Citroën

Citroën

File:Citroën logo.svg Logo of Citroën
Company type	Subsidiary
Industry	Automotive
Founded	June 4, 1919 (1919-06-04) in France
Founder	André Citroën
Headquarters	Saint-Ouen-sur-Seine , France
Area served	Worldwide
Key people	Pierre-Jules Boulanger (former president), André Citroën (founder)
Products	Automobiles
Parent	Stellantis (since 2021)
Website	www.citroen.com

Citroën () is a French automotive manufacturer established on 4 June 1919 by André Citroën. Since 2021, it has been part of Stellantis, having formerly belonged to the PSA Group after Peugeot acquired an 89.95% stake in 1976. The company’s main office is situated at the Stellantis Poissy Plant in Saint-Ouen-sur-Seine, with its research and development facilities located in Vélizy-Villacoublay, Poissy, Carrières-sous-Poissy, and Sochaux-Montbéliard.

Citroën gained recognition for pioneering automotive technology with the 1934 Traction Avant, which was the first mass-produced vehicle to incorporate front-wheel drive, independent suspension on all four wheels, and a unibody design that did away with a separate frame.

In 1954, the brand unveiled the world’s inaugural hydropneumatic self-leveling suspension system, followed by the groundbreaking DS model in 1955, notable as the first mass-produced car equipped with modern disc brakes. By 1967, several models featured swiveling headlights that enhanced visibility on curved roads. Over the years, Citroën has received numerous awards both nationally and internationally, including three European Car of the Year honors.

History

André Citroën graduated from the École Polytechnique in 1900. During a visit to Poland, he secured the patent for double helical gears, leading him to found "Citroën, Hinstin et Cie," a company manufacturing V-shaped helical gears with a workforce of around ten employees.

From 1908 until World War I, Citroën collaborated successfully with Mors. During the war period, his factory produced armaments but he planned to transition to automobile production once peace returned to make use of his modern facility.

Early years

By 1916, Citroën commissioned engineer Louis Dufresne to develop an 18-horsepower car intended for post-war manufacturing. He later revised this approach after drawing inspiration from Henry Ford, opting to produce a lighter vehicle of high quality, manufactured in large quantities at an affordable price point. In 1917, Jules Salomon was hired to design a robust and well-equipped 10-horsepower car that would be cost-effective.

This effort culminated in the Citroën Type A, which was announced in March 1919 and began production in May at the Quai de Javel factory in Paris. It was first displayed at the "C42" showroom on the Champs-Élysées, borrowed from Alda’s owner Fernand Charron, who subsequently became a significant investor. The initial delivery took place on 7 July 1919. Production numbers reached 2,810 vehicles in 1919 and increased to 12,244 by 1920.

In 1919, André Citroën nearly sold his company to General Motors, but GM declined due to concerns about management and capital; thus Citroën remained independent until 1935.

Between 1921 and 1937, Citroën manufactured half-track vehicles utilizing the Kégresse track system for military and off-road use. The U.S. Army adopted this design under license and produced over 41,000 such vehicles during World War II. After France was occupied in 1940, many of these half-tracks were seized and armored by Nazi forces for their own purposes.

Citroën famously used the Eiffel Tower as a large-scale advertising platform and sponsored expeditions across Asia (Croisière Jaune), North America (Croisière Blanche), and Africa (Croisière Noire) to showcase the performance of Kégresse-equipped vehicles under extreme conditions. These journeys also involved scientists and members of the press.

Demonstrating durability and market appeal, a Citroën model from 1923 completed a pioneering circumnavigation of Australia in 1925; this historic vehicle is now preserved at the National Museum of Australia.

In 1924, Citroën teamed up with American engineer Edward G. Budd, renowned for stainless steel railroad car bodies. At that year’s Paris Motor Show, they introduced the Citroën Type B10, which was Europe’s first car with an entirely steel body. Although initially successful due to its competitive pricing, sales eventually declined as competitors launched newer body designs, resulting in financial setbacks.

To address these challenges, in 1927 Lazard bank provided capital infusion and restructured debt by acquiring shares in Société de Vente des Automobiles Citroën (SOVAC), joining its board alongside directors Raymond Philippe, Andre Meyer, and Paul Frantzen. To distinguish its offerings amid fierce price competition during the late 1920s and early ’30s, André Citroën introduced the Rosalie in 1933—the first diesel-powered passenger car developed commercially with assistance from Harry Ricardo.

