Citroën

CMP platform. 1.2L PureTech 83hp. 1.2L PureTech Turbo 110hp. 1.5L BlueHDi diesel 100hp. 5-speed manual. 6-speed automatic. FWD only. 3996mm length. 2539mm wheelbase. 1080kg curb weight. Airbump side protection. ColorVision roof options. Personalization focus. ConnectedCAM integrated dashcam. Zenith windscreen. Advanced Comfort seats. 7in touchscreen. Live trim. Feel trim. Shine trim. French design character.

CMP platform. 1.2L PureTech Turbo 100hp. 1.2L PureTech Turbo 130hp. 1.5L BlueHDi diesel 110hp. ë-C4 electric 136hp. 50kWh battery pack. 217 miles WLTP range. 100kW DC charging. 8-speed automatic. FWD only. 4360mm length. 2670mm wheelbase. 1334kg curb weight. Progressive Hydraulic Cushions. Advanced Comfort seats. Head-up display. Live trim. Feel trim. Shine trim. Unique crossover positioning.

EMP2 platform. 1.2L PureTech Turbo 130hp. 1.6L PureTech Turbo 180hp. 1.5L BlueHDi diesel 130hp. 2.0L BlueHDi diesel 180hp. PHEV 225hp combined. 13.2kWh battery PHEV. 8-speed automatic. FWD standard. AWD not available. 4500mm length. 2730mm wheelbase. 1490kg curb weight. Progressive Hydraulic Cushions standard. Advanced Comfort seats. Three individual rear seats. 12.3in digital cluster. 8in touchscreen. Live trim. Feel trim. Shine trim.

EMP2 platform. 1.2L PureTech Turbo 110hp. 1.2L PureTech Turbo 130hp. 1.5L BlueHDi diesel 100hp. 1.5L BlueHDi diesel 130hp. ë-Berlingo electric 136hp. 50kWh battery. 6-speed manual. 8-speed automatic. FWD only. 4403mm M length. 4753mm XL length. 2785mm wheelbase. 1415kg curb weight. Modutop roof. Sliding rear doors. Five or seven seats. Commercial van base. Family versatility. Live trim. Feel trim. Shine trim.

Light quadricycle classification. Electric motor 8hp. 5.5kWh battery pack. 46 miles WLTP range. 28 mph top speed. 2410mm length. 1390mm width. 1520mm height. 485kg curb weight. Two-seat configuration. Symmetrical design. Identical front and rear panels. 3-hour home charging. No license required France age 14+. Urban mobility solution. Car sharing focus. Affordable EV access. Customizable exterior panels. My Ami Buggy variants. Cargo commercial version.

EMP2 platform. 1.2L PureTech Turbo 130hp. 1.6L PureTech Turbo 180hp. PHEV 225hp combined. 12.4kWh battery PHEV. 34 miles electric range. 8-speed automatic. FWD only. 4805mm length. 2785mm wheelbase. 1640kg curb weight. Raised ground clearance. Sedan proportions. Wagon practicality. Active Suspension hydraulic. 12in HD touchscreen. Head-up display. Advanced Comfort seats. Shine trim. Shine Pack trim. Chinese production. Global flagship positioning.

Premium supermini. 1.2L PureTech Turbo 110hp. 1.6L VTi 120hp. 1.6L THP 156hp. 1.6L THP 208hp (DS3 Racing). 1.6L BlueHDi 100hp. 5-speed manual. 6-speed manual. 6-speed automatic. FWD only. 3948mm length. 2464mm wheelbase. 1125kg curb weight. Customizable roof colors. LED light signature. Sporty handling. Premium interior materials. DS styling differentiation. Fashion-focused positioning.

Light commercial vehicle. 1.5L BlueHDi 100hp. 1.5L BlueHDi 120hp. 2.0L BlueHDi 150hp. 2.0L BlueHDi 180hp. ë-Jumpy electric 134hp. 50kWh battery. 6-speed manual. 8-speed automatic. FWD only. Multiple lengths and heights. Crew cab versions. Panel van configurations. Combi passenger versions. Professional use focus. Load capacity up to 1400kg.

