Groupe PSA’s Future Models: A Deep Dive into Citroen’s Upcoming Lineup
In this second chapter of a series concerning Groupe PSA’s divisions, the spotlight turns on Citroën. Unlike Peugeot, which was recently examined, this famous make remains distressed. Sales continue to fall in France even though new models have been steadily flowing during the last 12 months. The picture is equally concerning in many other countries, including China.
Citroën has a large and varied model line up, especially in Europe. This stretches from the tiny C-Zero electric city car, to the large SpaceTourer MPV and also includes multiple light commercials. One of the main issues is the brand appearing to have given up on the D segment after the C5 was allowed to become too old and then withdrawn from the market. Others have stepped in as there is still much volume to be had in this size class.
While Citroën registrations tumble in France (by 12 per cent in May alone, to a 2018 low of just 9.0 per cent), Peugeot is busy readying it own fresh model for the D segment. Will there be a new C5? There will, but not until 2020 says the make’s boss Linda Jackson.
Groupe PSA took the large gamble of trying to exploit only one part of the history of Citroën, namely as a maker of small cars. Crucially, in the long-ago past, each of these was highly distinctive, something that could not be said of the latest ones. The C3 and C3 Aircross are good cars but at a time when so many OEMs are playing the heritage card to make their brands stand out, there is almost nothing to link the latest models to famous Citroëns of old. Worse, DS, an invented brand with no heritage, is expected to become a successful division selling premium priced vehicles. All the while trying to link itself to one of the world’s best known cars. Which was a Citroën, not a ‘DS’.
The management of Groupe PSA and the Citroën brand would correctly insist that success is not represented by sales volume alone. Indeed, the previous high numbers were not necessarily an accurate way of judging how well the group’s long time number two make was doing. If there is a strategy in place to forget about numbers of cars sold, it is working. ACEA data for May show that in EU and EFTA countries, Citroën’s decline continued. Last month, registrations dropped by 3.3 per cent to 53,835. At the same time, Dacia is on the rise, especially in France, and to such an extent that it sold more cars, the total being 54,018, a YoY gain of 14 per cent.
PSA says that pushing vast numbers of low- or no-profit cars onto dealers and into fleets is a thing of the past. Now, all across Europe, Citroën is trying to build a new image of being quirky, French and family-friendly. It’s just a pity that the latest models, including the C5 Aircross, all look very similar to one another. In the eyes of many customers, only the sizes differ. We will eventually see how this strategy pans out, and it may yet work if margins on the latest models do indeed rise as is the intention.
China is still Groupe PSA’s largest headache. There is a special irony in Citroën having stumbled so very badly there as the brand was once hugely popular with local buyers. As can happen, the focus of management can become blurred when a firm has multiple problems in many countries. This is where the origins of the current issues in the PRC stem from. At least the worst might now be over, as is suggested by Citroën sales having shot up by 66 per cent in May suggests. A note of caution should be sounded however, as this is mainly a bounce from what was a the steep plunge which went on for more than a year. There is still no model inside the top 100, and the C-Elysée, the best performer, was in position 120 in May and saw its sales decline by five per cent in a rising market.
PSA has to please several masters in China, one of which only a few years ago it had to request a funding injection from. Dongfeng Motor is therefore not just a JV partner but a major shareholder in Groupe PSA too. This has caused complications, the most obvious being a need to refinance another JV with rival firm Changan Auto. This, CAPSA, is still badly embattled and much is hoped for from the DS 7 Crossback. If this new model fails, then really, so too will have the Changan Auto PSA venture and DS. At least now that the European market is generating strong profits for PSA, it can invest more in trying to fix each of its three brands’ Chinese sales.
A segment
Leaving aside the C-Zero, a small EV which is discussed in the Electrified models section below, Citroën has only one model in the A segment. The second generation C1 had its world premiere at the Geneva motor show in March 2014. It is built on the same line at a Czech plant as the Toyota Aygo and Peugeot 108.
All three cars have a standard Toyota-supplied 1.0-litre three-cylinder petrol engine, but the Groupe PSA twins are also available with the French company’s own 1.2-litre three-cylinder engine. Unlike the previous models, none is available with a diesel.
Given how successful the partnership has been, the third generation C1 and 108 due in 2023 should again be a JV with Toyota Motor Europe. The cars need a fresh architecture: the current ones are based on Toyota NWC, a platform which dates as far back as the Vitz/Yaris which first appeared more than a decade ago. Production should remain at the Kolin plant in central Europe and there might be variants for Opel and Vauxhall to replace the Karl and Viva. The latter two cars are presently built by GM Korea.
