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Type A | C2 | C3 | C4 | B14 | Traction avant 11 | Traction avant 15 six | 22CV | Type H | 2CV | Ami 6 | Ami 8 | Dyane 6 | Mehari | SM | CX | GS | M35 | LN | Axel | Visa | BX | AX | ZX | XM | Xantia

In June 1919 came the Type A, the first car of the Citroen production. It was the first car built in Europe in any great quantities and was equipped with electric lighting, electric starter and a spare wheel. It was also the first French car with the steering wheel on the left hand side. The Type A was intended for sale to the general public which was copied by all other manufacturers. Its launch price was 7,950 French francs (approx £800).

The design of the Model C was carried out by Edmond Moyet who like his direct boss Jules Salomon had been poached from the Le Zebre. (Moyet was also privately working on his own design of a ‘cyclecar’ which was a few months later to become the Amilcar, and Solomon was subsequently to move to Peugeot and later Rosengart). The brief had been to produce a car that would be below the 5CV fiscal tax bracket and yet be a proper little car rather than the 'cyclecars' prevalent at the time. The Model C was initially launched as a two seat open tourer with a pointed rear 'torpedo' bodywork not dissimilar to the short lived B2 'Caddy'. The model only had one door and this always on the passenger side. Produced between 1922 and 1926.

Many people refer to the Model C as the 'Cloverleaf' (Le Trefle) but this is incorrect. The name 'Cloverleaf' only refers to the three seater car which was introduced on the later C3 chassis to replace the earlier folding seat variant. In the new arrangement the third seat was located like a clover-leaf in the centre of what had been the boot behind the two front seats, with small compartments each side. The rear bodywork was altered to have a rounded back and the spare wheel was transferred from the drivers side to the rear. By 1925 the Tourer was largely out of production and all models had rounded rather than flat wings. Additional Model C bodies in small numbers included  the open Normande 'pickups' favoured by the farming community, the Boulongere delivery vehicles and some special bodies such as the enclosed coupe de ville.

Citroen's British operations commenced in London in 1923 although it was not until 1926 that the Slough factory come on line to assemble Model Cs, if only for a short time before the model was discontinued. The factory assembled the chassis and engines made in France but the bodies were made in Slough and had a British flavour. They were not yellow but a more traditional British maroon. Some specialist sport bodies were are also made.

The B14 was launched at the 1926 Paris Salon. Based around a very lightweight, ladder frame chassis, it featured quarter-elliptic leaf sprung suspension (single front, twin rear) and four wheel drum brakes. Powered by a 1+ litre, sidevalve four-cylinder engine mated to a three-speed manual gearbox, it was reputedly capable of some 80km/h. Manufactured on both sides of the English Channel. The B14 was available with a wide range of body styles including Coupe de Ville, Laundelet and Taxi versions. Produced between 1926 and 1928.

This was Citroens most revolutionary car ever at the time. It incorporated a lot of new ideas, and although some of these had been used on production cars before, the Traction Avant was the first where all these ideas were put together into one mass produced car. The new ideas included unitary construction, front wheel drive, double wishbone independent front suspension, torsion bar suspension and an aerodynamically shaped body with all the weight close to the road. Produced between 1953 and 1956.

1954 Traction Avant 11 Cabriolet.

In the 1938 Paris Motor Show the Traction 15-Six was revealed. Featuring a new front wheel drive, 2867 cc. six-cylinder engine producing 77 hp at 3800 rpm, 16CV. Coupled through a three-speed gearbox it returned fuel consumption of 13 litres/100 km. I was very roomy, comfortable and fast (135 km/h). It had remarkable handling and the 15 was be baptized the "reine de la route" or "queen of the road".

From September 1939 to July 1956, 50 602 examples were built, including 2000 during the pre-war period. 
The Traction Avant's were the most popular mass-produced car of the time.