Traction Avant

The Traction Avant was a trailblazer in popularizing three fundamental automotive technologies still prevalent today: a unitary body without a separate chassis, independent suspension on all four wheels, and front-wheel drive. Before its introduction, most automobiles adhered to the Ford Model T blueprint—featuring a body mounted on a ladder frame, a solid rear axle, and rear wheel drive. Although the Model T design was economical, it compromised handling and increased vehicle mass. The Traction Avant’s engineering breakthroughs established a new benchmark for car design.

In 1934, Citroën engaged the American Budd Company to create a prototype that ultimately led to the 7 fiscal horsepower (CV) Traction Avant.

The project’s swift advancement, including factory upgrades completed within five months and a robust promotional campaign, rendered the Traction Avant an expensive venture for Citroën. By December 1934, despite backing from Michelin, Citroën declared bankruptcy. Within weeks, Michelin—already its largest creditor—acquired majority ownership. The technologically advanced Traction Avant enjoyed strong consumer acceptance, and Citroën continued to emphasize innovation as a competitive edge well into the late 1990s.

Pierre Michelin assumed the chairmanship in early 1935, appointing Pierre-Jules Boulanger as vice-president and head of engineering and design. That same year, founder André Citroën passed away from stomach cancer.

Research Breakthroughs

Pierre-Jules Boulanger, a decorated air reconnaissance officer from World War I, joined Michelin in 1918 under co-founder Édouard Michelin. He became a board member in 1922 and took over as Citroën president in 1938 following Pierre Michelin’s death, serving until 1950. In that year, he also assumed joint managing director responsibilities at Michelin.

During the German occupation of France in World War II, Boulanger defied German directives by refusing direct communication with Dr. Ferdinand Porsche and Nazi officials. He coordinated deliberate production slowdowns and sabotage efforts targeting trucks destined for the Wehrmacht, actions that led to his inclusion on a Gestapo blacklist.

Under Boulanger’s leadership, Citroën’s research team—including innovators such as Paul Magès—continued clandestine development of revolutionary vehicles despite occupation restrictions: the compact (2CV), the utilitarian (Type H), and the technologically advanced family sedan (DS). These models were regarded as groundbreaking by contemporary automotive journalists and cultivated brand loyalty typically associated with specialty manufacturers like Porsche and Ferrari.

2CV

Introduced at the 1948 Paris Salon, the Citroën 2CV (Deux Chevaux) was equipped with a simple two-cylinder engine designed to replace horses for rural French customers. It offered affordability in both purchase price and operation, featuring an innovative soft suspension system with interconnected elements but no complex self-leveling mechanisms. The 2CV remained largely consistent throughout its production run until 1990, with nine million units produced, securing its status as an iconic staple of French motoring culture.

DS

Launched in 1955, the DS marked the first comprehensive use of Citroën's hydropneumatic self-levelling suspension technology, which was initially trialed on the rear suspension of the Traction in 1954. It also became the pioneer production vehicle to feature modern disc brakes. A unified high-pressure hydraulic system powered the power steering, suspension, and fully assisted brakes—where braking force was independent of pedal pressure. The semi-automatic transmission utilized a hydraulically controlled gearshift, supported by an automatic clutch that eliminated the need for a clutch pedal. From 1957 onward, the ID19 variant adopted a simplified hydraulic setup with manual steering and gearshift, significantly lowering production costs. In 1968, the DS introduced directional auxiliary driving lamps to enhance nighttime visibility. Over its production span from 1956 to 1975, nearly 1.5 million units were manufactured. The DS’s aerodynamic silhouette and its name—pronounced like the French term for Goddess—solidified its legendary reputation, ranking third in the 1999 Car of the Century awards.