The revolutionary sleeve-valve engine that launched Citroën and demonstrated André Citroën's commitment to technical innovation. This 1,327cc engine featured double sleeve-valves that rotated and reciprocated instead of traditional poppet valves—a Knight patent design that Citroën licensed. The engine employed a single Zenith carburetor with manual choke, while ignition used a magneto with manual advance. The unique sleeve-valve system provided exceptionally quiet operation but required precise manufacturing and special lubrication. The crankshaft ran in three main bearings with no counterweights, while the connecting rods were forged steel. With 4.2:1 compression, it produced 18 hp at 2,100 RPM and 58 lb-ft at 1,200 RPM. The engine's silent operation and smooth power delivery set Citroën apart from competitors, though the complex sleeve-valve system would prove challenging to maintain. This engine established Citroën's reputation for technical innovation from day one.

The sleeve-valve engines that powered the revolutionary front-wheel drive Traction Avant. These engines ranged from 1,303cc to 2,867cc and featured the same Knight sleeve-valve principle but with improved reliability. The engines employed single or twin carburetors depending on version, while ignition used a distributor with centrifugal advance. The unique valve system used concentric sleeves that rotated and moved vertically, with ports cut in the sleeves for gas exchange. The crankshafts ran in three or four main bearings with vibration dampers, while connecting rods were forged steel. With 5.8:1 to 6.2:1 compression, the largest 2.9L six-cylinder produced 77 hp at 3,800 RPM and 132 lb-ft at 2,000 RPM. These engines' incredibly silent operation complemented the Traction Avant's advanced chassis, though the sleeve-valve design was eventually abandoned due to manufacturing complexity and oil consumption issues.

The incredibly simple air-cooled flat-twin that powered the utilitarian 2CV for 42 years. This 375cc (growing to 602cc) overhead-valve flat-twin featured a horizontally-opposed configuration with aluminum crankcase and iron cylinders. The engine employed a single Solex carburetor with automatic choke and centrifugal governor, while ignition used a Ducellier distributor with points. The valvetrain used pushrods and rocker arms operating vertical valves, with the camshaft gear-driven from the crankshaft. The crankshaft ran in three main bearings with no counterweights, while the connecting rods were forged steel. With 7.0:1 to 8.5:1 compression, the final 602cc version produced 29 hp at 5,750 RPM and 32 lb-ft at 3,500 RPM. The engine's simple design, air-cooling, and massive torque reserve made it perfect for the 2CV's agricultural origins. This engine demonstrated that sophisticated engineering could be applied to create brilliant simplicity.

The air-cooled flat-four that powered the revolutionary DS but represented a compromise. This 1,911cc (growing to 2,347cc) overhead-valve flat-four featured a horizontally-opposed configuration with aluminum crankcase and iron cylinders. The engine employed a single Solex carburetor with automatic choke, while ignition used a Ducellier distributor with centrifugal and vacuum advance. The valvetrain used pushrods and rocker arms operating vertical valves, with cooling provided by a belt-driven fan. The crankshaft ran in four main bearings with a vibration damper, while the connecting rods were forged steel. With 7.5:1 to 8.25:1 compression, the 2.3L version produced 115 hp at 5,500 RPM and 126 lb-ft at 3,500 RPM. The engine's agricultural character was completely at odds with the DS's space-age chassis, but its simplicity and reliability were appreciated. This engine represented the tension between Citroën's visionary chassis engineering and their limited engine development budget.

The sophisticated air-cooled flat-four that perfectly complemented the advanced GS. This 1,015cc (growing to 1,299cc) overhead-valve flat-four featured a horizontally-opposed configuration with aluminum construction throughout. The engine employed a Solex carburetor with progressive linkage, while ignition used electronic breakerless distribution. The valvetrain used pushrods and rocker arms with hydraulic adjusters, while cooling used a sophisticated axial fan with thermostatic control. The crankshaft ran in four main bearings with a vibration damper, while the connecting rods were forged steel. With 9.2:1 compression, the 1.3L version produced 65 hp at 6,000 RPM and 72 lb-ft at 3,750 RPM. The engine's smooth, free-revving character and compact dimensions made it perfect for the GS's advanced hydropneumatic chassis. This engine represented Citroën at their best—innovative, sophisticated, and uniquely French.

