Citroën Visa

The Citroën Visa is a five-door, front-engine, front wheel drive supermini manufactured and marketed by Citroën from 1978 to 1988 in gasoline and diesel variants. 1,254,390 examples were ultimately manufactured over a single generation, with a single facelift (1981). China has also assembled the car as the Liuzhou Wuling LZW 7100 minicar. Production started in 1991 and finished in 1994.

Quick Facts Overview, Manufacturer ...

Citroën Visa
Overview
Manufacturer	Citroën
Also called	Wuling LZW 7100/ Wuling Visa (PRC)[1]
Production	1978–1988 1991–1994 (China)
Assembly	France: Rennes (PSA Rennes Plant) France: Cerizay (Heuliez: Décapotable) Spain: Vigo (PSA Vigo Plant) Portugal: Mangualde (PSA Mangualde Plant) Belgium: Forest Yugoslavia: Koper (Cimos)[2]
Body and chassis
Class	Supermini (B)
Body style	5-door hatchback 4-door cabriolet
Layout	FF layout F4 layout
Related	Citroën C15 Karenjy Visa (RM)[3] Citroën LN Peugeot 104 Talbot Samba Citroën Axel / Oltcit Club
Powertrain
Engine	652 cc V06 air-cooled H2 954 cc XV I4 1,124 cc XW I4 1,219 cc XZ I4 1,360 cc XYI4 1,580 cc XU5 I4 1,769 cc XUD7 diesel I4
Dimensions
Wheelbase	2,436 mm (95.9 in)
Length	3,690 mm (145.3 in)
Width	1,530 mm (60.2 in)
Height	1,410 mm (55.5 in)
Curb weight	870 kg (1,918 lb)
Chronology
Predecessor	Citroën Ami Citroën Dyane
Successor	Citroën AX

Close

Citroën commissioned Heuliez to produce a Visa convertible variant, marketed as the Décapotable (1984), and a box van variant (1985–2005) was marketed as the Citroën C15. A sedan variant was prototyped but never manufactured.

In 1965 Robert Opron began working on the Citroën G-mini prototype and project EN101, a replacement for the 2CV using its flat twin engine and intended to launch in 1970. The advanced space efficient designs with compact exterior dimensions and an aerodynamic drag co-efficient Cd of 0.32, were never fully developed because of negative feedback from potential clients.^[4]

A subsequent program, the Citroën Prototype Y, was developed in the early 1970s in co-operation with Fiat, to replace the 2CV-based Citroën Ami — using lessons from the Citroën G-mini and EN101 projects. Prototype Y used the Fiat 127 platform with the pioneering transverse front-engine, front wheel drive layout Fiat had test-marketed in the Autobianchi Primula.

When cooperation with Fiat ended, Citroën designed its own platform, and subsequent to the takeover of Citroën by Peugeot in the wake of the 1974 oil crisis, the renamed "Projet VD (Voiture Diminuée)" became the Citroën Visa, incorporating the floor pan of the Peugeot 104 and using the 104 engine, transmission (under the engine) and chassis.^[5] The Visa thus became the first model under PSA Peugeot Citroën's platform-sharing policy.

In 1984, the original Citroën platform design from "Project Y" emerged as the Romanian Oltcit Club, using a Citroën Visa flat-twin engine and Citroën GS-based gearbox or the GS flat-four engine and gearbox. This was also marketed in Western Europe as the flat-four (only) Citroën Axel to recoup Citroën's Romanian investment, which the Romanian government could not repay. The resulting vehicle exhibited build quality issues, with 60,184 cars ultimately manufactured.

From its launch in September 1978,^[6] the front-wheel drive Visa was available in "Spécial" and "Club" models with a mapped electronic ignition^[7] (652 cc, 2-cylinder), and a "Super E" model (the 11RE after 1984), with the advanced Peugeot 1124  cc Douvrin engine / PSA X engine, a four-cylinder "Suitcase engine" — all aluminium alloy, chain driven overhead cam, with gearbox in the sump, sharing engine oil, mounted almost on its side.^[7] The 1124 cc was as economical as the Citroën 2CV-derived twin, but with much better performance. The flat-twin engine was mounted longitudinally; the four-cylinder engines were installed transversally.^[8] Later on it had 1219 cc (Super X) and then 954 cc (10E after 1984) and 1360 cc (1983 Visa GT and 14TRS after 1985) versions of the same engine. The original Visa's engines, while of Peugeot origins, were modified by Citroën's engineers with the aim of increasing fuel economy and responsiveness. The results were very limited and by the time of the introduction of the 1.4-liter models the engines were taken over wholesale from Peugeot without modifications.^[8]