B segment
B618, the current C3, was shown to the media in June 2016 at a special event ahead of its public debut a few months later at the Paris motor show show. Available since the fourth quarter of 2016, the exterior comes with a standard two-tone effect and the buyer may select one of three colours for the roof, plus other choices for the foglamps, mirror surrounds, C pillar and Airbumps.
PSA’s PF1 platform was renamed for its use as the basis for the C3, Citroën telling the media that the car uses ‘Platform A’. This will not be the case for the Peugeot 208 and DS 3 successors, though. They will be based upon the more modern CMP architecture. The C3 won’t shift to this platform until 2023 which should be three years after the current car is facelifted.
A51, the second generation C3, is still manufactured but only in Brazil. The Porto Real plant in the state of Rio de Janeiro will likely switch over to build of B618 during the fourth quarter of this year.
C segment
The C-Elysée is a sedan which is sold mainly in lower income markets. This is one part of the M4 project and the twin of the Peugeot 301. The car’s debut was at the Paris motor show in September 2012. Production began three months later. Both the 301 and the C-Elysée come down the same line at PSA’s Vigo plant in Spain. In Europe, sales are restricted to a handful of markets, mostly in the southern, eastern and central regions.
The current generation C-Elysée went on sale in China from September 2013, with the previous car continuing for a while as a cheaper alternative. A facelifted model premiered at the Guangzhou motor show in November 2016. There should be another makeover later in 2018.
The next C-Elysée is due for release from the first quarter of 2020. It is expected to use CMP. The car, along with its Peugeot 301 twin, is likely to again be manufactured in China and Morocco. The second build location would probably replace production of the current model at Vigo in Spain.
Details of the future E-Elysée, a plug-in version of the C-Elysée, are below in the Electrified models section.
B7, the second generation C4, had its world premiere at the Paris motor show in September 2010, going on sale across Europe from early 2011. It is still available in some countries.
A new sedan, initially for the Chinese market, was announced in June 2012. This, the Russian market’s locally assembled C4 L, went on sale in Brazil in September 2013 as the C4 Lounge.
The first generation four-door model was built and sold in various markets for many years as the C4 Sedan, C4 Pallas, C-Quatre Sedan or C-Triomphe. The second generation sedan (‘C4 Lounge’) entered production in Argentina in July 2013.
Mulhouse (France) was the first plant for the C4. The C4 L entered production in China in late 2012, with CKD assembly at the PSA and Mitsubishi Motors JV facility in Kaluga (Russia) following in April 2013. Local sales commenced two months later.
A facelifted C4 was announced in December 2014. It had its world premiere at the Brussels show during the following month.
Dongfeng Citroën revealed its then latest four-door C4 at the Chengdu motor show in September 2015. The first deliveries of this 4.55m long model took place three months later. This was the replacement for the C-Quatre.
C4 production at Mulhouse in France ceased in November 2017.
A facelifted C4 Lounge went on sale in Argentina and other markets in South America in April and production should continue until early 2021.
As for the next C4, this has been delayed and merged with the replacement for the C4 Cactus. It will use PSA’s EMP2 platform but the model name is not yet known.
This car would be expected to enter production at Villaverde in 2021. Mystery surrounds the identity of a future second model for the Madrid plant, however. Unions agreed to the May 2017 elimination of the second shift after PSA promised that another “high volume” model would be built there from 2021. Groupe PSA pledged to spend €144m prepping the plant for this car.
The future C4/Cactus might also be built in Iran by SAIPA and Groupe PSA and in Brazil at the Porto Real factory.
D segment
A third generation of the D segment/Midsize C5 is said to be under development. The C-Experience concept which was first displayed at the 2016 Paris motor show is believed to provide some hints at the thinking behind the new model. The production car will likely be a fastback and probably an estate too, making the C5 a rival for the Skoda Superb as well as the Opel/Vauxhall Insignia and Peugeot 508.
The new C5 will likely be built in France and China from 2020. This is because the second generation C5 sedan is still made in China, having had a facelift in 2017. This was just before the sedan and wagon went out of production in France, which was in May 2017.
E segment
X81 is DPCA’s code for the C6, a 4.96m long sedan which is manufactured only in China. It is a rival for the Buick Lacrosse, Ford Taurus and Toyota Crown. Its public debut was at the Beijing motor show in April 2016 with sales beginning six months later. Exports to Europe are not expected.
Helping to make the business case for this model, R&D costs were shared with Dongfeng. The big sedan is closely based on the even longer Dongfeng Fengdu Aeolus Fengshen A9. This model has been even less successful than the C6
A facelifted C6 is due out in the second quarter of 2020. If there is a replacement model, it should appear in late 2023. That car would be based upon an evolution of EMP2. Much depends on how this segment of the Chinese market evolves and more importantly, if buyers are able to think of Citroën as a brand which has prestige.
