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The second leg of the 2009 RallyRACC Catalunya saw the domination of the C4 WRCs continue with a further full-house of fastest times. The two Citroën Total World Rally Team crews spent the day trading the lead, but it is finally Sébastien Loeb and Daniel Elena who will start the last leg on top, less than two seconds ahead of Dani Sordo/Marc Marti. Citroën appears to have an excellent chance of securing its fifth consecutive one-two finish on the Spanish asphalt classic.

Competitors were once again greeted by glorious sunshine as they headed for the first group of stages, with the day’s programme based on the event’s now-traditional format of three tests in the morning repeated in the afternoon.Dani Sordo kicked off the leg with a cushion of 1.6 seconds over his team-mate, but Sébastien Loeb was fastest on today’s first stage El Priorat-La Ribera d’Ebre (SS7), the longest of the weekend. The result of the test put the five-time World Champion exactly level with his team-mate in the overall standings: “I think I drove well, and it was important to look after our tyres over the full 38 kilometres.” The Frenchman then came second behind fellow Citroën driver Sébastien Ogier on SS8 to go clear at the top. Dani Sordo responded on the following test, however, to recover the lead… by less than a second!

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“This morning was great fun,” admitted the Spaniard back at the service area in Salou. “Our pace was sufficiently quick to stay concentrated, but without taking any risks. The gap over Mikko Hirvonen has increased and we intend to keep up the same sort of momentum this afternoon.”

“Dani and I both know that the important thing is to stay on the road, but we are driving as we feel… and we feel comfortable. This fight between us is enabling us to stay focused. In any case, it’s practically impossible to drive a WRC any other way than quickly,” explained Sébastien.

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True to their word, the two Citroën Total WRT crews continued at a similar pace after the lunchtime service break. Mindful of the need to play it safe, however, they both carried two spare wheels for the afternoon’s loop. After claiming another fastest time on SS11 (Les Garrigues 2), Sébastien Loeb eased back ahead after SS12 (La Llena 2): “It’s been a good team effort with Dani today. I had to take the lead at some point because it’s vital that I win here to give myself the very best chance of winning the title. I enjoyed today’s stages. There’s only one true asphalt event on the calendar this year, so I’ve been trying to make the most of it.”

“The situation as its stands is perfect for Citroën, too,” observed Dani Sordo. “We mustn’t forget, though, that there’s still another full day of competition and six more stages to come, so nobody’s entirely safe from an unpleasant surprise. We will need to keep our eye on the ball to the very end to make sure we conclude our run with a one-two finish.”

A much-anticipated C4 World Rally Car, intended to replace the multiple World Rally Championship-winning Citroën Xsara WRC, was first sighted in 2004 with testing duties assigned to double world rally champion Carlos Sainz. Having once been earmarked for a late 2005 competitive debut, the decision by the controlling PSA Group to withdraw both Citroën and stablemates Peugeot from works participation at the end of the 2005 season led to the momentary abandonment of the project.

Since then, however, the marque etched in a comeback for the 2007 season during which a revived C4 WRC was scheduled for its official debut, with the then-thrice world champion Sébastien Loeb as the official first driver, and Daniel Sordo, the 2005 Junior World Rally Champion, later confirmed alongside him after an impressive 2006 season for the Spaniard. In its official debut, at the 2007 Monte Carlo Rally, the two C4 WRCs finished 1-2, with Loeb winning ahead of Sordo. Loeb subsequently secured both the 2007 and 2008 Driver’s titles, with Citroën claiming the 2008 Manufacturers’ Award.

Citroen C2 Super 1600

Following a string of victories claimed by the Xsara Kit Car, the Xsara T4 and – today – the Xsara WRC, Citroën is taking part in all the events of this year’s World Rally Championship (WRC) for the first time in its history. Citroën began its worldwide campaign on a high note by securing the first three places in the first event of the season – the Monte Carlo Rally – with the Xsara WRC. A historic hat-trick won by Sébastien Loeb / Daniel Elena, Colin McRae / Derek Ringer, and Carlos Sainz / Marc Marti. In 2002, Citroën had already made its mark in a host of international and national championships. Citroën enjoyed success in the Junior World Rally Championship, with the title won by Spain’s Dani Sola and his Saxo Super 1600, and the second and third places secured by Italy’s Andrea Dallavilla and Finland’s Janne Tuohino, through which Citroën was able to dominate the final podium of this discipline. In the national championships, 2002 was a great year for Citroën teams driving the Saxo Super 1600, as illustrated by the various championship titles won in Germany, Belgium, Hungary and Portugal. Last, Citroën also claimed first place in France’s Super 1600 Rally championship. The two official Saxo Super 1600s took first and third place respectively.

Citroën’s sporting policy is based first and foremost on a human commitment. The idea is to provide a career track for promising young drivers: to identify talented participants in the promotional formulas, bring them up through the ranks with the Junior WRC and – ultimately – give them their chance in the WRC. This is the case of Sébastien Loeb, who was noticed by Guy Fréquelin, the head of Citroën Sport, in the brand’s promotional formulas. Since then, Sébastien Loeb has climbed the ranks of the global hierarchy in record time. After winning the Junior WRC in 2001 with the Saxo Super 1600, he got the chance to drive the Xsara WRC – in tests and then in a WRC rally – at the end of 2001. He rose to the top with amazing speed! For all young drivers who dream of following in the steps of Sébastien Loeb, the C2 Citroen Sport concept car also seeks to convey the idea of a human adventure, this being a key component of the brand’s sporting polic

Citroen C2 Super 1600

An expression of high-tech design, C2 Citroën Sport shows the form a future racing vehicle might take, in the light of Citroën Sport’s continued commitment to customer sport. It is an expression of the brand’s dynamic vitality. In terms of looks, the striking style of C2 Citroën Sport expresses intense driving sensations combined with quality of build: power and performance. For sports enthusiasts, the exterior styling of this concept car will immediately bring to mind visions of sliding, acceleration and braking, backed up by the absolute control of a well-balanced car. The proportions, wheel base, wide tracks and front end of C2 Citroën Sport express a high level of density. Its wide air intakes, rounded bonnet and plunging design lines suggest remarkable performance capacities, as do the strongly marked and generously sized wheel arches. These two aspects combine to make C2 Citroën Sport a concentrate of power, energy and pleasure.