High pressure hydraulics

Citroën’s high-pressure hydraulic technology was foundational in over 9 million vehicles, including models such as the Citroën DS, Citroën SM, Citroën GS, Citroën CX, Citroën BX, Citroën XM, Citroën Xantia, Citroën C5, and Citroën C6. Its primary commercial advantage was enabling self-levelling suspension, which maintained a consistent ride height regardless of cargo weight while delivering exceptional comfort by smoothing out road imperfections—often likened to a magic carpet experience. These vehicles automatically adjusted to their normal ride height upon startup, with driver-selectable height settings allowing for clearance over obstacles, shallow water crossings, and tire changes.

Although groundbreaking, Citroën’s limited capital resources resulted in less polished launches and constrained international sales beyond France. Early DS models encountered reliability challenges due to the complex hydraulic system; however, subsequent refinements improved robustness and customer approval. Licensing of this technology was scarce; a notable exception being the 1965 Rolls-Royce Silver Shadow. Mercedes-Benz sought similar advantages through expensive air suspension systems on models like the 1963 Mercedes-Benz 600 before adopting hydropneumatic suspension by the mid-1970s with the Mercedes-Benz 450SEL 6.9. Mercedes continues to innovate on this suspension technology today.

During Citroën’s collaboration with Maserati (1968–1975), its hydraulic system was integrated into Maserati vehicles for various functions including power clutch operation (Bora), adjustable power pedals (Bora), pop-up headlights (Bora, Merak), braking systems (Bora, Merak, Khamsin), steering (Khamsin), and on the prototype four-door Quattroporte II built on the Citroën SM chassis.

Aerodynamic pioneer

Citroën was among the first automakers to prioritize aerodynamic design, lowering fuel consumption and enhancing high-speed stability by minimizing air resistance. The DS model could maintain cruising speeds comfortably at . In the 1950s, Citroën began employing a wind tunnel, facilitating the development of sleek vehicles like the DS well ahead of competitors. The aerodynamic efficiency of the CX was so remarkable that its name references the drag coefficient symbol <math>\mathbf c_\mathrm x\,</math>.

Growth and financial difficulties

During the 1960s, Citroën aimed to expand upon its 1950s achievements with models such as the 2CV, Type H, and DS, yet the company faced bankruptcy once more in 1974.

The principal obstacles included:

• The absence of a mid-sized vehicle to bridge the gap between very small cars (2CV/Ami) and large luxury models (DS/ID). This segment proved highly lucrative and was successfully occupied by competitors like the Renault 16 starting in 1965.
• A shortage of high-powered engines suited for export markets, largely due to France’s stringent post-WWII Tax horsepower system that heavily penalized engines exceeding 2.0–2.8 liters. As a result, Citroën’s DS and CX models featured relatively modest four-cylinder engines despite the increased costs involved in developing larger power units.

Key strategic initiatives included:

• 1963: Attempts to negotiate raw material cooperation with Peugeot were initiated but ultimately unsuccessful.
• 1964: Formed a partnership with NSU Motorenwerke through Comobil (later known as Comotor) to develop the Wankel engine, aiming to circumvent tax restrictions by producing a compact yet potent engine; the GS Birotor delivered 106 hp from a one-liter rotary engine.
• 1965: Acquired French automaker Panhard to gain expertise in mid-sized vehicles; however, Panhard ceased manufacturing operations by 1967.
• 1965: Took over truck manufacturer Berliet.
• 1968: Reacquired Italian sports car brand Maserati with the goal of creating high-performance vehicles compliant with French tax regulations. The 1970 Citroën SM featured a Maserati V6 engine producing 170 hp, hydropneumatic suspension, and DIRAVI self-centering steering. However, this venture targeted a niche luxury grand tourer market too limited to justify the investment.
• 1968: Reorganized global operations under Citroën SA; Michelin sold a 49% stake to Fiat through the PARDEVI agreement.

In addition, Citroën participated in a helicopter development project.

The early 1970s brought positive developments with the introduction of the mid-sized Citroën GS, which filled the void between the 2CV and DS models. Featuring hydropneumatic suspension, the GS sold approximately 2.5 million units, reaching peak annual production of over 600,000 vehicles in 1972 and enabling Citroën to surpass Peugeot in French sales volume. Meanwhile, older models like the DS and 2CV continued to perform well commercially.

