Citroën Argentina

Citroën Argentina S.A.

Company type	Subsidiary
Industry	Automotive
Founded	1959
Defunct	1979
Headquarters	Barracas, Buenos Aires , Argentina
Area served	Argentina
Products	Automobiles (2CV, 3CV, Ami 8 Club, Méhari)

Citroën Argentina S.A. functioned as the Argentine branch of the French automaker Citroën, manufacturing vehicles locally from 1959 until operations ended in 1979 amid the economic downturn triggered by the military government's restructuring. Based in Barracas, Buenos Aires, the company catered to the Argentine market for thirty years.

The Citroën brand made a comeback in Argentina through the local subsidiary of the PSA Group, which assumed control of Peugeot and Citroën activities after acquiring rights from the defunct Sevel Argentina. In 2021, PSA Group Argentina merged into Stellantis Argentina.

Background: Imported models

Prior to the late 1950s, Argentina’s automotive landscape was largely dominated by North American vehicles, with European manufacturers like Citroën serving niche segments.

Citroën’s initial presence in Argentina began in the early 1920s with individual vehicle imports. In 1925, Vengerow y Cía., led by Marcos Vengerow and his sons, secured official representation for Citroën and Voisin, operating a showroom in Buenos Aires. They imported models including the well-known Type C 5CV Treflé, distinguished by its unique three-seat layout and favored among Argentine celebrities. Other variants featured two-seat Torpedo and Cabriolet versions with a "boat tail" design.

By 1926, Citroën expanded its lineup to incorporate the B12 (20 HP) and B14 (22 HP) models available in fifteen body styles. In 1929, after rebranding as "Gesta Vengerow y Cía.," the company introduced the C4 and C6 models designed for right-hand drive markets.

In 1931, representation transferred to "Talleres Metalúrgicos San Martín," which continued importing C4F and C6F cars. Citroën opened commercial offices in 1939 on Paseo Colón street, offering models such as the 7CV (7C) and 11CV in multiple body configurations alongside limited truck models.

The outbreak of World War II suspended French vehicle imports until 1946 when dealership Teodoro Gilotaux resumed sales with the acclaimed Traction Avant ("11 Ligero"). This model earned a reputation for versatility and achieved strong sales throughout Argentina. The range included variants like the 11 Normale, Cabriolet, Familiale, and the powerful 15 SIX D. Notably, racers Rodolfo Brusco and Jorge Ansaldo drove a 1947 Traction Avant from Buenos Aires to New York in 1951. Buenos Aires’ Autódromo hosted exclusive Traction Avant races in 1953.

In 1947, Citroën established its commercial subsidiary SIVARA to import heavy truck chassis. By 1951, Automobiles Citroën S.R.L operated sales offices in Buenos Aires.

Due to import restrictions on vehicles under one ton, the iconic 2CV was not introduced until after 1955. Towards the late 1950s, Citroën launched DS and ID models—colloquially known as Citroën Sapo (frog)—which met limited success because of their unconventional styling and higher price points.

Local production

The Citroën 2CV arrived in Argentina in 1958 through importer Staudt y Cía. S.A., quickly gaining popularity due to its adaptability across varied terrains and climates. Recognizing this demand, Citroën France authorized local assembly. Decree 12,267/59 approved capital investment for production, while Resolution 90/59 sanctioned manufacturing plans for B-segment cars by Societe Anonyme André Citroën of Paris.

On March 25, 1959, "Citroën Argentina Sociedad Anónima" was created by presidential decree and formalized on May 8. Assembly of 2CV AZL units commenced February 18, 1960 at a temporary facility in Jeppener, Buenos Aires, utilizing advanced machinery repurposed from the former Pfaff Bromberg S.A.I.C. sewing factory. Around 100 cars and 20 AZU vans were assembled there until 1980 under the name EMECA before integration into PSA Peugeot-Citroën Argentina.

The permanent manufacturing plant opened on May 31, 1960 in Barracas, Buenos Aires on a 75,000 m² site previously occupied by Catita kitchen factory. The first vehicle produced was the plant’s 101st 2CV. That year, Citroën exhibited its lineup—including DS19 and ID19 models—at the Buenos Aires International Motor Show featuring a custom test track simulating diverse road conditions; following strong demand, vehicles were auctioned at three times their base price.

Initially covering an area of 51,000 m² across two buildings—Edificio Norte (23,000 m²) handling mechanical components manufacturing and parts assembly; Edificio Sur (28,000 m²) responsible for bodywork, painting, and final assembly—a third building stored spare parts inventory and supported commercial activities such as sales, after-sales service, and mechanic training. Citroën Argentina exported auto parts to France, Spain, Chile, and Uruguay while shipping fully assembled vehicles to Paraguay, Bolivia, and Cuba.