The modern Douvrin inline-four that finally gave Citroën a competitive water-cooled engine. This 1,995cc (growing to 2,500cc) overhead-camshaft inline-four was developed in partnership with Renault and Volvo. The engine employed Bosch L-Jetronic fuel injection with electronic control, while ignition used electronic distribution. The valvetrain used a timing belt-driven single overhead cam operating eight valves via rocker arms. The crankshaft ran in five main bearings with a vibration damper, while the connecting rods were forged steel. With 9.2:1 compression, the fuel-injected 2.5L version produced 115 hp at 5,000 RPM and 140 lb-ft at 3,250 RPM. The engine's smooth operation and modern design finally gave Citroën a powerplant worthy of their advanced chassis technology. This engine represented Citroën's move toward industry cooperation while maintaining their unique character.

The diesel engines that demonstrated Citroën's innovation in alternative powertrains. These engines ranged from 1,769cc to 2,088cc and featured indirect injection with swirl chambers. The engines employed Bosch mechanical injection pumps with centrifugal governor, while ignition used glow plugs for cold starting. The valvetrain used timing belt-driven overhead cams operating eight valves via rocker arms. The crankshafts ran in five main bearings with vibration dampers, while connecting rods were forged steel. With 23.0:1 compression, the 2.1L version produced 75 hp at 4,600 RPM and 98 lb-ft at 2,000 RPM. These engines' excellent fuel economy and reliability made them popular in taxis and commercial applications throughout Europe. Citroën's development of competitive diesel engines showed their ability to innovate beyond gasoline powertrains.

The complex PRV V6 that powered Citroën's flagship XM but revealed the challenges of multi-company development. This 2,849cc 90° V6 was developed by Peugeot, Renault, and Volvo and featured aluminum construction with 12 valves. The engine employed Bosch Motronic fuel injection with electronic control, while ignition used a distributorless system. The valvetrain used gear-driven single overhead cams per bank operating 12 valves via rocker arms. The crankshaft ran in four main bearings with a vibration damper, while the connecting rods were forged steel. With 9.5:1 compression, it produced 170 hp at 5,600 RPM and 177 lb-ft at 4,600 RPM. The engine's smooth operation was welcome, but its complexity and reliability issues were problematic. This engine represented Citroën's growing dependence on partnership engines as development costs increased.

The turbocharged engine that powered Citroën's remarkable active-rolling Xantia. This 1,998cc turbocharged inline-four featured a single overhead camshaft with eight valves and turbocharging. The engine employed Bosch Motronic fuel injection with intercooling, while ignition used a distributorless system. The valvetrain used a timing belt-driven camshaft operating eight valves via rocker arms. The turbocharger was a Garrett T2 unit with 11.6 psi of boost. With 8.0:1 compression and turbocharger assistance, it produced 150 hp at 5,300 RPM and 173 lb-ft at 2,500 RPM. The engine's strong mid-range torque was perfect for the heavy, complex Activa system that could eliminate body roll entirely. This engine demonstrated that Citroën could still create technically ambitious cars when given the resources.

The highly-strung turbocharged engine that powered Citroën's World Rally Championship dominance. This 1,998cc turbocharged inline-four featured a heavily modified PSA TU engine block with 16 valves and massive turbocharging. The engine employed sequential fuel injection with sophisticated engine management, while ignition used individual coil-on-plug units. The valvetrain used timing gear-driven dual overhead cams operating 16 valves via bucket followers. The turbocharger was a Garrett unit with 34.0 psi of boost restricted by regulations. With 8.0:1 compression and anti-lag system, it produced 300 hp at 5,500 RPM and 413 lb-ft at 3,500 RPM. The engine's brutal power delivery and anti-lag system created the spectacular flames and popping that became synonymous with WRC. This engine demonstrated that Citroën's competition department could extract incredible performance from production-based engines.

