Miguel Sánchez
During the fifties, the Spanish economy was laying the foundations for its definitive emergence from 1959. A fundamental year for our recent history, characterized by the approval of the so-called Stabilization Plans. Already drafted by the new business school technocrats instead of by the old Falangists of the first hour, based on them Spain fully entered the economic circuits of the capitalist West. Furthermore, all this was done with the blessing of the United States. Principal partner of the Franco regime since the agreements relating to the establishment of American military bases in the Iberian Peninsula were signed at the beginning of the decade.
With all this, from the late fifties onwards, access to consumption galloped along with urban growth and the new middle classes. In fact, if we had to put a starting year for this whole process, it could well be 1957. Just the moment in which, financed by the dealers themselves, the popular SEAT 600 came onto the market. Without a doubt, the most iconic car when it comes to illustrating how the Spanish population was massively motorized. Of course, beyond the field of passenger cars was everything related to the industrial fleet. An essential area for the economic reconstruction of the country although, in the long run, barely preserved by collectors.
That being said, the best thing to do is to put ourselves in a situation. Thus, the truth is that motorcycles were the best -and almost the only- ally of the self-employed and delivery people during the postwar period. In fact, this is demonstrated with just a quick glance at the history of national motorcycling. where the trikes of ROA, Clúa, ISO or Moto Vespa occupy a prominent role in the genealogies of the engine. All this, in addition, Silently and methodically carrying out the quiet daily work for which they were assigned. Just the one that businessmen fulfilled without having the possibility of acquiring a van. More comfortable and spacious, but also much more expensive.
However, the economic expansion was playing in favor of the mobile fleet. In this way, when the SEAT 1957 appeared in 600, it was clear how many things were going to change. One of them, of course, the progressive replacement of motorcycles by industrial vehicles tourism derivatives. A phenomenon in which, by dates and figures, the Citroën 2CV AZU played the most representative role.
Not surprisingly, it appeared in 1958 being the first model manufactured by Citroën de Vigo. Along with FASA and SEAT, one of the three great pioneers for mass motorization in Spain.
CITROËN 2CV AZU, THE MOST POPULAR VAN
Around 1956, Citroën was already speaking publicly about its intention to settle in Spain. In fact, although at first he wanted to do it in Pamplona, in the end the chosen city was Vigo thanks to its maritime connections and tax advantages derived from having a free zone in its port. So things, in 1958 the production of the Citroën 2CV AZU started. Curiously, under the blessings of some ministries such as agriculture. Fully aware of the advantages of this model for the world of freelancers, allowing them a simple step to improve their businesses.
Also, that made full sense when evaluating the range of the state-owned SEAT. Lacking a model comparable to the Citroën 2CV AZU. What's more, the arrival of a van variant based on the 600 was delayed until 1961. And, furthermore, it did not come from SEAT but from the coachbuilder SIATA. Responsible for assembling in Spain what, not without some success, had been the Formichetta in Italy. A model, by the way, with obvious loading and unloading problems due to the rear position of its engine.
At this point, the Citroën 2CV AZU represented a much more practical option. All this, in addition, joining the formula the suspensions already mounted on the 2CV from which it derives. Perfect for its height when driving this van on rural roads, one of its most common areas of action along with urban areas. And it is that, after all, this model was as prodigal in the city as in the countryside thanks to its low consumption and good charging quality. Regarding the engine, we are talking about the same twin-cylinder mounted on various 2CV series. With 425 cubic centimeters to yield 13 CV at 4.200 revolutions per minute. Figures that, not because they are sober, were no longer enough for a model that, in the end, interpreted the starting signal for vans in Spain.
Photographs: Citroën Origins