Nevertheless, conditions deteriorated by the mid-1970s. In 1973, Fiat divested its PARDEVI stake back to Michelin after projected synergies failed to materialize. This shift in ownership coincided with the repercussions of the 1973 energy crisis. The expensive Comotor rotary engine project and Maserati acquisitions revealed vulnerabilities due to their high fuel consumption.

By 1974, Citroën exited the North American market following U.S. regulatory bans on key design elements found in models such as the SM.

The company suffered substantial losses stemming from unprofitable Comotor investments, strategic missteps that left a prolonged absence of competitive mid-range offerings, and heavy development costs associated with technologically advanced but expensive products including the GS, GS Birotor, CX, SM, and Maserati lineup (Bora, Merak, Quattroporte II, Khamsin).

Ultimately, Citroën filed for bankruptcy once again nearly forty years after its initial crisis linked to the Traction Avant. This resulted in divestments including Berliet and Maserati alongside the closure of Comotor.

PSA Peugeot Citroën period

Confronted with liquidity challenges and unstable ownership, the French government played a key role in initiating negotiations between Citroën and Michelin, which culminated in the merger of Automobiles Citroën and Automobiles Peugeot. On 24 June 1974, Citroën declared its alliance with Peugeot, coinciding with Michelin relinquishing control. By December that year, Peugeot S.A. had acquired a 38.2% shareholding in Citroën, which rose to 89.95% by April 1976, leading to the creation of the PSA Group (Peugeot Société Anonyme), subsequently recognized as PSA Peugeot Citroën.

In May 1975, Maserati was divested to De Tomaso, who capitalized on Citroën’s technical expertise combined with Maserati's reputation to promote the Bi-Turbo series. Meanwhile, truck manufacturer Berliet was sold to Renault.

Between 1976 and 1979, PSA experienced financial gains driven by the success of Citroën’s GS and CX models, complemented by robust sales of the 2CV, Dyane, Visa, and LNA during the oil crisis period. Peugeot exercised fiscal caution but encountered losses following its acquisition of Chrysler Europe’s assets for a nominal sum between 1980 and 1985. The company attempted to rejuvenate the Talbot marque for former Chrysler vehicles; however, production ceased in 1987 due to persistent reliability problems.

At the 2019 Geneva International Motor Show, Citroën presented the Ami One concept in celebration of its centenary. This was followed by the debut of the Citroën 19_19 Concept at Paris’s Viva Technology event in May 2019.

Labour disputes

During the early 1980s, Citroën encountered significant industrial unrest. On 25 May 1982, around 27,000 employees staged a demonstration in Paris opposing a four-week strike that had obstructed factory operations. The protest achieved its aim, resulting in production resuming six days afterward. Senior executive Jacques Lombard openly condemned the strikes, expressing internal apprehension about their detrimental effect on the company.

Evolution of design philosophy

Following integration into PSA, Citroën's unique engineering and styling gradually shifted towards Peugeot’s more traditional design ethos. The 1982 launch of the Citroën BX preserved hallmark features such as hydropneumatic suspension and distinctive aesthetics but incorporated Peugeot-derived engines and shared a platform later utilized by the Peugeot 405. This platform sharing represented broader automotive industry trends focused on cost efficiency while preserving model individuality. By the late 1980s, many signature Citroën elements were either replaced or altered: Peugeot’s standard control switches took over from Citroën’s ergonomic yet unconventional Lunule controls, including self-cancelling indicators that Citroën had previously rejected on ergonomic grounds. Although this transition rendered vehicles more conventional in appearance and function, it facilitated Citroën’s entry into new markets such as fleet sales within the UK.

International growth

Simultaneously, Citroën broadened its reach into additional global markets beyond its existing manufacturing sites in Argentina, Chile, Vietnam, and Yugoslavia, expanding into countries including Iran, Greece, Romania, and China.

In the late 1970s, Citroën developed the compact Oltcit model for production in Romania, marketed in Western Europe as the Citroën Axel. Although this joint venture concluded, a subsequent collaboration between PSA and Toyota now produces vehicles like the Citroën C1 at facilities in the Czech Republic.

The joint venture with Dongfeng Peugeot-Citroën in China commenced vehicle sales in 1984 and began local manufacturing by 1994. Its product range comprises family-oriented models such as the Citroën C3 and Xsara, alongside China-specific designs like the Citroën Fukang and Elysée. By 2014, Citroën achieved a 30% increase in Chinese sales, surpassing the overall market growth rate of 11%, and secured first place in China's JD Power satisfaction rankings for that year.