General specifications
Country of origin     France
Numbers built     N/A (Prototype)
Produced in     2003
Introduced at     2003 Geneva Motorshow

Engine
Configuration     TU5JP4 Straight 4
Location     Front, transversely mounted
Displacement     1.587 liter / 96.8 cu in
Bore / Stroke     78.5 mm (3.1 in) / 82.0 mm (3.2 in)
Valvetrain     4 valves / cylinder, DOHC
Fuel feed     Magnetti Marelli Fuel Injection
Aspiration     Naturally Aspirated

Drivetrain
Chassis/body     unitary steel
Front suspension     McPherson struts, joint welded wishbone, shock absorbers, anti-roll bar
Rear suspension     trailing arms, coil springs, shock absorbers
Steering     rack-and-pinion, power assisted
Brakes     ventilated discs, all-round
Gearbox     6 speed Sequential
Drive     Front wheel drive

Dimensions
Weight     1000 kilo / 2204.6 lbs
Length / Width / Height     3660 mm (144.1 in) / 1795 mm (70.7 in) / N/A
Wheelbase / Track (fr/r)     2326 mm (91.6 in) / 1633 mm (64.3 in) / 1568 mm (61.7 in)

Performance figures
Power     225 bhp / 168 KW @ 8500 rpm
Torque     201 Nm / 148 ft lbs @ 7000 rpm
BHP/Liter     142 bhp / liter
Power to weight     0.23 bhp / kg

Click here to download printer friendly version With the unveiling in 2003 of C2 Citroën Sport at the 73rd Geneva Motor Show, Citroën is clearly demonstrating a longterm commitment to motor sports. After a build-up of several years, with particularly fruitful and rewarding results in recent sporting events, Citroën decided to combine the vitality of its concept car department with the know-how of Citroën Sport to express a futuristic vision of motor sports. The result: the C2 Citroën Sport concept car.

Building on this commercial success and with the most complete and modern range in its history, Citroën will be present at the Madrid International Motor Show between 25 May and 4 June 2006. The Citroën range, extending from the cheery C1 entry-level supermini to the prestigious C6 grand tourer, recently gained a number of new and varied vehicles. Although the new Jumper, a particularly versatile light commercial vehicle, will clearly rank among the stars of the show, the Marque is also displaying C-Triomphe, a new notchback sedan.
Unveiled in Madrid, C-Buggy is a fresh take on the leisure supermini. A small off-roader with a strong personality and original architecture, C-Buggy boasts a modern design of flowing lines. It is clearly a car in symbiosis with its environment.

C-Buggy goes on show alongside C-AirPlay, unveiled at the Bologna Motor Show last year. The resemblance is clear, although C-Buggy is more of a fun, go-anywhere type of car. Through these vehicles, Citroën is demonstrating dynamic performance and creativity, based on coherent styling and values.

Unveiled in Madrid, C-Buggy is a fresh take on the leisure supermini.
A small off-roader with a strong personality and original architecture, C-Buggy boasts a modern design of flowing lines. It is clearly a car in symbiosis with its environment.
C-Buggy goes on show alongside C-AirPlay, unveiled at the Bologna Motor Show last year. The resemblance is clear, although C-Buggy is more of a fun, go-anywhere type of car. Through these vehicles, Citroën is demonstrating dynamic performance and creativity, based on coherent styling and values.

In a world premiere at the Frankfurt Motor Show 2005, Citroën is unveiling a fresh interpretation of the grand touring car, in phase with new trends in automotive pleasure.

Its distinctive styling features powerful, aerodynamic exterior lines and a cockpit-inspired interior designed for the pleasure of the driver and the well-being of the three passengers. The C SportLounge combines sporty driving style with high levels of onboard quality.

The noble styling of the C SportLounge’s bodywork is pleasing to the eye from the first glance. Pure, assertive lines perfectly reflect Citroën’s style codes. The original architecture successfully combines a powerful, sleekly muscled appearance with remarkable aerodynamics.
Powerful, flowing lines
The concept car has a sleek silhouette with flowing lines, but also gives a sense of power with ultra-smooth flanks, rounded at the top, and yellow body paint, which emphasises the vehicle’s sleekly muscled looks.

The determined look of the front end is enhanced by the wide air intakes and clearcut headlamps. The headlamps have swivelling beams, providing optimum lighting in bends. The large chrome chevrons on the smooth bonnet express the Marque’s signature. The large windscreen placed well to the front rises high and melds into the sunroof in a single unbroken line, offering a broad glass surface, enhancing visibility and letting in maximum light.

The profile of the C SportLounge reflects optimal aerodynamic design. The receding roof arch and attention to detail underscore the vehicle’s class and elegance. The flowing lines are highlighted by two chrome horizontal bars: one following the waist line and the other running along the bonnet up the top of the front quarter-light. The C SportLounge also expresses strength and power through generous volumes, stressed by well-defined wheel arches and 20-inch aluminium wheels.

The powerful design of the front and rear ends gives the vehicle a determined, powerful appearance. The concept car has boomerang-shaped LED headlamps and two chrome exhaust pipes.

At the 2005 Frankfurt Motor Show, Citroën presented a new generation of the grand touring car, with the C-SportLounge concept car, a car which stands out with its bold, angular and distinctive body style. Aerodynamic exterior lines and an aircraft cockpit-inspired interior designed for the pleasure of the driver and the comfort of the three passengers.

Citroen took special care regarding the air flow around the C-Sportlounge, resulting in a drag coefficient of just 0.26.

The front end of the C-Sportlounge is complimented by the multiple air intakes and stretched headlamps running up in front of the mirrors. The expansive windscreen melds into the sunroof in an unbroken line, offering a broad glass surface, enhancing visibility and aesthetics.
With suicide doors at the rear, the C-SportLounge offers offers maximum accessibility for its size.

The steering wheel incorporates paddle shift controls for gear selection and the driver’s seat and central console are attached, so that the automatic gearbox and climate controls are close at hand, irrespective of the driver’s seat position.

The elegant design lines of the C-Métisse, the latest out-of-this-world concept car from Citroën, will be unveiled at the Paris Motor Show later this month. Exceptionally stylish and powerful, the C-Métisse proves that a high performance car can also be green, combining a top speed of 155mph with the ability to cover around 45 miles per gallon on the combined cycle.

Citroën is unveiling C-Métisse at the 2006 Paris Motor Show. Through this concept car, inspired by passion and reason, the Marque is exploring new paths dedicated to automotive pleasure. C-Métisse is a coupé of character, boasting a high level of on-board comfort and performance, while also respecting the environment.

With its elegant proportions, flamboyant bodywork, spectacular door design and extensive chrome, this elegant 4-seater 4-door coupe revives a passion for the most prestigious Grand Touring vehicles.