The Visa featured a soft but well-damped, long-travel, fully independent suspension (Coil-sprung MacPherson struts at the front, with coil sprung trailing arms at the rear) that contributed to a soft ride^[9] similar to the Citroën 2CV, but with less extreme body roll.^[10] New for 1983 was the Visa Super E GL, which offered more complete equipment and a redesigned, more comfortable two-piece rear seat. The two seats were easily removed (without requiring tools) to increase luggage capability.^[11] For model year 1983 the most powerful Visa yet, the Visa GT, arrived. In addition to the 80-PS engine, it offered alloy wheels with Michelin TRX tires, spoilers, sideskirts and trim, special colors, and a more sporting suspension tuning than what was normal for Citroën.^[12] In early 1985 the limited production Visa 14 S Tonic arrived, a version using the GT's engine and transmission coupled with an all-white appearance similar to the Visa Crono but at a price not much higher than the basic Visa 11 RE.^[13] Only 2000 Tonics were made.^[14]

In spring 1984 the diesel version was added. The Visa 17D and 17RD used the famously rugged and refined, class-leading 1769 cc XUD diesel and transmission from the Peugeot 205. The powertrain required too wide a track for the original engine compartment and wings, so the front wings were extended with large black plastic wheel arch panels. The spare wheel that in smaller petrol engine versions was mounted on top of the flat or near horizontal engine, was bolted to the otherwise flat boot floor, compromising luggage space. In continental Europe, a basic diesel van the 'Visa Enterprise' was sold that used the normal Visa bodyshell with the rear doors welded shut.^[15] This version mounted a space saver spare wheel under the bonnet, atop the diesel engine.

At the Paris Salon 1984, for model year 1985, the 1.4 L TRS was presented.^[16] The Visa 14 TRS, was produced for two years (1985–1987), shared its engine with the Citroën BX14 and receiving a favourable review by CAR magazine.^[17] In early 1985 the Visa GTI, fitted with a 1580 cc engine, was introduced. This would be the fastest Visa offered with a top speed of 188 or 192 km/h depending on the engine version.

Between 1985 and 1987 the 1.1 litre petrol and 1.7 litre diesel "Leader" special editions were marketed.^[15] Near the end of its production life, a 55 PS (40 kW) catalyzed version of the 1360 cc engine was added for markets with stricter emissions standards.^[18]

No automatic gearbox version was produced.

Production of the Visa finished near the end of 1988, when the five-door version of the Citroën AX was launched.

^[23]

The first mass-produced sport variant of the Visa was the GT in 1982. It was powered by the 1360 cc XY engine with two downdraft Weber single-barrel carburetors and produced. A lower power single-carb engine was produced for Switzerland. In 1985 a limited production 'GT Tonic' version was released with the addition of a sportier body kit incorporating the riveted wheel arches from the 'Chrono' motorsport model.

Built in late 1981 the Visa Trophée was produced in limited numbers for homologation in the rally group B category. It used the 1219 cc XZ engine as used in the Visa Super X but with heavily modified cylinder head, breathing through two side-draft Weber 40 DCOE carburetors and producing an impressive 100 PS (74 kW). The Trophée was designed specifically for the entry level rally car market such as privateers and dealership teams. It had weight savings over the GT such as lighter weight fibre glass body panels, re-designed dashboard and lexan side windows allowing it to weigh in at just under 700 kg. Rally versions were sometimes increased in capacity up to 1299 cc and could produce up to 140 PS (103 kW).

The Visa Chrono was released in 1982 intended for competition in the same vein as the Trophée but in the larger capacity group B engine class. It used the same 1360 cc XY engine as the GT but with a modified, larger valve head and two double-barrel side draft Solex C35 carburetors and produced 93 PS (68 kW). Aside from the exterior body decals other modifications to the car such as the bodykit, with Cibie fog lights, and dashboard also differentiated it from the GT. 2160 were produced for the French market and a further 1600 produced for continental Europe outside France. The non-French models did not have the Solex carbs but the GT's Weber carb and head set up and produced 80 PS (59 kW).

The Visa "Mille Pistes" was a four wheel drive version of the Visa homologated for the group B B/10 class. The production versions were known as the Visa 1000 Pistes 4 x 4 of which 200 were built for homologation in 1984. The production version was essentially a 4WD Chrono with the same 1360 cc engine but on twin Weber 40 DCOE carbs and producing 112 PS (82 kW). The Mille Pistes received its name after a Visa 4 x 4 competing in the experimental category won this rally in 1983, with Wambergue and Laverne driving. The Evolution models were modified by Denis Mathiot; the displacement was increased to 1440 cc and the resulting power ranged from 135 to 140 PS (99 to 103 kW), with the weight down to 750 kg (1,653 lb).^[24]

At the Paris Salon 1984, for model year 1985, the high-performance 1.6 GTi was presented.^[16] The GTi used the 1.6 L fuel injected XU5J engine and transmission combination in 105 or 115 PS (77 or 85 kW) versions, borrowed from the successful Peugeot 205 GTI. The car used plastic wheel arch extensions to hide a wider track that was needed to accommodate the larger engine, something that also had to be done for the diesel model. It received good reviews about its ride, performance and roadholding, but due to its older, failed facelift looks, and its five doors it was not a big seller, even with a much lower price than the chic 205.