Thanks for that Jack, I enormously enjoyed reading it. Brings back so many memories. Mine had the back seat which was held by a catch, no nuts and bolts, 30 seconds and it was out ready for the picnic! Memories are a bit dim now but I'm sure mine had the inertial dampers - it definitely had the drum front brakes and not the much more desirable discs. The shoes were an absolute b****r to set up because the fixed end of the shoes mounted on eccentric "pegs" - like the early Land Rovers - You were supposed to use a radiusing tool which mounted to the hub and then you rotated it whilst adjusting the eccentric to achieve touching of the lining all round it's radius. I didn't have the tool and was shown how to apply blackboard chalk to the inside of the drum, fit the drum and, with the brake very lightly applied, rotate the drum so the lining rubbed against it and the chalk was transferred to the lining. Then you slid the drum back and observed where the chalk marks were and adjusted the eccentric, just a "nudge" each time, to increase coverage. Invariably this process went on and on with new chalk being applied, until eventually the drum and lining were aligned.
I remember too the points which were behind the fan. the fan was mounted on the crankshaft nose on a taper, unkeyed, so had to be tight to transfer the drive but had to be removed for access to the points. The tapered crankshft "nose" was quite small diameter, fragile and prone to breaking off even when the correct Citroen puller was used. it was always a "squeaky bum" experience changing the points! Some time later a Citroen mechanic suggested cutting off two opposing fan blades (so balance is retained) then you can get to the points without removing the fan. He said he'd done it and there had been no cooling problems. Think about it said he, these cars operate in all climates all over the world. The heat you get in Britain is nothing to them. It took me some time to decide to do what he suggested but eventually I did and doing points became a relative pleasure from then on - and she didn't have any overheating problems either.
Having worked with the very similar wee DAF air cooled twins, which used very similar heat exchangers on the exhausts to provide hot air to the cabin, I was nervous about this way of doing it. Why? The Dafs used a cast aluminium finned arrangement on the exhaust headers - I think it was cast in place on the pipes? - surrounded by steel ducting which allowed the heat from the exhaust to be used to heat the air for the cabin. The Citroen used a similar system (I actually never had a Citroen one in pieces though so have only seen pictures) The Daf ones would corrode the header pipes - Aluminium and steel are not happy bedfellows - until they were holed whereupon you were pumping exhaust gasses directly into the cabin. Not many got to this stage, but I've seen a few, and the only cure was to fit, relatively expensive, new exhaust headers (manifolds to you sir). Anyone with Citroen experience know if they suffered the same problems?
Oh dear, all this is kindling great nostalgic feelings in me. I'd love to have one again. I've always had a real hankering after the Acadiane, maybe I could justify it to Mrs J on grounds of practicality and cheapness of operation?