C-Métisse is not only a car to stir the soul of the onlooker. It also boasts real driving sensations with a driving position featuring the latest technologies, and a specially designed high-performance diesel hybrid drivetrain.
C-Métisse is based on the same future-oriented solution as the C4 HDi hybrid demonstration vehicle presented by Citroën at the start of the year apart from one key difference: the electric motors are installed in the rear wheels. This configuration is coherent with vehicle performance and optimises traction. Perfectly suited to the character of C-Métisse, the design reflects Citroën’s expertise in the various hybrid architectures, as well as demonstrating its commitment to cutting fuel consumption and CO2 emissions.

A high-spec vehicle, C-Métisse also places considerable emphasis on passenger comfort. The vast cabin features three exceptionally comfy seats upholstered in white leather.

C-MÉTISSE, NEW EMOTIONS AND DRIVING SENSATIONS

Everything about C-Métisse identifies it as a car to stir the soul.
Its elegant proportions and flowing lines embody a harmonious design with a promise of power. The fascinating opening mechanism of the doors makes the observer want to step on board. The driving pleasure and comfort of the driver and three passengers are ensured by the premium materials used in cabin design, the exceptionally comfy individual seats and the sophisticated in-car technology.

A coupé of elegant design.

Looking at C-Métisse is a visual shock in itself. Long (4.74 m), wide (2 m) and low (1.24 m), the car is sculptural and almost intimidating. It demands immediate respect. However, far from creating a sense of distance between the onlooker and the car, this respect is mingled with an irresistible appeal, an absolute attraction.
Whether we’re looking at the rear wheel arches, the bonnet or even the boot, an astonishing sensuality is reflected in the car’s curving, sleekly muscled volumes.
The seduction of C-Métisse is also expressed through a sense of latent power. Even when stationary, the body suggests movement. With its very long bonnet and virtually inexistent rear overhang, C-Métisse brings to mind the design balance of vehicles seen during the golden age of Grand Touring.

The design lines of C-Métisse also reflect the quest for outstanding aerodynamics, delivering improved fuel economy and lower pollutant emissions while also integrating the latest technological developments. Positioned either side of the double chevron badge on the radiator grille, the headlamps are equipped with a row of LEDs that light up progressively, depending on the steering-wheel angle and vehicle speed. This feature ensures excellent lighting when driving on winding roads by night. At the same time, the Michelin tyres with their central wheel nuts contribute to the sporting character of the coupé. More specifically, the development of these tyres was integrated with the vehicle design process, in order to optimise resistance to air and thus contribute to the vehicle’s excellent drag coefficient (Cd of 0.30).

Spectacular door design and easy access.

C-Métisse implements a number of astonishing technical solutions, particularly in terms of door design.

The first surprise is the presence of rear doors on a vehicle that is nevertheless the embodiment of a well designed coupé.
The second lies in the ballet that takes place when the doors open, extending an impressive welcome to passengers: the front doors open gull-wing style while the rear doors spin round.
Looking beyond the stunning visual effect, this is actually an efficient solution for easy access. The doors rise up slightly on the roof – a major obstacle when getting into extremely low vehicles – to provide outstanding accessibility.
The parallelogram boot opening also contributes to the overall looks of the car.

A driving position adapted to the driver.

The driving position takes full advantage of technological progress to integrate functions that allow the driver to concentrate fully on the road, while also maximising driving pleasure.
The following equipment is provided:

- a fixed-centred controls steering wheel that brings the main comfort functions and driving aids (radio, speed limiter, on-board computer, lighting, indicators and windscreen wiper) within easy reach. This layout, along with the steering-wheel mounted gear paddles, avoids any unnecessary movements on the part of the driver, who is able to enjoy driving pleasure to the full;

- contact and start-up buttons on the roof console, reinforcing the sensation of being in a fighter jet;

- a driving position corresponding to the optimum position of the driver’s eye, with a single height adjustment to match this point; a suspended head restraint anchored to the roof, and two rest electrical functions to adjust the leather steering wheel and aluminium pedal assembly. This innovative layout optimises the driving position while maintaining space for passengers in the back.

This high-tech equipment perfectly matches the design of the driving position whose original central console is divided by five extensions. Positioned between these extensions are the aluminium gear shift lever and other functions including the navigation system controls; seat, steering wheel and pedal assembly adjustment; boot controls, body height adjustment and the sport mode of the suspension system.
The central console extends into the cabin via three illuminated strips featuring a play of light that informs passengers of the current mode of hybrid propulsion (ZEV, recharge, boost, etc.). This play of light is accompanied by sound effects that are perceptible as soon as the doors are opened. These sounds accompany certain driver actions (getting behind the wheel, starting the car, navigation in the on-board computer) and indicate the deployment of the aerodynamic airfoils. With these features, C-Métisse comes alive. It transcends the usual coldness of high-tech objects to take on a form of existence that is almost “animal” in nature.

A high-spec passenger compartment.

Upholstered in white leather, the space reserved for the three passengers features an uncluttered design that creates an atmosphere of total relaxation.

Through their design, the three independent seats suggest comfort and lightness. This impression is reinforced by the airy shapes and hollowed volumes of the cabin, in which the leather trim and aluminium inserts clearly confirm C-Métisse as belonging to the world of exceptional cars.

For truly exceptional passenger comfort, each seat has independent air conditioning controls – stamped into the leather door panels – along with individual roof lighting.
C-Métisse makes full use of its generous wheel base (3 m). The space provided for rear passengers is exceptional for this type of vehicle. Knee room, in particular, corresponds to limousine standards.

With its leather trim, the luggage compartment is coordinated with the passenger compartment. In addition to the boot, with its parallelogram opening, the passengers of C Métisse have two other compartments behind the wheels to place the line of Citroën luggage designed exclusively for this concept.

REMARKABLE LEVELS OF PERFORMANCE THAT RESPECT
THE ENVIRONMENT

The intelligent design of C-Métisse combines:
- a diesel hybrid drivetrain
- optimised aerodynamics
- limited weight.
As a result, it is able to combine remarkable levels of performance with fuel economy and respect for the environment.

Diesel hybrid technology serving the environment, driving pleasure and safety.

C-Métisse features a diesel hybrid drivetrain combining:

- a diesel combustion engine: the V6 HDi DPFS, mated to a 6-speed automatic gearbox developing 150 kW (208 bhp) that drives the front wheels,
- two electric motors in the rear wheels, each developing torque of 400 Nm with output of 15 kW (20 bhp).

