For me, the Ami 8, is first good memories of kid. Child, I lived Chinon, little sub-prefecture of Indre-et-Loire, and I was participating in judo competitions with my best friend François, whose parents were real fans of the brand to the rafters. Dad, general practitioner deemed Town, was visiting his patients 2CV or Dyane. His wife, mother of seven children, managing their leisure, the sports movement, with Ami 8. I remember like it was yesterday our hectic trips on the small roads of Touraine. Kimonos and the picnic basket at the bottom of the trunk, buddy and I took his place on the bench for an hour loads of fun to the rhythm of our sloshing through the corners. Without seatbelts obviously not yet mandatory in the late 1970s, it slid hard in the back of the Citroën.

    When Thierry, recently retired from L'Auto-Journal, suggests I try the splendid Ami 8 1969 with less than 40,000 km on the clock, I rejoice in advance. So I'll finally be able to relive and understand - not as a passenger, but this time at the wheel - jerking and swaying supported Citroën 3 CV still etched in my memory. Playing the trombone and shot Starter foot down on the accelerator, I turn the ignition key to start the engine. The cubic capacity is ridiculous (602 cm3) and the horses are hardly many under the hood (only 32), but the twin is damn hear clanking sound with his characteristic. There are those who hate and those who love the rustic melody of this small flat-twin air-cooled. I belong to the second category. More than slowed, however wheelchair that can take full advantage of the noise of twin, he should not hesitate to scream on the interim reports to best exploit its low power.

    During my first laps, probably inspired by a gearbox in accurate guidance (although the former is out of sync), I tend to play a little too quickly the slide trombone in passing the first reports without me regardless of the slope. Fatal error: the slightest coast, Ami 8 shows signs of fatigue, and his proud owner present with me advised me to hustle a little engine by staying longer in it second to breathe better on the climbs. Thus launched, he did more out of steam and is even then shown great force on the flat, where the third and fourth reports can quickly lead you to prohibited paces on the county. If the Ami 8 easily exceeds the 100 km / h, the highway is clearly not his favorite playground. She appreciates especially on country roads, where its flexible suspension gum marvelously uneven road surfaces. She does well with strong leadership, but precisely, allowing you to link turns with certainly some oscillations of the body (which remind me of my memories of teenage judoka), but without any deflection. What happiness! Braking also surprised me not effective, at least on dry road, where net Ami 8 stops.

    Inside, if soft seats are comfortable and plenty of storage in this model Club, the equipment is kind of summary: speedometer, fuel gauge, voltmeter and washer, but no watch, no witness oil pressure or cigarette lighter socket. Not fancy, then, but a delightful atmosphere typical Citroën 1970 More than a restyled version of the Ami 6 without reverse bezel and front brake discs, the Ami 8 has an engaging personality which undoubtedly deserves to be rediscovered.

    I crack

    POWERFUL ENOUGH

    Cheapest on the market of the collection that Ami 6, Ami 8 sedan is a tempting choice. As it is rarer in the ads, be patient to find one in good condition and with few kilometers. Given its limited performance, I would be more attracted to the 4-cylinder with a Super Friend, but it is not the same price.

    THE NOTES

    14/20 of future investment
    Daily 15/20
    Availability of parts 14/20


    Mellow, the rear seat is particularly comfortable. More than a remote Ami 6, it gives more room for passengers legs. But great will not be comfortable height.
    Progress compared to the Ami 6: less vertical position of the steering wheel. On the first Ami 8, the windows were still sliding.

    We like smooth suspension, comfort, quirky style.
    We do not like the lack of engine power, no tailgate.

    The owner Thierry
    A charming ugliness

    Owner of a DS, I really wanted to sample the delights of the twin. I was looking for a 2CV, Dyane or a Ami 6 and I fell for the Ami 8 in exceptional condition. She is not beautiful, but has a lot of charm. I find it fun to drive, I use it for shopping and reserve my DS for long journeys.
    The small twin regales you with its sound but hardly up the coast. With 32 hp, it lacks power. Tailgate fault, the trunk is not convenient to load and its capacity does not allow them to include more than four bags.

    If the price differentials with the Ami 6 are still important, the rating of the Ami 8 will rise in the near future. Spare parts are readily available at reasonable prices and it is not difficult to maintain.