Early production heavily relied on imported French components; however, as local manufacturing capabilities advanced over time, sourcing from domestic suppliers increased substantially. Vehicle output rose steadily from 992 units in 1960 to 6,954 by 1964 and reached an annual production of 15,280 units by 1969. By 1966, more than 30,000 Citroën automobiles were operating on Argentine roads.

3CV

On November 1, 1969, Citroën Argentina introduced the 3CV AZAM-M28 model, featuring a 602 cc engine delivering 32 HP at 6,250 RPM and equipped with a 12-volt alternator. Initially, the oil filter was integrated inside the crankcase, but in 1971 it was upgraded to an externally replaceable unit. The vehicle's exterior differed from the 2CV by incorporating rear lights from the French Dyane 6 and rectangular front turn signals mounted on the fenders instead of side indicators. Inside, the layout resembled that of the 2CV AZAM but included a speedometer calibrated up to 120 km/h. Citroën Argentina developed a new transmission inspired by the Ami 6 gearbox, offering an optional centrifugal clutch. The front brake drums were enlarged to a diameter of 220 mm, and the driveshafts utilized homokinetic joints with eight crosses. Hydraulic shock absorbers were installed on all four wheels. In 1970, both the 2CV and 3CV models adopted front doors with conventional hinge openings to meet safety regulations. The AK van variant, built on the 3CV mechanical base, was available as the AKR (with side windows) and AK (without side windows).

Ami 8 Club

Towards the end of 1970, Citroën Argentina launched the Ami 8 Club, which shared mechanical components with the second-series 3CV but featured a double-body Solex 26–35 CSIC carburetor producing 35 HP. Positioned in the small-to-medium vehicle segment alongside competitors such as the Renault 6 and Fiat 128, this model was manufactured exclusively as a station wagon ("break"). Unlike its French version, it retained front drum brakes. The chassis incorporated enhancements including a front anti-roll stabilizer bar, larger suspension cylinders and springs compared to those on the 2CV and 3CV, inertia beaters, and increased wheel bearing dimensions (36x76x29 mm versus earlier sizes). Most of these improvements were later adopted by the 3CV in 1971 except for the stabilizer bar. The Ami 8 Club reached a maximum speed of 113 km/h.

Mehari

In 1971, Citroën Argentina introduced the Méhari, an off-road convertible aimed at young buyers and rural or coastal markets. Unlike its European counterpart with an ABS body, this Argentine version utilized fiberglass reinforced polyester due to local production limitations; its bodywork was manufactured by Uruguay’s Dasur company. Mechanically identical to the 3CV, it was primarily offered in red with a special blue edition produced for Tucumán police forces. The Méhari had a payload capacity of approximately 400 kg.

Closure

Despite achieving a production increase of 27.6% in 1979—totaling 10,479 units—and plans for local GS model manufacturing, Citroën Argentina halted operations due to adverse government economic policies and insufficient financial backing needed for competitive viability. Domestic sales grew by 9%, supplemented by imported vehicle sales; however, limited investment prevented cost reductions and hindered competitiveness. The company ceased activities on December 31, 1979, having manufactured a total of 223,442 vehicles.

Revival

Two years following Citroën’s departure from Argentina, engineer Eduardo Sal-Lari acquired rights to maintain market presence by importing vehicles from France under license. In 1982, he procured components for local assembly of the 3CV’s engine and transmission. After receiving authorization in January 1983 to produce vehicles domestically, Sal-Lari established a manufacturing facility in Gowland, Mercedes Partido, commencing production in November. Automotive engineer Oreste Berta upgraded the original air-cooled engine by increasing displacement from 625 cm³ to 850 cm³ and boosting output from 28 to 45 HP while converting it to water cooling.

Operating under "Industrias Eduardo Sal-Lari" (IES), the rebranded IES 3CV became Argentina’s most affordable automobile at AR$388 million. Initial production took place in Barracas until the Gowland plant was completed. Sal-Lari also rebranded other Citroën models such as the Méhari ("Safari") and the panel van version of the 3CV ("Carga"). Nevertheless, due to limited governmental support, Sal-Lari lost control in 1989 and IES ceased operations in 1990.

Vehicles Manufactured

Model	Type	Manufactured	Image
2CV / 3CV	compact family car panel van	1960–1979
Ami 8 Club	compact family car	1970–1979
Méhari	roadster	1971–1979

Notes