Crossovers & SUVs
The smallest Citroën crossover is the C3-XR. This special model for China was previewed by the C-XR concept at April 2014’s Beijing motor show. There should be a facelift in 2018 and some form of replacement model in 2021. It might be that the successor already exists in the form of the latest C3 Aircross.
Confusingly, there are two crossovers in the B segment called C3 Aircross. The first, older one one is C3 Picasso-based. Formerly known as the Citroën AirCross, it has been sold in Brazil, Argentina and other South American markets for almost eight years. The vehicle it effectively replaced, the C3 XTR, was eventually phased out during 2012. Production should cease later this year.
The newer C3 Aircross is mainly available in Europe and China. It replaced the C3 Picasso in 2017. Even though Citroën classes the vehicle as an SUV, drive is to the front axle only. Expect an eight-year lifecycle for this model, with a facelift in 2021.
Above the two versions of the C3 Aircross is the second generation C4 Aircross. As well as having a different spelling – ‘Aircross’ versus the first generation ‘AirCross’ – the production model, at just 4,270mm long, is a smaller vehicle.
The new model is so far limited to China. It is a 12cm longer version of the C3 Aircross with a unique body and a lengthened wheelbase. The world debut was at the Beijing motor show in April and the Chinese market name is Yunyi.
As well as in China, it should be built in Europe and Brazil. Unlike the first C4 Aircross which was supplied by Mitsubishi Motors, the latest one uses a PSA architecture.
The production cycle should see a facelifted model go on sale in 2021 or 2022 and a replacement released in 2025.
The slightly larger C4 Cactus is an unusual car in several ways. The first part of its name suggests this is a rival for the Nissan Qashqai when in fact it is closer in size to the Juke. This crossover had its public debut at March 2014’s Geneva motor show. Production commenced during the following month, with the first cars in LHD European market dealerships in June 2014.
A recent facelift saw the Airbumps repositioned lower down the doors: previously they were too high to offer protection against the likes of runaway supermarket trollies. Another new feature is the ‘Progressive Hydraulic Cushion’ (PHC) suspension system first seen on the C5 Aircross. PHC incorporates secondary hydraulic dampers for each wheel and these replace conventional bumpstops. The aim is to give the car a softer roll along with less body roll.
The facelifted C4 Cactus went on sale across Europe from March after a motor show debut at Geneva earlier the same month. During the press conference, Linda Jackson announced that the car would also be built in Brazil:
“Citroën will launch the locally produced (Porto Real, Brazil) C4 Cactus in the first-half of 2018. In line with the Core Model Strategy of Groupe PSA, this new model will be fitted with specific features responding to the expectations of South American customers. It will be sold in the major markets of the region including Brazil and Argentina as well as Uruguay, Paraguay and Colombia”, Citroën’s CEO stated.
Brazil’s C4 Cactus underwent some changes, including roof bars, new bumpers and rear windows which can be lowered rather than flipped open. Sales commenced in May. No further updates are expected for this model, which should be replaced in 2021 and merged with the project to develop a new C4.
The brand’s largest crossover is the C5 Aircross. This 4.5m long vehicle had its world premiere at last year’s AutoShanghai. The car would be manufactured in China from the second half of 2017 and in France from late 2018, Citroën announced on the eve of this motor show. In the PRC, it supplements the C5 sedan. The C5 Aircross can be thought of a rival for the Renault Kadjar.
There is an obvious missing model, that being a rebodied Peugeot 5008 and rival for the Renault Koleos. If such a vehicle is being developed, it will most likely be built in China and probably restricted to that market. The ‘C6 Aircross’ might even be added to the line-up as soon as by year-end. This seven-seater would most likely be manufactured at DPCA’s Wuhan 2 plant, which is where Chinese production of the C5 Aircross takes place.
Monospaces/MPVs
Due to the rise of crossovers, PSA has been phasing out many monospaces. Which means that the smallest such Citroën is the new Berlingo. The Peugeot Partner replacement and the Opel/Vauxhall Combo are part of the same development programme.
The third generation Berlingo had its public debut alongside the Partner at the Geneva motor show in March. There are five-seat (M) and extended wheelbase, five- or seven-seat (XL) bodies. Each of three second-row seats folds flat and in XL variants, the third row seats can be removed.
Unlike the previous model, this new one’s sliding rear doors have windows which can be lowered rather than flipped open. The tailgate’s window can again be opened. Citroën says the standard wheelbase Berlingo Multispace’s load volume is up by 100 litres to 775, while the XL has up to 1,050 litres of space.
Groupe PSA has given these models a bespoke architecture, which comprises an update of the previous platform with elements of the newer EMP2.
Engine choice consists of a 1.2-litre PureTech petrol and a 1.5-litre BlueHDi diesel, each of which has various outputs.
The latest model might stay in production for between nine and eleven years. The first facelift is expected in 2023.