Citroën continues to operate as a global brand except within North America, where it has not re-entered since its SM model was effectively banned in 1974 due to U.S. safety legislation.

In 2015, Automóviles Citroën España was fined over €14 million by Spain’s National Commission on Markets and Competition for participating in a cartel with other manufacturers controlling approximately 91% of Spain’s automotive market from 2006 to 2013 through anti-competitive sharing of sales and repair information.

In 2016, Peugeot–Citroën South Africa (PCSA) halted imports of new Citroën models to concentrate on expanding Peugeot sales; however, PCSA announced plans in May 2019 to reintroduce Citroën to South Africa with an official launch scheduled for October that year.

Recent decades

Between 2003 and 2010, Citroën manufactured the C3 Pluriel, a convertible inspired by the design and versatility of the classic 2CV model produced from 1948 to 1990. In 2001, the company established the Conservatoire museum, which displays around 300 important vehicles, emphasizing its heritage of innovation.

After the downturn in European car sales following 2009, global vehicle deliveries decreased from 1,460,373 units in 2010 to 1,435,688 in 2011, with Europe contributing 961,156 of those sales.

In 2011, PSA Group nearly formed a collaboration with BMW to develop electric and hybrid technologies; however, these negotiations were discontinued following PSA's unsuccessful attempt to partner with General Motors. Concurrently, Dongfeng Peugeot-Citroën expanded its lineup with eight models exclusive to the Chinese market. By 2016, both Citroën and Peugeot encountered challenges comparable to those faced by Volkswagen in China: an excess supply of sedans and hatchbacks contrasted with a growing preference for SUVs and MPVs.

Citroën achieved the top position in JD Power’s 2014 China customer satisfaction rankings, surpassing premium brands such as Mercedes-Benz and BMW, as well as mainstream competitors like Volkswagen. Sales for Dongfeng Citroën increased by 30% during the first ten months of 2014, outpacing the overall market growth rate of 11%.

Despite PSA Peugeot Citroën’s financial crisis in 2014 and Dongfeng Motors stepping in as a financial backer, Citroën and DS set ambitious targets to grow by 15% by 2020 through technological advancements, according to CEOs Linda Jackson and Yves Bonnefont. Nevertheless, sales for both Citroën and DS brands declined by 22% across Europe and China by 2019 and suffered further setbacks amid the COVID-19 pandemic in 2020.

In January 2020, Vincent Cobée replaced Linda Jackson as CEO of Citroën; Jackson transitioned to overseeing brand differentiation strategies within PSA’s portfolio.

Citroën entered the Indian market at the beginning of 2021 with the launch of the C5 Aircross SUV, produced at Hindustan Motors’ manufacturing facility in Thiruvallur, Tamil Nadu.

DS brand

The premium DS brand was introduced by Citroën in early 2009 as a complement to its standard vehicle range. The name DS stands for Different Spirit or Distinctive Series, reflecting its avant-garde positioning. The brand’s tagline is "Spirit of avant-garde."

The DS line debuted in 2010 with the DS3, a small car derived from the C3 platform. This model offered customizable contrasting roof colors and was honored as Car of the Year by Top Gear Magazine in 2010. It also led JD Power’s UK Satisfaction Survey for superminis four years running and was ranked as the second most fuel-efficient supermini by What Car?. By 2013, the DS3 commanded a dominant position in Europe’s premium subcompact segment with a market share of 40%, confirming its commercial success.

DS vehicles maintain strong ties to Citroën’s lineage, with models such as the DS4 (launched in 2010), influenced by the Hypnos concept car from 2008, and the DS5 (introduced in 2015), which traces its design roots to the C-SportLounge concept from 2005. These models are distinguished by unique styling elements and a dedicated DS emblem that sets them apart from Citroën’s primary lineup. Concept cars like the fully operational Citroën Survolt and the DS Divine presented in 2014 illustrate DS’s emphasis on sporty aesthetics and forward-thinking design.

In China, Citroën operates exclusive DS dealerships alongside production facilities. Since 2014, it has offered locally manufactured models such as the DS 5LS and DS 6WR, specifically tailored to meet regional preferences.

