problem when the 2CV does not draw petrol after a long winter break (and it was forgotten to make the petrol stable with an additive before the break). Consisting of: fuel sender with seal, fuel line all the way, petrol pre-filter, petrol pump with spacer plate and screw connection, hose clamps. Simply everything you need to replace the entire intake side from the tank to the carburettor!
connection 5-6mm. Universal fitting.
model. Better start after long immobilisation time. The membrane of the fuel pump does not run dry quickly. Indispensable for vintage cars. For fuel hose with 5,5 - 7,5 mm internal diameter. Diameter 34mm. Construction length totally 100mm.
polyamide'. Natural colour (as original). This polyamide line is resistant to modern fuels containing ethanol! Inner diameter: 4.0 mm. Outer diameter: 6.0 mm. The line fits into the original fuel line holders on the side of the chassis. The line is mounted on the side of the chassis and connects the tank and the fuel pump. Length: 2950 mm
12/1971. The link is in front, laterally mounted at the chassis, and joins the gasoline line from the tank to the fuel hose to the gasoline pump. Dimensions: 6x1x70mm. Or. No.: 5400918. Made in Germany.
pump with hand lever. Because most of 2 cv do not run much and because of high percentage of Ethanol in fuel, the gasoline pump desiccates. With this gasoline pump it is possible to pump fuel by hand, saving the battery after long immobilisation time. Made in EEC.
64mm. Tappet length: 64mm. Or.No.: A1738A
inserted normally only with sealing compound. Made in Germany
Chromated surface, the heads of the push rod are hardened! Suitable for the following engines: A79/1, M28, M28/1. Or. no. AY173-99. Made by Franzose/CiPeRe in Europe.
e following engines: A79/1, M28, M28/1. Or. no. AY173-99
1968, Renault, Peugeot. This seal replaces the paper gasket and is made of "KLINGERSIL". 0,5mm thick. Klingersil is an extremely resistant material, against oils, petrol, alcohol etc.
cut, return not-possible!
cut, return not-possible!
Customer cut, return not-possible!
Diameter: 5,5mm. Fasten please the hose with a hose clamp. Customer cut, return not possible!
identical, to the early time used hoses. Customer cut, a return is not possible!
all 2 and 4-stroke engines. Ideal for our classic cars. Prevents corrosion in the tank and in the entire fuel system. Antioxidants prevent the fuel from ageing (the petrol remains ignitable). Binds and neutralises condensation in the tank. Eliminates starting difficulties when the vehicle has not been used for a long time. And as a special feature, the petrol additive has an octane booster. It therefore increases the ignitability of the petrol (knock resistance). Particularly interesting for regions in this beautiful world where there is no super petrol with at least 98 octane, or if you are involved in motor sports! Packaged in a high-quality aluminium can. Contents: 150ml. Application: 150ml is sufficient for 20 litres of petrol. Fill the tank completely. Fill in the fuel additive. Run the engine for 10 minutes. Done!
corrosion in the entire fuel system. Ensures problem-free immobilization of vintage cars, convertibles, motorcycles, scooters, quads, lawnmowers, chainsaws, and other petrol-driven 2-stroke and 4-stroke engines. Increases operational safety. With long-term effect. 25 ml from the dosing device preserve 5 l fuel. Before decommissioning, add the appropriate quantity to the tank and allow the engine to run for approx. 10 minutes.
Measurement over everything: 460 X 400 x 210mm, pipe connection length = 240 mm. Reproduction.
After more than 30 years, the plastic fuel tanks tend to become brittle (especially at the seam) and can leak (unfortunately a problem of age and modern petrol).
Citroën 2CV, Dyane, Mehari. Diameter: 25 mm. Height: 10 mm. Bore: 8.3 mm.
tank at the chassis. Suitable for Citroen 2CV.
of the fuel tank at the chassis. Suitable for Citroen 2CV. Made in Germany.
are our own reproductions with removable cover. (round cover with 6 mm screw in the middle). Diameter about 41,4mm, bore 10,3mm.
(Vehicles with light brake lines. 3,75mm). Reproduction, optically and technically like original.
