C1 Citroen super-mini, see them all?Citroen's diminutive C1 made its world debut in Geneva, with the complete new range on display. Sitting below the C2 super-mini, the C1 was developed with urban dwellers in mind. At launch, the C1 will be available in either three- or five-door format, with a choice of petrol or diesel engines - one of each. Either a manual gearbox, or Citroen's 'SensoDrive' automatic may be specified.
The C1 is very much part of the Citroen super-mini family, sharing its bigger siblings' curves and friendly appearance. Unique to the C1 is the glass rear hatch, and the five-door's rear door shape. Elsewhere, it is apparent that an exhaustive amount of work has been carried out on both space efficiency and safety. Despite the petite exterior dimensions, the interior of the C1 stands up well to comparison with cars in the class above. The front seats are thinner than usual to liberate precious inches of rear knee room, and the five-door version does without sliding rear windows so as to increase elbowroom and allow the fitment of a larger cubby. There are apparently 12 such storage areas in total. The interior of the C1 is quite a pleasant place to be too, with contemporary design that is on the fun side of practical.

With both the Citroen C2 and C3 gaining a respectable four stars in the benchmark Euro NCAP safety tests, it was important that buyers of the smallest car in the Citroen range felt as safe. ABS is standard across the range, as is CSC (Cornering Stability Control). The cheapest model is predictably low on equipment, but in anything above it there are four airbags as standard, with the option of more. There are also less visible safety systems such as the pyrotechnic seatbelt pre-tensioners and a collapsible steering column. UK pricing has not yet been announced, but we expect the car to hit the showrooms in the summer, priced £6,000 - £7,000.

2CV (1948-1990)
8CV Rosalie (1932-1935)
10CV
Acadiane (1978-1987)
Ami 6 (1961-1971)
Ami 8 (1969-1979)
Ami Super (1973-1976)
Axel (1984-198
AX (1986-199
Berlingo (1996- )
Citroën Bijou
BX (1982-1994)
Citroën C-Triomphe (2006- )derivative for the Chinese market
CX (1974-1989)
C1 (2005- )
C2 (2004- )
C3 (2003- )
C4 (2004- )
C5 (2001- )
C6 (2005- )
C7 (2007- )
C8 (2002- )
C15 (1984-2005)
C25 (1981-1993)
C35 (1974-1992)
Dyane (1967-1984)
DS/ID (1955-1975)
Elysée ZX derivative for the Chinese market
Evasion (1994-2002)
FAF
Citroën Fukang (1997- )derivative for the Chinese market
Citroën Fukang 988 (1998-2003)derivative for the Chinese market
GS and GSA (1970-1984)
H Van (1947-1981)
Jumpy (1995- )
Jumper (1994- )
LN (1976-1979)
LNA (1978-1986)
M35 (1970-1971)
Méhari (1968-1987)
Saxo (1995-2003 )
SM (1970-1975)
Traction Avant (1934-1957)
TUB (1939-1941)
Type A (1919-1921)
Type B (1921-192
Type C C2-C3 (1922-1926)
Type C C4-C6 (1928-1934)
Visa (1978-198
XM (1989-2000)
Xantia (1993-2001)
Xsara (1997- )
ZX (1991-1997)
Trucks
P45 (1934-1953)
P46
U23
350 to 850 aka Belphegor
Prototypes and Concept Cars
Citroën Traction Avant 22CV
G Van
Prototype C or Coccinelle
C-60
Project F
Mini-Zup (1972)
GS Camargue (1972)
2CV Pop (1973)
Prototype Y
C44 (1980)
Karin (1980)
Xenia (1981)
Eco 2000 (1984)
Eole Concept car (1986)
Zabrus Bertone Concept car (1986)
Activa (198
Activa II (1990)
Citella (1992)
Xanae Concept car 1994
Osmose Concept car
Tulip (1995)
C3 Lumière Concept car (199
C6 Lignage Concept car (1999)
Osée Pininfarina Concept car
Pluriel Concept car (1999)
C-Crosser Concept car (2001)
C-Airdream Concept car (2002)
C-Airlounge Concept car (2003)
C-SportLounge Concept car (2005)
C-Airplay Concept car (2005)
Miscellaneous

History
The story of Citroën begins with the founder of the company himself, André Citroën. After serving in the French army, he set up a gear-making business, which became identified with the "herringbone" or double helical gear, which is the origin of the Citroën "double chevron" trademark. In 1919, however, the business started to produce automobiles, beginning with the conventional Type A.

André Citroën was a keen marketer - he used the Eiffel Tower as the world's largest advertising sign, per the Guinness book of World Records. He also sponsored expeditions in Asia (Croisière Jaune) and Africa (Croisière Noire), intended to demonstrate the potential for motor vehicles equiped with Kegresse track system to cross inhospitable regions. The expeditions conveyed scientists and journalists and were a publicity success.

In 1924, Citroën began a relationship with American engineer Edward G. Budd. From 1899, Budd had worked to develop pressed-steel bodies for railroad cars, Pullman in particular. Budd went on to manufacture steel bodies for many automakers, Dodge being his first big auto client. In 1928, Citroën introduced the first all-steel body in Europe.

In the beginning, the cars were successful. But soon competitors, who still used a wood structure for their bodies, introduced new body designs on their cars. Citroën had no way to redesign the body of his cars and the cars began to be perceived as old-fashioned. The Citroëns sold in large quantities despite the stylistic drawback, but the car's low price was the main selling point and Citroën experienced heavy losses