The new Citroën C1 body is available with 3 or 5 doors. Regardless of body type, it measured 3.43 m in length. The C1 model 2009 is an update that appeared in 2005. The Citroen C1 is available from € 7410 3-door body with ( 3-door prices ) and from € 8,310 with a body of 5 ( 5-door prices ). These prices include the current official discount.The engine range remains unchanged. There are two, 1.0 liter 68 hp petrol and a 1.4-liter diesel and 54 hp. Both are coupled to a gearbox five-speed manual. Optionally you can have an automatic gearbox (clutch robotized) called “Sensodrive. It costs between 600 and 710 € and you can only choose the more expensive versions of C1.

The C1 with the gasoline engine of 68 hp has good performance and spends very little. For now, the 2009 model C1 can not bring stability control as an option. The Toyota Aygo and the Peugeot 107 they can have it, though not in all versions. In the C1 of the 2009 range the change of appearance is in the front bumper. Body can be painted in two new colors: Gray Mica ‘and’ blue Electra.

The 2010 Citroen C3 model replaces the 2002 C3 model. Is a new car whose design keeps looking like a small minivan. It has grown with 9 cm in length now reaching 3.9m, as it approaches the larger utilities, such as the Fiat Punto Evo. The cabin and luggage compartment have not grown appreciably. Citroen offers, under the range DS, DS3, a three-door model which shares many elements with the C3. The C3 HDI 90 has a good throttle response at low rpm, making it confortable to drive in town. The 73hp 1.4i has little power and can be scarce in certain circumstances. For city and surroundings the 73hp gasoline is successful because it responds well and makes little noise. Its fuel consumtion is low. The diesel engines of 90 and 92 hp have important differences, different compression ratio and numbers of valves per cylinder. With 92hp diesel engine, the HDi 90 FAO 99gr , C3 has very low average consumption: 3.8l/100km.

Throught the second half of 2010, the C3 may carry an automatic stop and start the engine stops when the car is not moving. In 2012 , the C3 has a new range of petrol engines of three cylinders, which will consume around 4.2l/100km. Citroen has confirmed that there will be a hybrid version of the new generation of C3.

Citroen has a proud record of building landmark large cars, from the rule breaking DS, through the SM coupe to the CX. The CX was replaced by the angular; Bertone styled XM, which came as both a hatchback and a giant estate car. But unlike the CX, which sold an incredible million units over its long life, the XM was not greatly loved. Citroen has found like Renault that the increasing popularity of large German cars during the 1980s was throttling the market for quickly French products. Between 1989 and 2000, XM sales averaged just 30,000 per year. Citroen signaled its intention to stay in what was becoming known as ‘non premium large car market’ with the unveiling of the C6 Linage prototype. This was rolled out of the Geneva motor show in 1999. However, it took until end of 2005 before the production version of the C6 was released for the first press test drivers. It had changed little from the Lignage, aside from the inclusion of full size headlights and rear light clusters. The design clearly paid homage the CX, with a very long wheelbase and a very short rear overhang. It also featured a very unusual heavily curved rear window. Like the CX, the C6 was a saloon.

Thanks to the overall length and a 3 metre long wheel base, the C6 hand a huge amount of rear legroom, through the rear seat would accommodate only two passengers. Under the skin, the C6 used Citroen long established hydropnuematic suspension design. However, despite its bold display off French ness, the C6 failed to capture a significant market, with annual  sales failing to break into five figure after a couple of year of production.

Citroen knew that replacing the DS would be a difficult job. The car had been in production for 20 years, and in certain aspects of ride and refinement it still had few peers in the big car class. It was with some relief, then, that Citroen fanciers greeted the new CX in 1974, in every respect, it was a worthy successor. Outwardly its sleek, fastback shape looked as aerodynamic as it actually was, although it was a surprise to find that it wasn’t a hatchback. Under the skin, front wheel drive was still employed, but this time the four cylinder engines, essentially the same pushrod units found in the last of the DS models, were mounted transversely and drove through new four and five speed transmission. Self leveling hydropenumatic suspension remained adjustable between three positions via a lever between the front seats, combining the magic carpet ride comfort with surprisingly agile handling. Roomy and comfortable, with a futuristic interior to match the styling, the CX was an immediate success, finding much favor as a long distance express. Later came a huge estate version, called the Familiale with either an extra row of seats or a massive load area, whilst for those looking for a ultimate in Citroen luxury, there was always the leather trimmed long wheelbase Prestige.