    TO KNOW MORE

    Read Books
    • Citroën Ami 6 and 8, successes herringbone, Dominique Pagneux, ETAI
    • The Citroën Ami 6, 8 and Super my father, Dominique Pagneux, ETAI Technical Reviews
    • Automotive Expert No. 53
    • JOIN our 278 and 377, ETAI Websites GP and clubs
    • Amiclubdefrance.net
    • Asso2cvclubsfrance.org Parts
    • Auto4a.com
    • Ami-2cv.com
    • Cipere.fr
    • Citroen-pieces.com
    • Melun-retro-passion.com
    • Passionautomobilecitroen.net
    • Pieces-2cv-4l.com

    THE TECH DATA
    Engine 2-cylinder flat opposite, 4S
    Displacement 602 cm3
    Fiscal power 3 HP
    Maximum power 32 hp at 5,750rpm
    Torque 41 Nm at 4,000 rpm
    Carburetor Power
    Transmission In the front wheels, 4-speed
    Brakes front / rear discs / drums
    Tires 125 x 15
    Dimensions L x W x H 3.99 x 1.52 x 1.49 m
    Weight 720 kg
    Maximum speed 123 km / h
    Acceleration 1000 m 45.2 s D. A.
    Cons. average of 6.3 l / 100 km
    Tank 32-litres
    Safe 280 dm3
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    Flid Chepushilo
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    Citroen Ami Open

    Citroen Ami - production 1961 - 1978

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    Flid Chepushilo
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      Posted on Tuesday, 14 July 2015

    BMW i8 drop-top? Fair play to BMW for releasing the BMW i8 . I’ve finally seen one on the road for the first time and I have to say, they look just as good and have just as much road presence as any Ferrari or Lamborghini. But having checked over th...

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    The #BMW-i8 #2015 makes hillclimb history David Finlay recently became the first person to tackle the Shelsley Walsh hillclimb in a BMW hybrid. Here he recounts how he got on… Photography: Rich Danby.

    “It’s like this,” I opened. “I want to compete in the British Leaders Hillclimb Championship, using a different car at every event. It would be rude not to ask if you want to become involved; how about it?” “Great idea!” said BMW, much as I’d hoped for. “Would you like us to give you an i8?” “That would be great!” came my reply.

    Once the various formalities had been sorted out, I turned up at Shelsley Walsh, the oldest unaltered motorsport venue in the world, in a car whose technology would have seemed like something from another planet when the Midland Automobile Club started running events there back in #1905 . Even in 2015, it caused quite a stir and in some cases a certain amount of confusion. I had entered it in the ‘Road-Going Series Production’ category for which I thought it was eligible but the organisers shifted me into Class Z, for electric and hybrid cars, which I must admit I didn’t know existed.

    They were also very cautious about the safety aspects. At their pre-event briefing, the marshals were told that if car 225 stopped on the hill for any reason at all, they were not – regardless of the state of the poor bloke inside – to touch it, but to wait for the doctor’s car, which would arrive carrying Shelsley’s only pair of insulated gloves. Spectators and fellow competitors loved the i8, and came up in droves to ask questions about the petrol-electric hybrid drivetrain. They were also puzzled at the lack of noise, in some cases asking if the engine was actually running. Of course it was (I’d selected Sport mode to make sure of this), but many of them simply couldn’t hear it.

    In one case, a friend and fellow competitor walked up the spectator’s path to take a picture. He got his camera ready when he heard the commentator announce that I was on the start line but only realised he’d missed his photo opportunity when the i8 discreetly swished past him.

    Despite the lack of sound effects, the car was impressively quick in a straight line. Through the corners it was handicapped by the standard tyres, which are relatively narrow and of a much harder compound than those used by most road-legal hillclimb cars. Dynamic Stability Control made its presence felt several times on each run, but while I could have disabled it I felt it was probably intervening for a good reason and left it switched on rather than risk handing something i3-shaped back to #BMW . On stickier rubber I would definitely have cancelled it.

    My best run lasted for 35.27 seconds, which gave me the class win and a new record. Okay, nobody else was in Class Z that day, and nobody had ever entered it before, so making Shelsley history hadn’t been difficult, but let’s not dwell on that… Many thanks must go to BMW for the use of the car, and to insurance company Primo for supporting the whole Multi-Car Hillclimb Challenge project. I must mention, too, our chosen charity – the Nationwide Association of Blood Bikes – to which you might chose to make a donation…
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