With its diesel hybrid technology, C-Métisse respects the environment. This is particularly true in the city in ZEV (Zero Emission Vehicle) mode – an “extended’”, completely silent all-electric mode with a range of around 3 km at 30 kph – as well as on roads demanding successive acceleration and deceleration. In this second case, the hybrid architecture makes it possible to limit consumption by using the two forms of energy together.
On motorways, the V6 HDi diesel combustion engine with a DPFS (particulate filter) sets high standards of efficiency, based on its intrinsic qualities.
By controlling fuel consumption and thus pollutant emissions, C- Métisse boasts combined cycle consumption levels of 6.5 l/100 km for CO² emissions of 174 g/km.

No sacrifices have been made in terms of driving pleasure, which remains a key priority for motorists. If the driver makes prolonged use of the accelerator pedal, the boost function kicks in to provide the immediate torque required. This function combines the torque of the combustion engine with that of the electric motors to endow C-Métisse with a level of performance worthy of a high-spec sports vehicle, without pushing up fuel consumption. C Métisse accelerates from 0 to 100 kph in 6.2 seconds and takes 25.4 seconds to cover 1,000 m from a standing start.
Rather than pursuing the quest for ever higher speeds that are not practicable in normal traffic conditions, the emphasis has been placed on driving pleasure with clean, fast acceleration. For example, C-Métisse accelerates from 80 to 120 kph in 4.2 seconds.
Also, the vehicle remains in 4-wheel drive mode while the boost function is active, since the electric motors drive the rear wheels while the combustion engine drives the front wheels. Thus ensuring impeccable traction.

Also, when the ESP sensors report low grip conditions, C-Métisse can activate its electric motors and thus adopt a 4-wheel drive configuration. The electric motors deliver improved traction and ensure full use of the potential of C-Métisse in all conditions and in complete safety.

Alongside the engine and motors, the drivetrain comprises a pack of high-voltage batteries supplying the electric motors. Positioned in the centre of the vehicle, the pack is recharged by the electric motors during deceleration phases, thus converting the vehicle’s kinetic energy into electric energy.
The drivetrain and braking control unit – the nerve centre of the system – automatically manages the energy configuration: transition from 2- to 4-wheel drive, energy recovery and recharging of batteries.

Aerodynamics optimised to combine high standards of performance with respect for the environment.

Special emphasis was placed on the aerodynamics and flowing design of C-Métisse, these being key Citroën values. The objective was to enhance the vehicle’s dynamics, road manners and performance while showing respect for the environment.

Far from being a gratuitous styling exercise, the forms of C-Métisse combine visual appeal with dynamic efficiency. C-Métisse boasts a Cd of 0.30 obtained by its taut, flowing lines, as well as by a series of innovative features such as the enlarged air intakes at the front, the flat underside of the car, the two retractable rear airfoils and the rear fixed-fin spoiler. All these features play an active role in reducing aerodynamic drag and lift, thus pushing the car to the ground and improving roadholding.

Limited weight for performance and fuel economy.

Particular efforts were made to reduce vehicle weight in order to achieve both performance and fuel economy.

With its carbon body and carbon trellis supporting the powertrain and front axle, C-Métisse weighs just 1,400 kg, batteries included. A remarkable figure for a vehicle of this size.

The architecture of the diesel hybrid powertrain also contributes to this result. The positioning of the electric motors in the rear wheels and the position of the battery pack in the centre of the vehicle distributes the weight perfectly between front and rear, for improved road behaviour.

A car of astonishing style and equally astonishing performance with its diesel hybrid powerplant, C-Métisse combines the concept of ecology with automotive emotions and sensations. Through its ability to challenge received ideas, it illustrates an objective long pursued by Citroën: to develop vehicles that reflect the spirit of the times, without losing sight of the essential – driving pleasure.

TECHNICAL CHARACTERISTICS

• Dimensions
Length: 4,740 mm
Width: 2,000 mm
Height: 1,240 mm
Wheelbase: 3,000 mm
Gross vehicle weight (GVW): 1,400 kg (batteries included)

• Performance and fuel consumption
0 to 400 m: 14.2 seconds
0 to 1,000 m: 25.4 seconds
0 – 100 kph: 6.2 seconds
30 – 60 kph: 1.9 seconds
80 – 120 kph: 4.2 seconds
Top speed: 250 kph
Combined consumption: 6.5 l/100 km
CO2 emissions: 174 g/km

• Diesel hybrid drivetrain
V6 HDi diesel engine developing 150 kW (208 bhp) with a DPFS and 6-speed automatic transmission
Two electric motors in the rear wheels:
- each with torque of 400 Nm
- and developing 15 kW (20 bhp)
ZEV mode (range of 3 km at 30 kph)

• Aerodynamic features
Flat underside
Enlarged air intakes at the front
Two retractable rear airfoils
Rear fixed-fin spoiler

Cd: 0.30
CdA: 0.6 m²
Cl: – 0.1

• Running gear
Hydraulic suspension
Double wishbone suspension on all four wheels
Special Michelin tyres: 255/40/R20

• Main equipment
Fixed-centred controls steering wheel
6-speed gearbox, manual mode controlled by steering-wheel paddles, or fully automatic mode controlled by a selection lever on the central column
Directional headlamps
Electrically adjustable steering wheel and pedal assembly
Aluminium wheels with a central nut

The Xsara World Rally Car, based on the road-going Xsara hatchback but ultimately having very little resemblance to it under the skin, was a major competitor in the World Rally Championship and one of the most successful cars in WRC history. The car took Frenchman Sébastien Loeb to 28 rally wins, three consecutive Driver’s Championship titles from 2004 to 2006, and Citroën to three consecutive Manufacturer’s Championship titles in 2003, 2004, and 2005. Although it is the Frenchman who has proved the archetype Xsara WRC pilot virtually since its 2001 conception, Jesus Puras, Carlos Sainz and Francois Duval are among the other drivers to have won.

World Rally Champions, Citroen, showed its latest look for the triumphant Xsara WRC car ready for the start of this year’s 16 event world rally championship at Monte Carlo this week (22nd to 25th January).

The Xsara has an enviable record on the Monte Carlo Rally having taken all three podium places last year, its first full season, and second place the year before when it competed as part of the car’s development programme.

Last year’s winner, 29 year old French, Sebastien Loeb will this year drive car number 3 whilst team mate Carlos Sainz, takes car number 4. Both Citroen drivers are unique in that they are the only two drivers in the entire field who have won the Monte Carlo Rally on previous occasions.

Yet despite this pedigree and starting as rally favorite, Loeb mixes caution with confidence, “Like everyone, I want to do well but starting favorite is an added pressure, but one I have had experience of. The five asphalt rallies we did in 2003 did not all end well, but I won three of them and momentarily led the other two. That’s good for confidence.”