The larger MPV which has just been renamed C4 SpaceTourer was previewed by the Technospace concept which debuted at the Geneva motor show in March 2013. This was the first vehicle to be based upon PSA’s Efficient Modular Platform 2 architecture.
Production of the C4 Picasso commenced in May 2013. The model name changed to C4 SpaceTourer at this year’s Geneva motor show.
The Grand C4 Picasso was announced in June 2013, just as the C4 Picasso was going on sale across Europe. The seven-seater variant has a longer wheelbase and is distinguished by different roof bars and a few other subtle styling differences. It also had its public debut with a fresh name at the 2018 Geneva motor show: Grand C4 SpaceTourer.
Replacements for these models are expected in 2020.
The largest MPV is the SpaceTourer. This minivan/MPV/people carrier was announced by PSA and TME (Toyota Motor Europe) in December 2015. It is part of a three vehicle joint venture, the other two models being the Peugeot Traveller and second generation Toyota Proace. All are manufactured at the SEVEL nord plant in the French town of Lieu-Saint-Amand/Hordain.
PSA and TME revealed all three models at the Geneva motor show in March 2016. Each is available as an MPV for private buyers and as a Shuttle for business users. Up to nine occupants can be carried. The Proace, SpaceTourer and Traveller share powertrains and a platform.
These were the first vehicles for a modified version of PSA’s EMP2 architecture. This has the front part of that platform but the rest was developed especially for the SpaceTourer, Proace and Traveller. Different front and rear axles mean that loads of up to 1,400kg can be carried by LCV variants. The platform’s modular design allows for two wheelbases (2.92m and 3.27m) as well as two rear overhangs (0.80m and 1.15m). The combination allows for 3 body lengths: XS at 4.60m (a claimed first in the segment) with the shorter wheelbase. Then there is the M at 4.95m and XL at 5.30m with the longer wheelbase.
The LCV versions of the Traveller and SpaceTourer are the Peugeot Expert and Citroën Jumpy.
At the 2018 Geneva motor show, Linda Jackson announced that the SpaceTourer would soon be built in Russia too. There should be a facelift for this model in 2020 and a new body on the existing architecture in 2024.
Electrified models
PSA and Mitsubishi Motors signed a deal in September 2009 for the supply of small EVs. Production of the Citroën C-Zero and its twin, the Peugeot iOn, started in October 2010. The little cars, which are slightly restyled versions of the Mitsubishi i-MiEV, are now in the last months of their lifecycles. Neither has been popular and likely to be directly replaced.
One size up from the C-Zero is the Citroën E-Mehari. This 3.8m long four seat convertible was revealed to the media in December 2015. It went on sale in certain markets from April 2016. This model is meant to revive memories of the Citroën Mehari, an open-topped car in the style of the Mini Moke which was once popular in both France and certain Francophonic countries in Africa and elsewhere.
The range is claimed to be 200km. Bolloré is the supplier of the 30kWh lithium polymer battery cell pack, and the car is closely related to the Bolloré Bluesummer. The bodywork is thermoplastic and the E-Mehari can be fully recharged in eight hours via a 16 amp socket.
Groupe PSA is expected to continue building the E-Mehari and Bolloré Bluesummer at its Rennes plant in western France until 2023. There should be facelifts for both in mid-2020.
Another electric model will be the E-Elysée, a plug-in version of the C-Elysée. This sedan had its world premiere as a prototype at the Beijing motor show in April 2016. The prototype was claimed to have a range of up to 250km and to be capable of being fast-charged in just 30 minutes (6.5 hours in normal charging mode). The production model is due to be manufactured by Dongfeng Citroën from later in 2018. It likely won’t be built for long as the car on which it is based is due to be replaced in 2020. Some sources have reported that the model may even have been cancelled but this is not confirmed.
As for other Citroën EVs or PHEVs, these will be in line with Groupe PSA’s policy of having electric models in the smaller size segments (e.g. C3 and C3 Aircross) and petrol-electric plug-in hybrids for vehicles in larger size classes. If a car is based on the CMP architecture, any electrified variant will use e-CMP and be an EV, whereas EMP2 platform models will instead be PHEVs. Examples of plug-in hybrids will include the next C4/Cactus, the future C5 and the C5 Aircross.
This was the second feature in a four-part series. Next up will be DS, to be followed by a look at Opel and Vauxhall.
Future model plan reports for other manufacturers can be viewed in the OEM product strategy summaries section of just-auto.com.
Future product program intelligence
More detail on the past, current and forthcoming models for every division of Groupe PSA can be found in PLDB, the future vehicles database which is part of QUBE.
“Groupe PSA future models analysis – Citroen” was originally created and published by Just Auto, a GlobalData owned brand.
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