Citroen

Citroen is a Car manufacturer French founded in 1919 by André Citroen which belongs to the group PSA Peugeot Citroen since 1976.

Citroen was always famous for its technologies of avant-garde and, on several occasions, revolutionized the world of the motor-car industry. The mark in particular created the Traction Before in 1934, the utility H, the 2CV, DS, SM or the CX, etc…

The sales of Citroen reached in 2006 a new record with 1.406.000 vehicles (0,8%), including 1.071.000 (2,9%) in Western Europe and 335.000 (+14,9%) out this zone.

History

Beginnings

With leaving the First World War during which it founded and directed an important manufacturing plant of Obus, the polytechnician André Citroen, decides to create, in 1919, its own brand of car.

Historical models

Type has: 1919-1921. First car of great series, with easy control. Exist in many versions: sport, van, caterpillar tractor, etc
5 CV Type C: 1921-1926, two or three places, body out of sheet nailed on wood, not of front brakes, 60 km/h, electric starter, side valve engine of 4 cylinders 856 cm ³ cooled by thermosiphon, three speeds. Suspension with leaf springs. Called bottom-of-hen because of its pointed back. The version in three places will be called Trèfle . Let us note the absence of door on the left.
B2 : 1921-1925. Replace to it standard A. Existe out of caterpillar tractor.
B10 : 1924-1925. Body any steel. 3 speeds.
B12 : 1926-1927. Side valve engine of 4 cylinders 1 453 cm ³
It does not have there B13.
B14 : 1926-1928. Drum brakes before and backs. 5 places. Great success: more 100 000 manufactured.
B15 : 1928. Van with closed cabin
C4: 1928-1932. Replace B14. The engine uses a water pump for cooling and a lighting by Delco. Floating engine antivibrations.
C6 : 1928-1932. 1st Citroen with six-cylinder motor. Appearance of the panes securit . As a basis for the model with caterpillars of the yellow Croisière is used.
Citroen Rosalie 8,10 and 15: 1932-1933. Succeed C4 and C6 and announce front traction. The version 8 CV beats all the records.
Traction before 7,11,15: 1934-1957. The version 22 CV (speed maximum: 140 km/h) will never be produced because of the financial problems of the mark and problems of development. It will be the 15 CV (1938) which will hold the role of carry-flag of the range.

The adventure

The beginning of the history of the mark is also marked by the great forwardings organized by André Citroen through the the Sahara (the crossing of the Sahara in 1922), the Africa (the black Croisière in 1924-1925) and the Asia (the yellow Croisière in 1932-1933). These forwardings, directed by Georges-Marie Haardt and Louis Audouin-Dubreuil, used caterpillar tractors Citroen-Kégresse and were to prove the robustness of the cars of the mark. These adventures were the subject of films and scientific exposures since journalists and scientists belonged to the teams (Pierre Teilhard of Chardin took part in the yellow Croisière ).

André Citroen lent also vehicles to the Admiral Byrd which used them with the South pole in 1934. An attempt at crossing of the Canada and Alaska (the white Cruising in 1934) showed a total failure.

Publicity

The mark acquired a strong image on the advertizing level. André Citroen was one of the first managers of undertaking to attach much importance to the communication. According to him, the mark was to be known of all, as of more the young age. Thus it lays down an objective: " The first words of a child will have to be " Dad, Mom and Citroën" ". Accordingly, it launches the Citroen Toys, which are of the Citroen miniatures which accurately reproduce the various models of the mark.

But the children are far from being only aimed in the communication campaign Citroen and in addition to its forwardings, it especially succeeds in making install a luminous posting of the name of the company on the Eiffel Tower, of 1925 to 1933.

It sets up companies of bus and Citroen taxis, makes pose signposts on all the roads of France (today very required of the collectors), which strongly resemble the panels of the Citroen network!

Lastly, Citroen publicity is made by the technical innovation which forms integral part of the brand image and makes it possible to make speak, create sensation with almost each Living room of Auto : introduction of the assembly to the chain in Europe, body all-steel, floating engine (of which it shows reliability while making turn the " Small Rosalie" , based on a frame completely of series, on the ring of Montlhéry in 1932… the car will have traversed 300 000 km !) and of course front Traction.

But, if the impact of the publicity of Citroen on the French population is undeniable, and thus that the mark, in the years 1930, is known general public, it should not be forgotten that the cost of these publicity campaigns remains very important, and is, for much, person in charge of the Faillite of Citroen at the end of 1934.