During 2003 the Citroen Xsara WRC won the manufacturer’s title amassing 160 points with 13 podium finishes including seconds in Australia and Rally Wales GB and four outright rally wins (Monte Carlo, Turkey, Germany and San Remo).

Citroen C-Métisse concept car is a flamboyant, glamorous proposal for a coupe that, with its diesel hybrid drivetrain, proves that pleasure and performance can go hand in hand with care for the environment.

It features a diesel hybrid drivetrain combining:

• A diesel combustion engine: the V6 HDi DPFS, mated to a 6-speed automatic gearbox developing 150 kW (208 bhp) that drives the front wheels,
• Two electric motors in the rear wheels, each developing torque of 400 Nm with output of 15 kW (20 bhp).
• Top speed of 250 kph and combined fuel consumption of 6.5 l/100 km.
  

Franco SBARRO, a well known French construction designer obtained a chance to modify and tune vehicles for Citroen and its best-seller Xsara Picasso. Conditions were clear: it should be a fully functional racing version meeting all necessary requirements of the motor sport. Except of one condition – it should be for four passengers.

The Citroen Xsara Picasso Cup has intestines as the engine or transmission from the Peugeot 306 S16. The engine is a 2.0 liter producing 175kw and it replaced its stock 1.8 liter gasoline aggregate. Also there’s a 6-speed transmission that come from the Peugeot model. The vehicle is proud of its beautiful massive 19“ rims with 255/40 tires. Of course, that its original suspension was replaced with a racing, fully adjustable version from the Citroen Xsara Kit Car. This is also the case of braking system where we can find 8-piston brake calipers and 370mm brake discs.

Besides these drastic changes of handling and performance, there are other changes all over the car. It was broadened with massive fenders and extreme front and rear bumpers. But the most noticeable changes were made on the central part. Franco Sbarro decided that four doors are too much so now we can enjoy two gull-wing doors. In addition to the unique entrance, the change makes the chassis more stabile and stronger to avoid torsional distortion.

Franco Sbarro and Citroen show that isn’t impossible to create the beast like this from an ordinary family car. One of the Citroen spokesman said: “This Picasso has same genetics as our Xsara Coupe VTS and unbeatable champion Xsara Coupe WRC. “ So we hope that this study will be pleasure not only for all Xsara owners but also for all enthusiasts and tuning fans.

So today we’d like to present you a car that was introduced few years ago on international motors shows, but its beauty lures nowadays too. It’s a design (but fully functional) study of Xsara Picasso by Citroen. There’s a word „Cup“ in the name, but it’s no simple, like we‘re used in the case of design and prototypes.

The 2CV belongs to a very short list of vehicles introduced right after World War II that remained relevant and competitive for many decades — in the case of the 2CV, 42 years.

Pierre-Jules Boulanger’s early 1930s design brief – said by some to be astonishingly radical for the time – was for a low-priced, rugged “umbrella on four wheels” that would enable two peasants to drive 100 kg (220 lb) of farm goods to market at 60 km/h (37 mph), in clogs and across muddy unpaved roads if necessary. France at that time had a very large rural population, who had not yet adopted the automobile, due to its cost. The car would use no more than 3 litres of gasoline to travel 100 km. Most famously, it would be able to drive across a ploughed field without breaking the eggs it was carrying. Boulanger later also had the roof raised to allow him to drive while wearing a hat.André Lefèbvre was the engineer in charge of the TPV (Très Petite Voiture — “Very Small Car”) project. By 1939, the TPV was deemed ready and several prototypes had been built. Those prototypes made use of aluminium and magnesium parts and had water-cooled engines. The seats were hammocks suspended from the roof by wires.

During the German occupation of France during World War II, Michelin (Citroën’s main shareholder) and Citroën managers decided to hide the TPV project from the Nazis, fearing some military application. Several TPVs were buried at secret locations, one was disguised as a pickup, and the others were destroyed, and Boulanger had the next six years to think about more improvements. Until 1994, when three TPVs were discovered in a barn, it was believed that only two prototypes had survived. As of 2003, five TPVs are known. For long it was believed that the project was so well hidden that the all the prototypes were lost at the end of the war (in fact it seems that none of the hidden TPVs was lost after the War, but in the 1950s an internal memo ordered them to be scrapped. The surviving TPVs were, in fact, hidden from the top management by some workers who were sensitive to their historical value).

After the war, internal reports at Citroën showed that producing the TPV would not be economically viable, given the rising cost of aluminium in the post-war economy. A decision was made to replace most of the aluminium parts with steel parts. Other changes were made, the most notable being an air-cooled engine, new seats and a restyling of the body by the Italian Flaminio Bertoni. It took three years for Citroën to rework the TPV and the car was nicknamed “Toujours Pas Vue” (Still Not Seen) by the press.

Citroën finally unveiled the car at the Paris Salon in 1948. The car on display was nearly identical to the 2CV type A that would be sold next year, but lacked an electric starter, the addition of which was decided the day before the opening of the Salon of Paris. The car was enormously criticised. In spite of that, it had a great impact on low-income population.

It was laughed at by journalists, probably because Citroën had launched the car without any press advertising. The car was qualified as a “Spartan car” or a “sardine can” by many, other journalists called it “an umbrella on wheels”. Boris Vian described the car tongue-in-cheek as an “aberration roulante” (rolling aberration) charging the slowness of this low-class car for causing Paris’ traffic jams. History has confirmed that the car was charming in a lot of people’s views, and a revolution in consumer transportation, at least on the French market.

The 2CV was a great commercial success: within months of it going on sale, there was a three-year waiting list. The waiting list was soon increased to five years. At that time a second-hand 2CV was more expensive than a new one because the buyer did not have to wait. Production was increased from four units per day in 1949 to 400 units per day in 1950. A special version of the 2CV was the Sahara for very difficult off-road driving, built from December 1960 to 1971. This had an extra engine mounted in the rear compartment and both front and rear wheel traction. Only 694 Saharas were built. The target market for this car was French oil companies, military and police.

In 1960, the 2CV was updated, and looked similar until the end of production. In particular the ‘ripple bonnet’ was replaced with larger and fewer swages. The 1960s were the heyday of the 2CV, when production finally caught up with demand.

In 1967 Citroën built a new car based on the 2CV, the Citroën Dyane, in response to the direct competition by the Renault 4. At the same time, Citroën developed the Méhari off-roader.

The purchase price of the 2CV was always very low. In Germany in the 1960s for example, it cost about half as much as a Volkswagen Beetle.