The Traction 22CV was put on show at the 1934 Paris Salon. Advertising and sales material was produced but the car never went into production. As one might conclude from the model description, the 22 CV was a double 11 fitted with a V8 engine of 3822cc capacity, double that of the 11CV's 1911cc. It was alleged that early prototypes were fitted with a Ford V8 engine. A number of prototypes were constructed and once the decision had been made not to go into production, rather than destroy them, they were fitted with standard 11 CV four cylinder engines and bonnet and wings and sold as 11 CVs.

The Citroen H series van was introduced in 1947, replacing the TUB model which had been in production since 1939. The success of the new design revolved around several revolutionary ideas. The vehicle was designed around the concept of le cube utile (the useful cube), and the combination of front wheel drive and monocoque construction enabled the provision of a remarkably low floor line, something not even bettered by the modern Ford Transit.

2CV fourgonnette
1951-1978
production:
1,246,335

Though the Citroen 2CV was ridiculed when it finally came to market at the 1948 Paris Salon, it soon became a fixture in the French countryside. (World War II and its aftermath had prevented its mid-Thirties design from moving into production for more than a decade.) Ultimately the 2CV would make up for lost time and become one of the most popular motor cars of all time. By 1990, when it went out of production to the great disappointment of many on seven continents, more than five million vehicles were produced, a tribute to the vision of Pierre Boulanger and his faith in the French farmer. Pictured here are the popular Charleston and Beachcomber special editions, 2 of more than 30 available editions.

Ami 6
1961-1971 
production:
1,035,866

Ami 6 break
1964-1971
production:
551,880

The Ami 6 was launched in April 1961 and was built at Citroen's new factory at La Janais on the outskirts of Rennes in Brittany. An estate version was launched in September 1964 and proved to be more successful than the saloon. The interior borrowed the single spoke and some controls of the DS and could be fitted with the Trafficlutch.

Ami 8
1969-1979 
production:
773,344

Ami 8 break
1969-1979
production:
405,804

The Ami 8 was presented to the public as successor of the Ami 6 at the Geneva Motor Show in March 1969, Designed by Robert Ophron and his team, the Ami 8 was more than a face-lifted Ami 6. Though some say that the Ami 8 lacks the unconventional appearance of the Ami 6. The characteristic reverse-rake rear screen was replaced by a fast back and the front end got a smoother look. Mechanically the car was much as before although in September 1969, the Ami 8 became the first A series to be fitted with front inboard disc brakes.

Dyane 6
1967-1984 
production:
1,443,583

Slotting in between the 2CV and the Ami 6. The Dyane was equipped with the proven mechanical parts of the 2CV. A flat-twin engine developing 21 bhp SAE at 5,500 rpm, 2 bhp rating, 4-speed gearbox, maximum speed 100 km/h. It was a saloon that offers all the advantages of an estate, with its rear hatch and fold-down back seat.

The Citroen Mehari is an open car based on the 2CV, with a body made of ABS, and which was produced from 1968 to 1988. It was using the 602 cc engine of the 2CV6. A four wheel drive version of the Mehari was produced from 1980 to 1983 and had excellent off road qualities, due to the lightness of the vehicle.

The SM was Citroen's ultimate demonstration of just how much power and performance could be accommodated in a front wheel drive design. The idea of building a front-wheel-drive performance grand tourer had preceded the SM, but when Citroen acquired control of Maserati in 1968 the practicality of the concept was greatly increased as Maserati had the high performance engine expertise that Citroen lacked. Engineer Alfieri created a compact all-alloy V6 of 2.7 or 3 litres and this, combined with Citroen's unique hydropneumatic suspension, self centering power steering and swiveling headlights, all clothed in a delectable body by Robert Opron, combined to form one of the most fascinating and desirable of all performance GT's.

CX break
1976-1991
production:
128,185

The CX was first seen in the late summer of 1974 – the new purpose-built factory at Aulnay-sous-Bois, North of Paris, was opened in 1973 and production of the CX eventually got under way during 1974 for the press launch, in Sweden, in August. The UK launch, in June 1975, for the initial right hand drive CX2000 models heralded the end of the DS and the start of a new career of big Citroens.