The Michelin years

In 1935, Michelin thus takes the control of Citroen. Its mission first will consist in refunding the debts left by André Citroen (who dies out in August of this year, corroded by a cancer). For that, Michelin business with the continuation of the sales launch of Traction, in version 7 and 11 CV. The version 22 CV with V8 engine wanted by André Citroen will never be born, because of its cost considered to be too high by Michelin, because there were too many specific parts. Moreover, the prototypes of the 22 had compotement road enough “understeer”, two of the specimens of tests having been lost in accidents. All the prototypes were reconverted, today, however, some impassioned counterparts of the 22 realized.

The same year, Michelin launches the project 2CV. Goal of the project: " motoriser" rural France, and thus to sell more tires! Indeed, if Michelin chose to repurchase Citroen, they is well because he was the first French manufacturer and thus one of the important customers of Michelin, if not largest. And, knowing that a car represents five tires, by selling an economic small car, the sales of tires were to take off. Such was the starting logic of the project 2CV!

In 1938, Michelin upwards extends the Traction range while launching the 15 CV to six-cylinder motor.

In September 1939, Michelin is on the point of launching the 2CV to the Living room of Paris. A preproduction of 300 specimens had been produced. But the release of the war compromised this launching. Of these preproductions, there are still five specimens today (including one transformed into record player, with the museum of the Henri-Malartre Car of Lyon, in Rochetaillée).

During the Second world war, the Citroen factories idled in 1941 and 1942 and were completely stopped in 1943, because of the bombardments combined on Paris.

The prototypes and 200 specimens of aluminum preproduction of a revolutionary small car were destroyed or hidden in Auvergne by a team of engineers (cf site of Citroen France). It is not known if it were a question of hiding them German, or to protect them from the future bombardments. This car will become, in 1948, after a complete handing-over flat, the 2CV.

In 1955, Citroen assoit a little more its technological domination while leaving the DS which was equipped with the system of suspension Hydropneumatique which made its legend (this system appeared nevertheless on the last version of Traction: the 15 six H only on the aft wheels). The DS was equipped with a power-assisted steering, hydraulic brakes (discs with before) and also of a hydraulically-operated semi-automatic box; all was animated by the pump high pressure of the car. This suspension which brought handling and comfort was to make the reputation of SM, GS, CX, BX, XM, Xantia and today C5 and C6.

In 1965, Citroen took the control of Panhard in the hope to use competences of this mark for the cars of midrange in order to fill the gaps of the Citroen range: it indeed missed a car between the 2CV and the large DS/ID. the industrial tools of Panhard also interest Citroen. Quickly the Panhard factories will manufacture more light vans 2CV than of Panhard. Citroen having blocked all the upgrading capabilities (four-cylinder motor, model 24 in 4 doors, 24CT with Maserati engine), 1967 mark end of the automobile production Panhard.

In 1968 Citroen buys Maserati, the Italian manufacturer of sport scars in bankruptcy and lance the SM, with a V6 engine coming from Maserati. SM was technically close to DS. This car represented such a level of investment that the sector WP with him only could not support it, even in the best circumstances. These last were in fact rather unfavourable: the Oil crisis of 1973 slowed down the sales of cars WP, as well as the brittleness and the high cost of the maintenance of the Maserati engine. SM was built in only 12.920 specimens.

Enormous losses at Citroen were caused by the failure of the company concerning the rotary piston engine Wankel of Comotor, dispersal on too many fields (heavy trucks, helicopter with rotary engine, etc…), more the strategic error of miser 15 years without new model in the average and advantageous range of the European market, and massive costs of development for the models of GS, CX, SM, Birotor, Bora, Merak, and Khamsin, all the wonders of technology. Citroen could not face any more financially with all its expenditure, and could not resist the expenses of the automobile market which accompanied the Oil crisis by 1973; it was led to the bankruptcy in 1974.

Michelin, majority shareholder of the mark, then planned to sell it with FIAT which increased its participation considerably, without arriving in the majority and thus at the control of Citroen, the government put its veto besides at the transfer with FIAT…

The French government has fears great job losses and asked Peugeot to absorb Citroen in 1975. The combined company is known from now on known under the name of PSA Peugeot Citroen. This governmental play also laid down to sell Berliet with Renault to concentrate the French sector of the industrial vehicles, which was made.

PSA liquidated Maserati with DeTomaso in May 1975, and the Italian company exploited the prestigious mark Maserati to sell tens of thousands of models lately designed of Bi-Turbo.

The Peugeot years

The cohabitation of the two marks proved to be difficult lasting more than twenty years. Indeed, all seemed to oppose the two marks: Peugeot was a priori a very preserving mark (not completely exact besides, for proof 204 which inaugurated the new provision, generalized today, of the engine traversal), while Citroen was technologically innovating in particular by its aerodynamic suspensions and its concepts (not by its mechanics always a little in withdrawal).