Dyane4+6, AK, ACDY, Mehari, AMI. This metal clamp is simply mounted with a screw. It can be used to attach the brake line and the petrol line at the same time. Older 2CVs up to the 1970s also had the clamp mounted on the chassis from above (1x behind the headlight carrier for the petrol line) and 1x below the main brake cylinder on the chassis (for the brake line).
catalog are our own reproductions with removable cover. (round cover with 6 mm screw in the middle). Measurements about 44 x 36mm. 2mm heavily.
improvement for classic vehicles that use a hand pump without a ball valve to deliver water. This ensures that windscreen washer fluid is always available at the spray nozzles. Please note the direction of flow during installation! It also prevents petrol from flowing back in the fuel line (useful for longer periods of inactivity). Please install this valve close to the petrol pump (between the petrol pump and the tank).
protection please put regularly some oil on it.
Before you use the lock, please lubricate it! Note: Close and open the fuel filler cap only by a 1/4 turn! Otherwise the locking teeth can be damaged.
are really well made. They also have a fuel vent, of course. Considering the price and quality, we highly recommend them.
The fuel system of the 2CV remains remarkably simple across all model years. The basic function remains the same for all engines, from the 375cc and 425cc to the 435cc and the final 6-cylinder engine with 602cc.
The 2CV’s fuel tank is located behind the rear axle, under the trunk floor. Throughout the entire production run of the 2CV, there were only two different tank types. Initially, a metal fuel tank was installed, which was used until the 1970s. This tank held 20 liters and featured a drain plug. In the 1970s, the model switched to a plastic fuel tank, which was installed until production ended. The new tank held 25 liters and measured 43 x 39 x 14 cm. The fuel sender is mounted inside the tank, with 6-volt and 12-volt versions available depending on the model year.
If the fuel gauge is not working, the cause is usually the fuel sender and not the fuel gauge itself. The fuel level sensors function as variable electrical resistors that change depending on the fuel level in the tank. So if the fuel gauge does not display a reading, either the power supply is interrupted (on the 2CV6, the connector for the fuel level sensor is located at the rear left in the wheel well under the felt trim) or the ground connection to the fuel level sensor is faulty. The fuel level sensor itself may also be defective. Especially nowadays, when gasoline contains a high percentage of ethanol, the ethanol corrodes the fuel level sensor (as well as the fuel pump, carburetor, fuel lines, etc.). Therefore, inactivity is the greatest enemy of our 2CV, as the open fuel system allows oxygen to come into contact with the fuel (resulting in the formation of acid). Regular driving of the 2CV and other classic cars is important to prevent the formation of corrosive acid caused by ethanol. Early 2CVs up through the 1970s, as well as the AMI6 and Dyane, had small covers in the trunk that concealed the fuel sender. In modern 2CVs, however, this feature was eliminated, so the fuel tank must be removed to work on the fuel sender.
A flexible yet rigid plastic hose connects the fuel tank to the mechanically driven fuel pump.
There were differences in the fuel pumps: The first models had a horizontal inlet, while later models with 435cc and 602cc engines (M28 engine) only had fuel pumps with a bottom inlet and vertical fuel delivery to the carburetor.
We carry all fuel pumps, new fuel tanks, fuel lines, fuel pump pushrods, and spacer plates for every 2CV engine as new parts. Fuel pumps with an additional manual override are also available in our inventory.
The 2CV’s fuel system was also used in the Dyane, Mehari, and AMI. Only the rare 4x4 models (2CV Sahara and Mehari 4x4) and the van versions of the 2CV (AZU, AK) and the Dyane (ACDY) had different fuel tanks.
What all 2CVs, Dyanes, Meharis, and AMIs have in common is the absence of a fuel return line to the fuel tank. This may seem somewhat unusual by today’s standards. The excess fuel produced when starting the engine is drained through the intake manifold. At its lowest point, beneath the carburetor, the manifold has a drain hole through which the fuel drips out over the engine block. This is why you smell gasoline during unsuccessful starting attempts.
It is extremely important that this drain hole is never blocked. If it becomes clogged, fuel accumulates in the intake manifold and can ignite, which in the worst case can lead to a fire in the 2CV.
Here’s a tip: If the 2CV has been sitting for a long time, gasoline flows back from the pump into the tank. This causes the fuel pump diaphragm to dry out quickly. When you start the engine, it then takes a very long time for the fuel to be drawn in (and sometimes it doesn’t work at all). To fix this, simply remove the fuel cap and, while a second person starts the engine, blow forcefully into the tank (place your lips on the fuel filler neck!). This creates positive pressure in the tank, which pushes the fuel forward toward the fuel pump.
As an improvement, we also carry a fuel filter with a check valve. This prevents the fuel from flowing back so easily. Additionally, we offer fuel additives that can be added during a long planned downtime (winter break). These prevent the formation of acids in the fuel for a very long time. Furthermore, you should only use Super Plus gasoline.
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