The sophisticated twin-turbo diesel V6 that powered Citroën's modern luxury cars. This 2,720cc diesel V6 featured a 60° configuration with 24 valves and common rail direct injection. The engine employed twin variable geometry turbochargers with intercooling, while injection used Siemens injection equipment at 23,000 psi pressure. The valvetrain used timing chain-driven dual overhead cams per bank operating 24 valves via roller followers. The crankshaft ran in four main bearings with a vibration damper, while the connecting rods were forged steel. With 17.0:1 compression and turbocharging, it produced 204 hp at 4,000 RPM and 325 lb-ft at 1,900 RPM. The engine's incredible refinement and massive torque made it perfect for Citroën's luxury models, providing the smooth, effortless power that complemented their advanced hydropneumatic suspension.

The turbocharged Prince engine developed with BMW that brought modern performance to Citroën. This 1,598cc turbocharged inline-four featured a dual overhead camshaft design with variable valve timing on both camshafts. The engine employed a twin-scroll turbocharger with direct injection, while ignition used individual coil-on-plug units. The valvetrain used timing chain-driven dual overhead cams operating 16 valves via roller finger followers. The turbocharger was a Mitsubishi TD04 unit with 17.4 psi of boost. With 10.5:1 compression and turbocharger assistance, it produced 156 hp at 6,000 RPM and 177 lb-ft at 1,400 RPM. The engine's responsive character and good fuel economy made it popular across the PSA range. This engine represented Citroën's move toward industry cooperation for developing modern, efficient powertrains.

The highly-tuned turbocharged engine that powered Citroën's hot hatch flagship. Based on the THP engine but extensively modified by Citroën Racing, this 1,598cc inline-four featured a larger turbocharger with 22.0 psi of boost. The engine employed specific engine mapping and reinforced internals, while the cooling system was significantly upgraded. The cylinder head received porting improvements, while the camshafts featured more aggressive profiles. With 9.5:1 compression and increased boost, it produced 204 hp at 6,000 RPM and 203 lb-ft from 2,000-4,500 RPM. The engine's explosive power delivery and racing pedigree made the DS3 Racing one of the most exciting hot hatches of its era. This engine demonstrated that Citroën could still inject character and performance into their modern models.

The award-winning three-cylinder that represents PSA's current engine philosophy. This 1,199cc turbocharged inline-three features a dual overhead camshaft design with variable valve timing and timing belt in oil. The engine employs a single turbocharger with electronic wastegate control and 21.7 psi of boost. The fuel system uses direct injection at 2,175 psi pressure, while ignition uses individual coil-on-plug units. The valvetrain uses belt-in-oil driven dual overhead cams operating 12 valves via roller finger followers. With 10.5:1 compression and turbocharger assistance, it produces 110 hp at 5,500 RPM and 151 lb-ft at 1,500 RPM. The engine's compact dimensions, light weight, and excellent efficiency make it perfect for modern Citroëns. This engine has won multiple International Engine of the Year awards and represents the current state of the art in small displacement engines.

Citroën's plug-in hybrid system that combines efficiency with their comfort philosophy. This system combines a 1,598cc turbocharged inline-four with an 80 kW electric motor. The combustion engine produces 180 hp alone, while the electric motor adds 80 kW (107 hp) for combined system output of 225 hp. The battery system uses a 13.2 kWh lithium-ion pack providing 34 miles of electric range. The transmission is an eight-speed automatic with integrated electric motor, allowing pure electric operation up to 84 mph. The system prioritizes smooth, seamless power delivery that complements Citroën's Advanced Comfort program. This powertrain demonstrates Citroën's approach to electrification—focusing on refinement and comfort rather than outright performance.