The Citroen research department in metamorphosed fate: some of its members left (like Robert Opron, designer of the restylées DS, GS, SM and CX), others remained but accept badly the new direction, in particular the standardization. The first models leave Citroënistes skeptics as for the future of their mark: the LN (1976) is one 104 half-compartment with an engine of Dyane (marriage however successful).

Nevertheless, PSA financially was successful at the beginning, with models like the GS and the CX. PSA also made evolve/move already existing range: the 2CV is declined in many limited series, the CX master key with the Diesel, and the GS becomes " GSA" in 1979, with a popular Forage ladder back.

The financial position of group PSA, with the beginning of the year 1980, appears very bad. Indeed, the repurchase of Chrysler-Europe (ex- Simca, in 1979) was difficult to digest for Peugeot, and it is necessary to add to that the second oil crisis of 1979 which still will weaken the manufacturer.

BX (1982) is the fruit of this difficult time. Its personal line and the presence of the hydraulic suspension does not make forget that it is equipped with the same power plants as the 305 Phase II. This integration of Peugeot elements in a Citroen was rather badly lived within the research departments of the mark to the rafters, but the launching of the BX was urgent and was to be a succès : the future of the Citroen mark depended on the BX, the same manner that of Peugeot depended on the 205. It is without question the success of these two models, as well as disappearance, in 1986, of the mark Talbot, which allowed the safeguard of group PSA.

But the BX, engine of a range which had aged, was not to remain seule : AX (1986) and the XM (1989) were charged to shoulder it.

The launching of the XM in 1989, the replacement of the BX by ZX and the Xantia (respectively in 1991 and 1993), as well as the restylage of the AX in 1992, mark the beginning of the era of quality at Citroen. But the beginnings are difficult with the electric problems of XM (and also of the 605) due to the launching too precipitated by the chairman of PSA Jacques Calvet, and especially, with the wire of time, the mark with the rafters does not appear creative any more. The Citroen become clones of Peugeot already existantes : the Escape (first monospace of the mark, 1994), the Sax (1996) or the Berlingo (first ludospace of the automobile history, 1996), developed on common platforms with Peugeot. Moreover, the more personal models and of very great diffusion like the ZX or the Xsara (1997) appear too timid from the point of view of the style.

Thus, the image of Citroen became in twenty years that of a car manufacturer like another, with like characteristic to sell cars at relatively reduced prices. It was thus advisable to give fresh impulse to the mark, while maintaining the level of reliability and acquired quality.

Rebirth

Since the advent with the presidency of group PSA of Jean-Martin Folz, the Peugeot-Citroen cohabitation seems to have found a balance. The two marks assume their differences and the savings in costs are not done any more with the detriment of the style. C1, C2, C3, C4 and C5 restylée have a strong stylistic identity fixed under the impulse of Jean-Pierre Ploué the director of the Citroen style and successor of Flaminio Bertoni (designer of Traction, DS, 2CV) or Robert Opron (SM, GS, CX). In April 2006, C6 is put on sale: it has several aspects of the CX (concave rear window) and shows that Citroen dares the unusual one.

The old factory of Paris (XVe district), on banks of the the Seine Quay of Javel (or I swallow by the Panhard ists as from 1967), was transformed after its demolition into a vast public park (Parc Andre Citroen) girdled of a program of residences and tertiary buildings.

The factories historically Citroen are with Aulnay-sous-Bois, Rennes-the-Janais and Vigo (Spain), but the factories of the group PSA Peugeot Citroen manufacture now indifferently vehicles of the two marks.

Various models

It is not easy to classify the Citroen models in the usual categories. Indeed, Citroen was characterized a long time by models with ambiguous positioning, with horse between two market segments. The DS itself, thanks to its variation ID, positioned between the midrange and the high-end. In the same way, until 1961, Citroen did not have a car of midrange between the 2CV and the DS. The direction filled a little this gap by creating the Friend, which can be regarded as lower averages. It is the GS, in 1970, which made it possible to occupy the high part of this market segment, as a small DS, like the Friend was large a 2CV.