In 1970 the engine size was increased to 602cc and the car gained rear light units from the Citroen Ami 6. All 2CVs from this date can run on unleaded fuel.

The highest annual production was in 1974. Sales of the 2CV were reinvigorated by the 1974 oil crisis. The 2CV after this time became more of a youth lifestyle statement than a basic functional form of transport. This was promoted by the Citroen ‘Raid’ intercontinental endurace rallies of the 1970s where customers could participate by buying a new 2CV, (with a ruggedising kit to cope with thousands of miles of very poor or off road routes). Also, the Citroen ‘2CV Cross’ circuit / off-road races were very popular in Europe.

In 1981, a bright yellow 2CV was driven by James Bond in the film For Your Eyes Only, including an elaborate set piece car chase through a Spanish olive farm. Bond uses the unique abilities of the modestly powered 2CV to escape his pursuers in Peugeot 504 sedans. The car in the film was fitted with the flat-4 engine from a Citroën GS for slightly more power. One of the many limited production series of 2CV in the 1980s was a series of “2CV James Bond” vehicles fitted with the standard flat-2 engine, painted in yellow with ‘007′ on the front doors and fake bullet holes. This car was also popular in miniature, from Corgi Toys.

The 1980s special edition models – (007,Beachcomber/France1,Bamboo), some of which became full models, (the Dolly and the Art-Deco style Charleston) all made a virtue of the individual anachronistic styling. The changes between the special editions and the basic ‘Spécial’ model was only a different speedometer, paint, seat fabric, internal door handles, and interior light. Many of the ’special edition’ interior trim items were carryovers from the 1970s ‘Club’ models. This probably gained former VW customers as the only other ‘retro alternative’ style of vehicle, the Volkswagen Beetle was withdrawn from the European market in 1978.

The 2CV was mainly sold in France and some European markets. In the post war years, Citroën was very focused on the home market, which had some unusual quirks, like puissance fiscale. The management of Michelin was indulgent of Citroën up to a point, but was not prepared to initiate the investment needed for the 2CV (or the Citroën DS for that matter) to truly compete on the global stage. Consequently, the 2CV suffered a similar fate to the Morris Minor and Mini, selling fewer than 10 million units, whereas the Volkswagen Beetle, which was sold worldwide, sold 21 million units.

Some of the early models were built at Citroën’s plant in Slough, England in the 1950s, but the 2CV sold poorly in Great Britain in part due to its excessive cost because of import duties on components. Slough produced 2CV sales ended in 1960. In 1959 trying to boost sales, Citroën introduced a glass-fibre coupé version called the Bijou that was briefly produced at Slough. Styling of this little car was by Peter Kirwan-Taylor who was better known for his work with Colin Chapman of Lotus cars, but it proved to be too heavy for the diminutive engine to endow it with adequate performance. It served to use up remaining 2CV parts at Slough in the early 1960s. In 1975 the 2CV was re-introduced to the British market (produced in France), in the wake of the oil crisis. This was without the crippling import duties of the 1950s, because the UK had joined the EEC. In the 1980s the best markets for the 2CV were the UK and Germany.

A rare Jeep-esque derivative, called the Yagán, after an Aborigine tribe, was made in Chile between 1972 and 1973. After the Chilean coup of 1973, there were 200 Yagáns left that were used by the Army to patrol the streets and the Peruvian border, with 106 mm cannons.

A similar car was sold in some west African countries as the Citroën “Baby-brousse”.

In Iran, the Citroën 2CV was called the Jian. The cars were originally manufactured in Iran in a joint venture between Citroën and Iran National up until the 1979 Revolution, when Iran National was nationalised, which continued producing the Jian without the involvement of Citroën.

Only a few thousand 2CVs were sold in North America when they were new: as in England their pricing was excessive relative to competitors. The 2CV was built in Chile and Argentina to address this issue for South America. The Chilean version mounted a 602 cc. engine with an output of 33 HP, and was nominated AX-330 being built between 1970 and 1978, period where it saw some changes like different bumpers, hard roof instead soft one and late units were fitted with fronts disc brakes and square headlights. It´s worthwhile to note that “For your eyes only” James Bond 1981 movie, rocketed sales of this city car in Chile where it was specially imported from Spain to meet demand (mostly yellows), since it was already phased out in the Chilean assembly line.

All 2CVs have flap-up windows, roll up windows were considered too expensive in 1948, and the design did not allow any update.

The level of technology in the 1948 2CV was remarkable for a car of any price in that era, let alone one of the cheapest cars on the planet. While colours and detail specifications were modified in the ensuing 42 years, the biggest mechanical change was the addition of front disc brakes in 1981 for the 1982 model year.

The 1948 2CV featured:

* four wheel independent suspension that was inter-connected front to rear on the same side,
* leading arm front suspension,
* trailing arm rear suspension,
* rear fender skirts, but the suspension design allowed wheel change without removing the skirts,
* front-wheel drive,
* inboard front brakes, in order to help lower unsprung weight thus making ride even softer.
* small, lightweight, air-cooled flat twin engine,
* 4-speed manual transmission,
* bolt-on detachable front and rear wings/fenders,
* detachable doors, bonnet (and bootlid after 1960) — by ’slide out’ P profile sheet metal hinges,
* front suicide doors,
* flap-up windows, as roll up windows were considered too expensive in 1948,
* detachable full length fabric sunroof and boot lid — for almost pickup truck type load carrying versatility.

The body was constructed of a dual H-frame chassis, an aircraft-style tube framework, and a very thin steel shell.

The suspension of the 2CV was almost comically soft — a person could easily rock the car side to side dramatically (back and forth was quite a bit more resistant). The leading arm / trailing arm swinging arm, fore-aft linked suspension system together with inboard front brakes had a much smaller unsprung weight than existing coil spring or leaf designs. The interconnection transmitted some of the force deflecting a front wheel up over a bump, to push the rear wheel down on the same side. When the rear wheel met that bump a moment later, it did the same in reverse, keeping the car level front to rear. This made the suspension more responsive, enabling the 2CV to indeed be driven at speed over a ploughed field. Since the rear brakes were outboard, extra tuned mass dampers and later shock absorbers were fitted to the rear wheels to dampen wheel bounce. Later models had tuned mass dampers at the front with telescopic dampers / shock absorbers front and rear.

Front-wheel drive made the car easy and safe to drive and Citroën had developed some experience with it due to the pioneering Traction Avant.

It was powered by a flat-twin air-cooled engine designed by Walter Becchia, with a nod to the classic “boxer” BMW motorcycle engine (it is reported that Becchia dismantled the engine of the BMW motorcycle of Flaminio Bertoni before designing the 2CV engine).