GS break
1971-1981
production:
391,243

GS Birotor
1974-1975
production:
847

GSA
1979-1987
production:
565,009

Citroen brings out the GS, a mid-range family saloon. Boasting the same constant-height hydropneumatic suspension as the DS and CX, it is the world's most aerodynamic production car. Connoisseurs are quick to recognise the qualities of the GS, which celebrates its debut year with no less than eight international prizes, including the Art and Industry Prize, the European Car of the Year Award, the British Car of the Year Award and the Style Auto Award.

The M35 was made which used a 49 hp NSU Wankel engine in modified Ami 8s as 2+2 coupés, bodies built by Heuliez at Cerizay. They have hydropneumatic suspension like the GS and DS with a top speed of 89 mph. Six were made in 1969, 212 in 1970 and 49 in 1971, as prototypes. They were meant to be bought back by the factory after consumer testing, but some survived.

They had Prototype Citroën M35 n^o. and a number painted on the front wing 

LNA
1978-1985
production:
164,275

Citroen sold the LN in its native France only, but the more powerful LNA was introduced in 1983 and was exported to Britain and most of the rest of Europe. It had the more powerful and modern two-cylinder 652 cc engine of the Visa and later a 1.1 L four-cylinder engine was added which had a top speed of nearly 90 mph on the LNA 11E and 11RE. But like the smaller engined LN, the LNA was cheap to buy and cheap to run.

Citroën LNA production ceased in the summer of 1985, while the Talbot Samba survived another year. But the Peugeot 104, from which these two cars were spawned, remained in production until 1988.

The Axel was sold by Citroen dealers in some western European markets but was not a great commercial success. The Axel was never officially imported into Britain.

The Visa was launched at the Paris Salon in 1978 to replace the Ami 8. The development of this new compact car started life in the early 70's as 'Project Y2'. Initially using the Fiat 127 platform, once the rapprochement with Fiat ended, the project was redefined. It now incorporated a genuine Citroën floorpan with a torsion bar suspension. The original design brief called for the use of either the air-cooled 2 cylinder or the air-cooled 4 cylinder engine from the GS. Pictured here is a Visa 10E and a Visa11RE.

BX break
1985-1994
production
186,827

This was one of the first cars to really benefit from the merger of Peugeot and Citroen in 1976, the platform being shared by the more conventional 405 that appeared in 1988. The features that really set this car apart was the traditional Citroen hydropneumatic suspension, extensive use of plastic body panels and disc brakes all round. The car also benefited from Bertone styling that looks interesting even today. This was also a practical vehicle, featuring a hatchback rear, four doors and a decent amount of space.

The popular and inexpensive 1980's supermini with lightweight fuel-saving bodywork and engines shared by the early Peugeot 205 and later 106. Angular styling betrays its age and revised models came from late 1991. Sportier GT and GTI models were more entertaining to drive, while diesel versions are swift and amazingly frugal giving up to 60 mpg on a long run.

The ZX was launched on 16 March 1991 and filled the gap flanked by the AX and BX. Only one body style was offered at launch, which was a five-door hatchback. This was quickly extended to include a three-door variant and an estate. Maximum advantage was taken to trim down expenses and the ZX shared many of its components with the Peugeot 305 including the floorpan.

XM break
1991-1999
production:
31,035

Unveiled in spring 1989 as a replacement for the CX, the XM wins the Car of the Year title. It is equipped with Hydractive suspension, the first intelligent Hydropneumatic suspension system to be installed into a mass produced car. Available in the estate version from 1991, Citroen's flagship model was available with a choice of petrol or diesel engines, the exclusive model being a V6 24-valve engine developing 200 bhp, which made its appearance in July 1990.

In spring 1993, the sleekly elegant Xantia arrives on the scene, heralding the retirement of the BX. The Xantia was fitted with an update of the intelligent hydropneumatic suspension of the XM,  Hydractive II, and a self-steering rear axle. Under the skin of the Xantia, concealed by the striking looks that won universal acclaim, lies the full power of Citroen technology. A wide choice of petrol and diesel powerplants were available with the estate and saloon versions.

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