Advertising

Citroën was a trailblazer in the use of skywriting for marketing purposes, famously spelling out its name in the skies over Paris on 4 October 1922, coinciding with the launch of the Auto Show.

Long before 1987, the company also commissioned Jean Giraud to produce a promotional comic strip aimed at supporting its sales team.

Awards

The DS model from Citroën earned the distinction of being ranked the third most impactful automobile of the 20th century during the 1999 Car of the Century contest, following only the Ford Model T and BMC Mini.

Citroën has been honored with the European Car of the Year award on three occasions:

In addition, Citroën claimed the United States Motor Trend Car of the Year award once, awarded to the 1972 Citroën SM—a notable achievement given this accolade typically favored American-designed vehicles.

Since 1987, Italy's Union of Automotive Journalists has granted Citroën eight Auto Europa awards for various models, including:

In 2023, Citroën was recognized with the 'Sustainability Initiative Award' at the Auto Trader New Cars Awards, underscoring its dedication to environmentally responsible innovation.

Motorsport

Citroën Racing, previously known as Citroën Sport and Citroën Competitions, oversees all motorsport endeavors for Citroën. The division has enjoyed considerable success in both the World Rally Championship (WRC) and World Touring Car Championship (WTCC). In 2019, Citroën withdrew from WRC to realign its motorsport focus.

Early rally triumphs with Citroën cars

Starting in 1956, Citroën entered endurance rally competitions with the Citroën DS. Over many years, this essentially production-based vehicle secured numerous significant wins.

Year	Rally	Winning vehicle
1959	Template:Country data MonacoTemplate:Namespace detect showall 1959 Monte Carlo Rally	Citroën DS
1961	Tour de Corse	Citroën DS
1962	Rally Finland	Citroën DS
1963	Tour de Corse	Citroën DS
1966	Template:Country data MonacoTemplate:Namespace detect showall Monte Carlo Rally	Citroën DS
1969	Rally de Portugal	Citroën DS
1969	Template:Country data MoroccoTemplate:Namespace detect showall Rallye du Maroc	Citroën DS
1970	Template:Country data MoroccoTemplate:Namespace detect showall Rallye du Maroc	Citroën DS
1971	Template:Country data MoroccoTemplate:Namespace detect showall Rallye du Maroc	Citroën SM
1974	1974 London-Sahara-Munich World Cup Rally	(privately entered) Citroën DS

Competing with the 2CV

Though not known for speed, the modest Citroën 2CV was featured prominently by Citroën Competitions in three endurance rallies: Paris-Kaboul-Paris (1970), Paris-Persepolis-Paris (1972), and Raid Afrique (1973). These contests emphasized durability and stamina over outright velocity.

The legacy of 2CV racing endures through 2CV Cross events, where groups of these vehicles compete on off-road circuits, preserving brand tradition and engaging fans globally.

Rebuilding the competition division

The bankruptcy crisis of 1974 negatively impacted Citroën Competitions.

As rallying evolved from using standard production cars to specialized low-volume builds, Citroën responded to formidable rivals like Audi’s short-wheelbase Group B quattro by introducing a heavily adapted Group B Citroën BX 4TC in 1986.

Success followed with the Citroën ZX Rally Raid, which secured five consecutive Rally Raid Manufacturer's Championships from 1993 to 1997. Drivers Pierre Lartigue and Ari Vatanen were key figures in this period. Additionally, Citroën Racing triumphed at the Dakar Rally four times—in 1991 (continuing Peugeot Sport’s winning streak), then again in 1994, 1995, and 1996.

Beginning in 2001, Citroën Racing re-entered the World Rally Championship (WRC), capturing eight Manufacturer's Titles between 2003–2005 and 2008–2012. This success built upon Peugeot Sport’s previous trio of consecutive titles. Sébastien Loeb, driving for the Citroën WRC Team, won nine Drivers' Championships from 2004 through 2012 behind wheels such as the Citroën Xsara WRC, C4 WRC, and DS3 WRC.

The Citroën World Rally Team holds an impressive record totaling 97 victories in WRC competition.