The car had a 4-speed manual transmission, an advanced feature on an inexpensive car at the time. Boulanger had originally insisted on no more than three gears, because he believed that with four ratios the car would be perceived as complex to drive by customers. Thus, the fourth gear was marketed as an overdrive, this is why on the early cars the “4″ was replaced by “S” for surmultipliée. The gear shifter came horizontally out of the dashboard with the handle curved upwards. It had a strange shift pattern: the first was back on the left, the second and third were inline, and the fourth (or the S) could be engaged only by turning the lever to the right from the third.

In keeping with the ultra-utilitarian (and rural) design brief, the canvas roof could be rolled completely open. The Type A had one stop light, and was available only in grey. The windscreen wipers were powered by a purely mechanical system: a cable connected to the transmission; to reduce cost, this cable powered also the speedometer. The wipers’ speed was therefore variable with car speed. When the car was waiting at a crossroad, the wipers were not powered; thus, a handle under the speedometer allowed to power them by hand.

The reliability of the car was increased by the fact that, being air-cooled, it had no coolant, radiator, water pump or thermostat. It had no distributor either because both spark plugs were fired at the same time, on every 360 degree rotation. Except for the brakes there were no hydraulic parts on original models as the shock absorbers were replaced by tuned mass dampers and friction dampers.

The car featured an air-cooled, flat-twin, four-stroke, 375 cc engine, with the notoriously underpowered earliest model developing only 9 bhp DIN (6.5 kW). A 425 cc engine was introduced in 1955, followed by a 602 cc (giving 28 bhp (20.5 kW) at 7000 rpm) in 1968. With the 602 cc engine the tax classification of the car changed so that it became in fact a 3CV, but the commercial name remained unchanged. A 435 cc engine was introduced at the same time in replacement of the 425 cc, the 435 cc engine car was christened 2CV 4 while the 602 cc took the name 2CV 6 (nevertheless it did take the name 3CV in Argentina). The 602 cc engine evolved to 33 bhp (24 kW) in 1970; this was the most powerful engine fitted to the 2CV. A new 602 cc giving only 29 bhp (21.5 kW) at a slower 5750 rpm was introduced in 1979. Despite being less powerful, this engine was more efficient, allowing lower fuel consumption and better top speed, at the price of decreased acceleration.

The 2CV also pioneered the use of the now common wasted spark Ignition System, also known as the DIS (Distributorless Ignition System) ignition using a double ended coil fired on each revolution, (on the exhaust and compression stroke), by just a contact breaker.

When asked about the 2CVs performance and acceleration, many owners said it went “from 0-60 in one day”. Others jokingly said they “had to make an appointment to merge onto an interstate highway system”.

The last evolution of the 2CV engine was the Citroën Visa flat-2, a 652 cc featuring an electronic ignition. Citroën never sold this engine in the 2CV, however some enthusiasts have converted their 2CVs to 652 engines.

The 2CV has also been used for travel around the world. In 1958–1959 two young Frenchmen, Jean-Claude Baudot and Jacques Séguéla started at the Paris Motor Show on October 9, 1958, headed south and crossed the Mediterranean by boat from Port Vendres to Algeria; traversed the African continent and crossed the South Atlantic from Cape Town to Rio de Janeiro; cris-crossed South America and the United States and boated from San Francisco to Yokohama. They returned to Paris on November 11, 1959. During the 13 months, they drove 100 000 kilometres, and consumed 5 000 litres of petrol and 36 tires.

Citroen promoted 2CV events called ‘Raids’ in the 1970s and main dealers would supply a ruggedising kit. Paris to Persepolis in Iran was best known.

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Outside France, the 2CV’s most common nickname today is “The Duck”, which seemed to be endorsed by Citroën which released a stuffed toy animal in the 1980s representing a duck with Citroën on its side and 2CV under its right foot.

The 2CV was produced for 42 years, the model finally succumbing to customer demands for speed and safety, areas in which this ancient design had fallen significantly behind modern cars.

Citroën had attempted to replace the ultra-utilitarian 2CV several times (with the Dyane, Visa, and the AX), however its comically antiquated appearance became an advantage to the car and it became a niche product which sold because it was different from anything else on sale. Because of its down-to-earth style it became popular with hippies.

While not a replacement for the 2CV, a straightforward, unremarkable urban runabout supermini like the Citroën AX seemed to address the automaker’s requirements at the entry level in the 1990s.

In 1988, production ceased in France but was continued in Portugal. The last 2CV, grey with chassis number VF7AZKA00LA376002, rolled off the Portuguese production line on July 27, 1990. In all, a total of 3,872,583 2CV sedans were produced. Including the commercial versions of the 2CV, Dyane, Méhari, FAF, & Ami variants, the 2CV’s underpinnings spawned over nine million cars.

The 2CV was outlived by contemporaries such as the Mini (went out of production in 2000), VW Beetle (2003), Renault 4 (1994), VW Type 2 (still in production) and Hindustan Ambassador (still in production).

The 1989 Nissan S-Cargo design was directly inspired by the appearance of the tiny French Citroën 2CV camionette or small truck, even including the single spoke steering wheel. The 2CV was relatively popular in Japan at this time. The car was introduced at the Tokyo Motor Show, and was built from 1989 to 1992 by Pike Factory for Nissan. Approximately 12,000 were manufactured. All S-Cargo’s are right hand drive. While initially marketed only in Japan, S-Cargo’s have spread as grey import vehicles.

The Chrysler CCV developed in the mid 1990’s, (CCV stands for Composite Concept Vehicle) is a concept car developed to illustrate new means of construction suitable to developing nations. The car is a tall, fairly roomy 4 door sedan, of modest dimensions. The designers at Chrysler note they were inspired to create a modernised Citroën 2CV.

The company Sorevie of Lodève was building 2CVs until 2002. The cars were built from scratch using mostly new parts. But since the 2CV no longer complied with safety regulations, the cars were sold as second-hand cars using chassis and engine numbers from old 2CVs.

The 2CV-Méhari Club Cassis also reconditions the 2CV and the Citroën Méhari. Recently they entered a 2CV prototype in the Paris-Dakar Rally; this was a four-wheel drive, twin engine car (like the 2CV Sahara) powered by two 602 cc engines, the traditional one in the front and an engine in the rear boot space.

Auto Express reported in a May 2007 news item that a 2CV concept similar in appearance to the 2005 Evoque would make an appearance in 2009, with Citroën likely to position its modern interpretation of the car against premium rivals such as the MINI.