Since Friend 8 was not replaced after his disappearance in 1979, the GSA then its replacing BX had to deal also with the average segment low in addition to the high means. The ZX regulated the problem in 1991 while being remote replacing of Friend 8 and filling thus again the lower average segment. Again, in 2001, Citroen tried to position C5, however replacing of Xantia, between the segments high and high means to try to hide the decision not to renew its high-end, the XM. An ambiguous positioning which did not help the career of C5. With an important restylage, as well as the exit of its true high-end, C6, the higher positioning of the Citroen range becomes again more coherent, but the very late launching of C6 contributed to its very mitigated success, the more so as the completion is not on the level of the tariff claims in comparison with its principal competitors (in particular Audi or BMW)

In fact, if case XM/C6 is excluded, since the launching of the ZX, Citroen found a model for each of the four big families of model - small, average lower, average higher, high - (that it had only of 1970 to 1979 when Ami and GS coexisted), with, now, a clear positioning.

Low range

Citroen was essential like a specialist in general-purpose small cars. The most known model is undoubtedly the 2CV which was essential in France on beginning of the year 1950 before becoming a world success and to reach the statute of car worship in the years 1970. Several models were derived from the 2CV, it is the case of the Dyane and the Méhari, and, in low average range, of the Friend 6 and the Friend 8 which have the same frame as the 2CV as well as an engine twin-cylinder (except for Friend 8 become Super with the engine 4-cylinders of the GS).

After a bad patch during the years 1970 and 1980 during which the low range was occupied by models without real personality, Citroen set out again of before in 1986 and 1996 with the AX and Sax (the Sax being a modernization of the technical base of the AX). These economic models and reliable met one big hit.

Since the arrival in the center of style of Jean-Pierre Ploué, small the Citroen added to their dynamic and economic qualities a stylistic originality (C2 and C3 indeed post forms very different from competition).

Citroen, to counter Renault which proposes of Twingo and Logan in the neighborhoods of 9 000 euros, tied a partnership with Peugeot and Toyota to produce a small size, called C1, produced in a Czech factory , but the price ratio/equipment remains unfavorable to C1…

2CV (1948 - 1990)
Citroen Dyane (1967 - 1983) and Acadiane (1978 - 1987)
Méhari (1968 - 1987)
LN and LNA (1976 - 1986)
Citroen Axel (1984 - 1988)
Visa (1978 - 1988)
AX (1986 - 1997)
Sax (1996 - 2002)
C2 (2003 -)
C3 (2002 -)
C1 (2005 -)

Low average range

To fill the open hole between the 2CV and the DS, Citroen left, in 1961, a 3CV: friend 6. Although narrowly mechanically derived from the 2CV, it had higher claims with, inter alia, an engine of 602 Cm3 (instead of the 425 Cm3 for the 2CV of the time) and had its own style, a three-volume with its characteristic reversed rear window. It was replaced by Friend 8, result of a large restylage of Friend 6 with the disappearance of the reversed pane, shocking for some, with the profile two-volume, more “traditional” at Citroen. Its production was stopped in 1979, without real replacing.

It will have to be waited until 1991 so that Citroen replaces Friend 8 indirectly and places a model between the AX and the BX. In fact the ZX was criticized much by the press disappointed by its lack of esthetic savor. It will never be essential really commercially but will make reliable the technical base which Xsara in 1998 took again. The latter, destined for her beginnings small Xantia because it was stylistiquement very close to its elder, sat the positions of Citroen in the market of the compact cars. It is also the first Citroen to have received a variation monospace compact (Picasso). Very recent C4 joins again with a style which points out the GS and with a suspicion of innovation with a hub wheel fixes…

The vehicles of this category were often selected to represent the mark in competition: the ZX gained several times the Paris-Dakar and Xsara was world champion of the rallys to three recoveries (the last in private stable) with the pilot Alsacien Sebastien Loeb…

Friendly 6,8 and Super (1961 - 1979)
ZX (1991 - 1997)
Xsara (1997 - 2004)
Citroen C4 (2004 -)

High average range

The first Citroen of the modern era to be developed to enter a segment of high average range is the GS, left in 1970. It is a car typically Citroen: front traction, four-cylinder motor flat longitudinal boxer cooled by air, independent wheels, braking high pressure with 4 disc brakes, hydropneumatic suspension and thorough aérodynamisme. Named advanced GS GSA, left in 1979, consisted of a minor recasting on the level of the style (replacement of chromiums by plastic black and gray, instrument panel and satellites) but major on the level of its structure, since it became one 5 door by finally adopting the claimed forage ladder with high cries by the customers instead of the separate trunk of the cockpit.