New touring car competition category

In 2012, Citroën declared its intention to compete in the World Touring Car Championship (WTCC). The team converted a DS3 WRC into a prototype vehicle, refining the WRC engine it had been utilizing since 2011. The focus of development was on the TC1 regulations, which were implemented a year ahead of schedule in 2014 to facilitate Citroën’s earlier participation.

This premature introduction of new rules provided Citroën with a seven-month lead in development compared to rival teams. Supported by a significant financial investment and a talented driver roster, Citroën emerged as the dominant contender for the 2014 season. That year, the team secured victories in the majority of races and clinched both the manufacturers' and drivers' championships with José María López. They replicated this achievement in 2015 and 2016 before withdrawing their factory squad at the conclusion of 2016. While private teams continued to campaign Citroën vehicles in 2017, they were surpassed by Honda and Volvo competitors.

Concept vehicles

Citroën has produced a variety of concept cars that highlight forthcoming design directions and technological advancements. Notable examples include the Citroën Karin (1980), Citroën Activa (1988), Citroën C-Métisse (2006), GT by Citroën (2008), and Citroën Survolt (2010).

Logo

The origin of the Citroën emblem traces back to André Citroën’s identification of an innovative chevron-shaped gear mechanism in Łódź, Poland, which he patented for use in steel manufacturing. The emblem’s double chevrons represent the meshing of two helical gears designed to neutralize axial forces, symbolizing the brand’s engineering heritage. Early Citroën automobiles incorporated a herringbone bevel gear final drive.

The logo’s appearance has undergone several transformations: prior to World War II, it appeared as yellow on blue; after the war, it shifted to more understated herringbone patterns on white; during the 1980s, it adopted a white-on-red motif intended to express energy.

In February 2009, commemorating its 90th anniversary, Citroën unveiled a three-dimensional metallic double-chevron logo accompanied by a refreshed typeface and the slogan "Créative Technologie," supported by a dedicated television campaign. Later, in October 2016, the brand transitioned to a flat two-dimensional logo aligning with modern design trends. In 2022, Citroën introduced an updated badge inspired by its initial 1919 design, reinstating an oval frame surrounding the chevrons.

Logo progression

Historical variations of Citroën logos:

Manufacturing sites

• Argentina (El Palomar): C4 Lounge (2013–2021), Berlingo
• Brazil (Porto Real): C4 Cactus, C3
• France (Mulhouse): DS 4 (2010–2018), DS 7
• France (Poissy): DS 3
• France (Rennes): C5 Aircross
• France (Sochaux): DS 5 (2011–2018)
• Portugal (Mangualde): Berlingo
• Slovakia (Trnava): C3
• Spain (Madrid): C4 Cactus
• Spain (Opel Zaragoza): C3 Aircross
• Spain (Vigo): Berlingo First, Berlingo, Xsara Picasso, C4 Picasso / Grand Picasso, C-Elysee
• Turkey (Tofaş Bursa): Nemo (2007–2017)

Production through joint ventures includes:

• China (Chang'an PSA JV, Shenzhen): DS 5LS, DS 6WR
• China (Dongfeng PSA JV, Wuhan): C-Elysee, C3 L, Xsara Picasso, C4 L, C5
• Czech Republic (Toyota/PSA JV, Kolín): C1
• France (PSA/Fiat Sevel Nord JV, Valenciennes): Jumpy/Dispatch
• India (PSA/CK Birla JV, Tiruvallur): C3, C3 Aircross, C5 Aircross, Basalt
• Indonesia (Purwakarta): ë-C3
• Italy (PSA/Fiat Sevel Sud JV, Val di Sangro): Jumper/Relay
• Japan (Mitsubishi plant, Kurashiki): C-Zero
• Russia (PSA/Mitsubishi JV, Kaluga): C4, C-Crosser
• Iran (SAIPA Citroën JV, Kashan): C3, C3xr, C4
• Turkey (Karsan): Berlingo

Australia

Citroën, recognized as Australia's longest-standing automobile manufacturer since 1923, declared in August 2024 that it would stop accepting new orders starting from 1 November 2024, attributing this decision to sluggish sales performance.

See also

• List of automobile manufacturers of France
• List of companies of France
• Lane departure warning system

External links

• Citroën Origins (historical models)