Cabriolet (Radar)
Robert Radar designed a fiberglass body on the chassis of a 2CV in 1956 and built a few prototypes in his Citroën Garage in Liège, Belgium. Citroën Belgium was enthusiastic about this model and decided to produce it as an official Citroën 2CV in its Forest (near Brussels) factory. They manufactured about 50 bodies and added the model called 2CV “Radar” on the price list. They were assembled on order, and in 1958 and 1959, only 25 were sold and production ceased. The remaining bodies were destroyed later. There are five or six of them left, one in the Netherlands and four or five in Belgium.

Coupé (Bijou)
The Bijou was built at the Citroën factory in Slough, UK in the early 1960s. It was a two-door fiberglass-bodied version of the 2CV designed by Peter Kirwan-Taylor. The design was thought to be more accessible in appearance to British consumers than the standard 2CV sedan. Incorporating some components from the DS (most noticeably the memorable single-spoke steering wheel), it did not achieve market success, possibly because it was heavier than the 2CV and thus not a brisk performer, reaching 100 km/h (60 mph) only under favourable conditions. Only 207 were built.

Four-wheel drive
One novel model was the 2CV Sahara, a four-wheel drive (4×4) car, equipped with two engines (12 hp each), each one having a separate gas tank. One was mounted in the front driving the front wheels and one in the back driving the rear wheels. A single gear shifter, clutch pedal, and gas pedal were connected to both engines.

It was originally intended for use by the French colonies in Northern Africa. As well as a decreased chance of being stranded, it provided four-wheel drive traction with continuous force to some wheels while others were slipping because the engine transmissions were uncoupled. Therefore it became popular with off-road enthusiasts.

Between 1958 and 1971 Citroën built 694 Saharas, but only 27 are known to exist today. The top speed was 65 km/h (40 mph) on one engine, but this increased to 105 km/h (65 mph) with both engines running.

The Méhari was also built as a 4×4, but with only one engine.

Various 4×4 conversions were built by independent constructors, such as Marc Voisin, near Grenoble, some from a Méhari 4×4 chassis and a 2CV body.

Although the terminology is sometimes confused, 2CV 4×4 generally refers to these models, whereas 2CV Sahara refers to the two-engined Citroën vehicle.

Kit cars
The 2CV’s availability, simple construction, low cost and propensity to rust make it an ideal donor car for a special or kit car. Examples of 2CV-based kit cars include the Pembleton and Lomax from Britain, and the Burton and Patron from Holland.

Vans and ‘hunchbacks’
For transportation purposes, some models were redesigned into vans. Others had a ‘hunchback’ fitted, an extension to the boot.

Its success has even continued after the road car ceased production and the rally car passed into the privateer hands of the Kronos team for 2006, with the latest World Rally Cars struggling to beat the previous season’s Citroën Xsara WRC! Indeed, this year the Xsara WRC has not just been the car to beat, it has been the dominant force in the World Rally Championship, with Citroën heading for another double World title win of manufacturers’ and drivers’ titles for 2007, to go with the manufacturers titles the Xsara won in 2003, 2004 and 2005, along with drivers’ titles for Loeb in 2004 and 2005.

The eagerly anticipated replacement is the Citroën C4 WRC, which will appear for the first time in its final form at the Paris International Motor Show on 28 September 2006, after debuting as a the C4 Sport Concept in 2004 as a preview for the Citroën C4 road car.

The Sport Concept first turned a wheel in anger in September 2004 and it has then been in development by Citroën since then, preparing for its return to the highest rung of rally motorsport in 2007. Loeb first drove the C4 WRC at Citroën’s test track near Paris in December 2005 and, in between his WRC commitments, has been helping develop the new car.

Citroën has also confirmed that Loeb and his co-driver, Daniel Elena, will be sharing the Citroën C4 WRC with Dani Sordo and Mark Marti in the number two car. Sordo is the reigning Junior World Rally Champion, having won the title in a Citroën C2 Super 1600 in 2005 and he has been helping Citroën earn manufacturers’ points in the 2006 after starting the season in a third Citroën Xsara WRC.

Remarkably, considering that the World Rally Championship, like nearly all motorsport, is bound up tightly in wide ranging rules, the designers were given a completely free hand to design a vehicle that would symbolize the renewal of Citroën. This was the Citroën C4 Sport Concept, a true exercise in style that met the futuristic vision of a new competition car.
Adapting to regulations

Although the overall styling was maintained from the C4 Sport Concept, the car then had to be adapted to international regulations and performance requirements.

This is where the design office of Citroën Sport stepped in. The project working group came up with a first rolling model of the Citroën C4 WRC that was already a long way from the original concept.

The roof, for example, was no longer made of glass, since this is banned in rally racing. The front and rear wings, bumpers and spoiler were modified to satisfy regulations and performance criteria. To save time and money, a number of body parts were studied in wind tunnels on a scale of ¼ before validation of the full-size parts at the end of the project.

The role of the development programme was to validate the parts and powertrain sub-systems developed by the design office. Reliability was the first factor and performance the second. To achieve the desired result, several working sessions were necessary on both asphalt and gravel. The technical team of Citroën Sport then compared the performance of the C4 WRC with that of the Xsara, which remained the benchmark, the absolute reference point.

Although it is still in its development phase, the Citroën C4 WRC has shown real potential. Now, its performance can only truly be confirmed in rally conditions.
Expectations and objectives

The mechanics, engineers, crews and managers of Citroën Sport, are now impatient to see how the C4 WRC performs in an actual rally event. Designed to be as easy to drive and as reliable as the Xsara WRC, the C4 WRC aims to set even higher standards of efficiency and performance. A car built and developed to enable Citroën to target the “drivers” and “manufacturers” titles once more from 2007.
Main technical characteristics of the Citroën C4 WRC

Like the Xsara, its glorious predecessor, the Citroën C4 WRC features four-wheel drive and a 2.0 litre turbocharged engine mated to a transverse-mounted 6-speed gearbox. At 4.20 metes, the C4 WRC is longer than the Xsara and, in line with regulations, therefore has a greater width of 1,800 mm, compared with 1,700 mm for the Xsara. This change should provide better stability on bends.

As also laid down in the new regulations, the use of electronic driving aids is limited, in the same way as for the Xsara in its 2006 configuration. Referring again to the regulatory budget cuts, the sub-systems of the C4 WRC – such as the engines, gearboxes, front, central and rear differentials and dampers – must last longer and be more reliable.

Official FIA Highlights of the 2007 World Rally Championship with Citroen, Ford, Subaru, Skoda and many more…

Citroen AirPlay.

It’s cool car in the City.