Although stopped in 1986, its replacing entered in scene since 1982, it was the BX. Whereas it had almost the same length (4,23 m instead of 4,18 m for the GSA and 4,12 m for the GS) that which it replaces in the range, the BX is broader. Although Citroen succeeded in keeping the hydropneumatic suspension (even if it is strengthened), the 4 disc brakes and the style two-volume of the GS-GSA, the Peugeot transferee put his engines at water cooling including one diesel , but imposed at it a nose gear pseudo-McPerson, less expensive to produce (and doing better to work the modern tires), but less stable and insulator that the double superimposed arms with null offset of the GS and CX, and this, to the great displeasure of the originator of SM. The BX was a business success all the same, reaching in the first years the third walk of the podium and the 7% of the French market. Xantia, presented at the end of 1992, succeeded to him gradually until the stop of the production at the end of 1993. Its replacing passed to 4,40 m, making a little more place to the ZX.

Citroen Type has (1919-1921)
Citroen Type C (1921-1926)
Citroen B2 (1921-1926)
Citroen B10 (Body Any Steel) (1924)
Citroen B12 (1924-1926)
Citroen B14 (1926-1928)
Citroen C4 (1928-1932)
Citroen C6 (1928-1933)
Citroen Rosalie 8,10,15 (1932-1934)
Citroen Traction Before 7,11 CV (1934 - 1957)
GS and GSA and birotor (driving rotary) (1970 - 1986)
BX (1982 - 1994)
Xantia (1993 - 2001)
C5 (2000)

High range

One finds in this market segment the models headlight of Citroen: front Traction, DS or the CX. These are the cars which made it possible Citroen to establish its reputation of innovating manufacturer on the technological levels and stylistics. Front Traction introduce an aerodynamic body and of course, the transmission with the nose gear wheels. The DS reveals the hydropneumatic suspension. The CX have a gigantic windshield wiper (monobalai), a concave rear window and direction DIRAVI (power-assisted steering with variable control) of SM.

These cars were in particular used by the Presidents of the French Republic. Charles de Gaulle rolled in Traction then in DS, Georges Pompidou and Valery Giscard d'Estaing with SM presidential, Jacques Chirac used one CX as well as SM presidential. After a few years of absence, Citroen carries out its great return the July 14th 2005 when President Chirac uses C6 presidential for the military procession, whereas the model of series is not marketed yet. Nicolas Sarkozy used to him also C6 during the transfer of power.

C6 (1929 - 1932)
Rosalie 15 CV (1932 - 1934)
Traction Before 15 CV (1938 - 1956)
DS and ID (1955 - 1975)
SM (1970 - 1975)
CX (1974 - 1990)
XM (1989 - 2000)
C6 (2006)

Range 4x4

In collaboration with Mitsubishi, PSA launches for Citroen in September 2007 a new model, C-Crosser. A model twinned with the 4007 of Peugeot and Outlander de Mitsubishi whose PSA will take again the same frame. This model placed top-of-the-range makes it possible Citroen to open at a market in full expansion: that of the SUV.

C-Crosser (2007)

Van and large “monospace”

TUB then TUC (1938 - 1942) Traction Utility of type B (or Low)

Standard H (1947 - 1981)
C15 (1984 - 2005)
C25
C35
Berlingo
Jumpy
Jumper
Escape (1994 - 2002)
C8 (2002 -)
Citroen Nemo (2008 -)

Heavy trucks

23 (1937 - 1967)
45 (1937 - 1954)
55 and derived (1955 - 1967)
350,700 known as Belphégore (1967 - 1975)

Completions VTR and VTS

VTS (Vehicle of Sporting Tourism) is an abbreviation, deposited by Citroen, used in the names of certain car models, such as the Citroen Xsara or, more recently on the Citroen C4. It is about a completion comprising an interior (seats, flying,…), an outside (rims, becquet,…) and a sporting engine (ex: 2.0L 16V - 180ch for C4).
VTR (Vehicle of Racing Tourism) is an abbreviation, deposited by Citroen, used in the names of certain car models, such as the Citroen C2. It is about a completion comprising an interior racing (seats, flying, etc…) and a small sporting engine (ex: 1.6i 16V).

Logo

The Citroen logo evolved/moved during time. Pre-war period, it profited from a yellow treatment on blue bottom. After war, one finds more discrete rafters, generally on white zone. In the search of a new image during the Eighties, the logo becomes white on red bottom to give an impression of dynamism (this evolution was underlined by publicity “the rafters see red”).

The origin goes up of a voyage in Poland at twenty-two years, André discovers a process of size of the Engrenage S in the shape of rafter used in Minoterie. It buys the patent to transpose it to steel.
Mécaniquement gears with Dentures Hélicoïdales (homokinetic Joint) causes an axial load, and it is by the addition of gears with opposite helical teeth that this effort is cancelled. According to the visual angle, one can see double rafters there.

Event

Gathering of collectors with Interlaken, in Swiss

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