There were thrifty diesel and 2 liter petrol models and, perhaps best of all, the 168 bhp Gti Turbo, the fastest Citroen since the demise of the SM. More than one million CXs were built before the car was replaced in 1989 by the XM, a model which has proved much less popular and charismatic.

The first fruits of the wedding between Citroen and Maserati were the awesome Citroen SM of 1970, a standing GT car making use of the best from the both corporations. Power came from a smaller V6 version of Maserati’s long lived quad cam V8 which, at 2.7 liters, came in just under the punitive French tax laws that penalized engines of over 2.8 liters capacity. Like the DS, the SM possessed a front wheel drive, with the gearbox/ transaxle slung out ahead of the compact engine. The power output of 170 bhp through the front wheels was handled by Citroen’s predictable and well tried hydro pneumatic self leveling suspension, interconnected with the four wheel disc brakes (inboard up front) and ultra quick power steering. Fast and refined with excellent handling once the driver had mastered a sensitive touch with the steering and brakes, the SM was an extremely impressive long distance GT. It was the shape, though, the captured enthusiasts’ hears. Styled inside Citroen, it was dramatic and purposeful with a broad, fully flared in glass nose, and a tapering tail that was as slippery and aerodynamic as it looked. Sales were initially strong, but the love affair was to be short lived.

The fuel crisis hit in 1973, making all the various big 18 mpg (15.8 liters/ 100 km) super-cars somewhat unpractical. Citroen went on to further improve the car with fuel injection, a bigger 3 liter version and an automatic option, but it was to no real avail. Manufacturing stopped in 1975, 13,000 cars down the line.

The 1948 Citroen 2CV, with its trademark corrugated steel bodywork, was an economy car designed to put rural France on wheels after the Second World War. In all respects, the car was uncompromisingly basic, so as to keep servicing easy and running costs low. Its willing twin cylinder, 375 cc, air cooled engine delivered an impressively economic 56 mpg (5 liters/ 100 km), and could just about squeeze out 43 mph (69 km/h), although that dropped to 37 mph (59 km/h) with four people aboard. Still, slow as it was, the 2CV was considerably more comfortable than many bigger, faster competitors, with superbly practical hammock type seats that could be lifted out to accommodate extra loads, and an excellent soft ride that took rutted frame tracks in its stride. The all independent suspension was designed to supple enough to transport basket of eggs ploughed grassland without infringement a single one. Huge body roll was the inevitable result of spirited cornering in the 2CV, but front wheel drive meant it gripped beautifully. All the body panels detached easily as well, and the fabric roof rolled back to allow very pleasant open air motoring, or to cater for times when there was a tall load to carry.

The car was a great success and remained in production, eventually with 602 cc engine unit 1990, having spawned many derivatives on the same theme, most memorable the Dyane and the Ami. More than five million units were produced.

For 2008, frenches from Citroen intend to launch an improved variant of Berlingo model, once with the fresh apparition of it’s colleague – Nemo, cars that will mark the ending of another year of development and innovation of Citroen Department for Commercial Vehicles.

This new generation of Berlingo will make it’s move on marked helped by remarkable success of the anterior model that has been sold with over 1 750 000 units on entire world and which became the most successful commercial vehicle of Citroen.

New Berlingo will have a capacity for weight of 850 kg, a volume of 3,3 m3 and a length of 1,8 m, being available an extended variant too – Extenso – which can load 3,73 and things that reach 3 m. Inside of car 3 people can find their place. Certainly they will enjoy a vehicle that is result of a combination of design and engineering innovation. All those for functionality and good money investment.

What is remarkable is the fact that Berlingo presents ESP (Electronic Stability Programme) and assister when engine is turned on. More details concerning gamut of complete equipment we will find in 2008.

Robert Handyside, manager of Citroen Department for Commercial Vehicles told us: “In the second trimester of 2008, Citroen will launch the new van – Nemo, that will open for the company new opening markets. New Berlingo, with Nemo, will complete the Dispatch & Relay classes that offer a volume of 0,84 m3 to 17 m3. We mention that vehicles found in this series are situated in automobiles group that don’t weight over 4,5t.”

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