The minimalist electric powertrain for Citroën's urban mobility solution. This system features a single synchronous electric motor producing 6 kW (8 hp) and 31 lb-ft of torque. The motor uses neodymium magnets and achieves 93% efficiency with air cooling. The battery system uses a 5.5 kWh lithium-ion pack with passive thermal management, providing 46 miles of range. The power electronics use IGBT technology with 96% efficiency and support 2.2 kW AC charging in 3 hours. The complete powertrain weighs only 88 pounds, making it ideal for the Ami's ultra-lightweight construction. This powertrain's limited performance is perfectly suited to the Ami's urban mission, demonstrating Citroën's ability to create appropriate technology for specific use cases.

The affordable electric powertrain for Citroën's mainstream EV offering. This system features a single permanent magnet synchronous motor producing 83 kW (111 hp) and 157 lb-ft of torque. The motor uses hairpin winding technology with liquid cooling, achieving 95% efficiency. The battery system uses a 44 kWh lithium iron phosphate pack with active thermal management, providing 199 miles of range. The power electronics use IGBT technology with 97% efficiency and support 100 kW DC fast charging. The system employs regenerative braking with multiple recovery levels optimized for efficiency. This powertrain demonstrates Citroën's commitment to making electric mobility accessible while maintaining their focus on comfort and practicality.

Citroën's electric future based on Stellantis' STLA platforms with focus on comfort. These systems will feature single motor configurations with power outputs from 100-150 kW, prioritizing smooth power delivery over outright performance. The motors will use permanent magnet technology optimized for efficiency and refinement. Battery packs will range from 50-100 kWh using LFP and NMC chemistry depending on model. Citroën's specific calibration will focus on progressive throttle response and minimal regenerative braking intrusion to maximize comfort. The ë-C3 shown in 2023 demonstrates this approach with its 83 kW motor and 199 mile range at an accessible price point. These platforms represent Citroën's vision for electric mobility—affordable, comfortable, and perfectly suited to real-world needs rather than chasing specifications.

The smooth-shifting 8-speed automatic transmission developed with Aisin for Citroën's comfort-focused models. This transmission features optimized gear ratios with wide spread for both acceleration and cruising efficiency, with particularly close spacing in the lower gears for seamless progression. The shift calibration prioritizes smoothness over speed, with gentle clutch engagement and minimal torque interruption during shifts. The hydraulic system uses precise electronic control for consistent operation, while the torque converter features early lock-up for reduced slip losses. Weighing 187 pounds, it provides exceptionally smooth operation that perfectly complements Citroën's Advanced Comfort suspension system.

The transmission calibration specifically tuned to work with Citroën's innovative suspension technology. This system coordinates shift points and torque delivery with the suspension's response to road imperfections, reducing shift events during suspension compression and optimizing torque application during rebound. The transmission controller uses additional inputs from body acceleration sensors to anticipate shift smoothness requirements. The calibration prioritizes maintaining consistent powertrain behavior regardless of road surface, contributing to Citroën's 'flying carpet' ride quality. This integrated approach demonstrates Citroën's holistic view of comfort, where transmission behavior is as important as suspension tuning for overall refinement.

The compact electric drive unit for Citroën's electric vehicles. This system features a single permanent magnet synchronous motor with integrated power electronics and single-speed reduction gearset. The transmission uses helical gears for quiet operation, with optimized ratio for both urban acceleration and highway efficiency. The power electronics employ silicon carbide technology for high efficiency, while the motor uses hairpin winding for maximum power density. Weighing 198 pounds complete, it provides smooth, silent operation with instant torque response, maintaining Citroën's comfort focus while delivering zero-emissions mobility.

Ami urban mobility pioneer. ë-C4 electric crossover. ë-Berlingo electric van. ë-SpaceTourer commercial. ë-C3 future model. CMP platform multi-energy. All models electric option. Affordable EV access priority. Urban mobility solutions. Car sharing integration. Commercial fleet electrification. PHEV bridge technology. C5 X PHEV flagship. European emission compliance. 2030 electric focus. Stellantis battery investment. Accessible technology. Practical electric solutions. French innovation continuation.