{"id":76465,"date":"2026-07-23T05:18:08","date_gmt":"2026-07-23T09:18:08","guid":{"rendered":"https:\/\/www.globalvillagespace.com\/tech\/?p=76465"},"modified":"2026-07-23T05:19:28","modified_gmt":"2026-07-23T09:19:28","slug":"citromuseum-and-the-preservation-of-citroen-history-through-original-low-mileage-classics","status":"publish","type":"post","link":"https:\/\/www.globalvillagespace.com\/tech\/citromuseum-and-the-preservation-of-citroen-history-through-original-low-mileage-classics\/","title":{"rendered":"CitroMuseum and the Preservation of Citro\u00ebn History Through Original Low-Mileage Classics"},"content":{"rendered":"

How Does the CitroMuseum Challenge Conventional Narratives of Automotive Heritage?<\/p>\n

The CitroMuseum in Castellane, France, curated by Henri Fradet, presents a quietly subversive counterpoint to the more institutionalized Citro\u00ebn Conservatoire in Paris. While the latter functions as a corporate archive, Fradet\u2019s collection\u2014assembled over four decades\u2014foregrounds the lived realities and idiosyncratic afterlives of over 120 post-war Citro\u00ebn models. The museum\u2019s interpretive logic is not simply one of preservation, but of curation with a bias toward low-mileage, unrestored vehicles. This approach implicitly critiques the restoration-centric ethos that dominates much of the classic car world, suggesting that authenticity is not synonymous with perfection, but rather with the sedimentation of use, neglect, and contingency.<\/p>\n

The evidence suggests that Fradet\u2019s preference for originality over restoration offers a more nuanced account of automotive history, one that privileges the accidental and the overlooked. Many vehicles in the collection owe their survival to idiosyncratic circumstances\u2014owners who lost interest, died unexpectedly, or simply failed to adapt to new technologies. This pattern is not unique to Citro\u00ebn, but the brand\u2019s reputation for eccentricity and technical innovation makes it a particularly fertile ground for such stories. The CitroMuseum thus becomes less a mausoleum of design icons than a living archive of social and technological discontinuities.<\/p>\n

What Mechanisms of Selection and Exclusion Shape the Collection?<\/p>\n

The museum\u2019s tripartite organization\u2014dividing the collection into pre-1970 classics (Traction Avant, DS\/ID), the 2CV and its derivatives, and post-1970 models\u2014reflects a deliberate historiographical stance. Rather than presenting a seamless narrative of progress, the CitroMuseum foregrounds ruptures: the abrupt obsolescence of the 2CV, the abortive promise of the Wankel-engined M35 and GS Birotor, and the uneasy assimilation of Peugeot-derived models like the LN and Visa.<\/p>\n

This selection process is not neutral. Fradet\u2019s relative disinterest in more recent models, such as the ZX and Xsara, is justified by their current ubiquity and lack of perceived historical value. Yet this stance risks replicating the blind spots of traditional collecting, in which the everyday and the unloved are systematically excluded until scarcity confers retroactive significance. The museum\u2019s focus on low-mileage survivors, often preserved through accident rather than intention, further complicates the notion of value: rarity here is less a function of intrinsic merit than of circumstantial neglect.<\/p>\n

To what Extent Does the Collection Illuminate Broader Patterns of Social and Technological Change?<\/p>\n

A close reading of the CitroMuseum\u2019s holdings reveals a persistent tension between technological ambition and market realities. The DS, with its hydropneumatic suspension and avant-garde styling, exemplifies Citro\u00ebn\u2019s mid-century audacity. Yet the fate of experimental models like the M35 and GS Birotor\u2014both commercial failures despite their technical sophistication\u2014underscores the limits of innovation in the face of economic and regulatory headwinds. The GS Birotor\u2019s demise, precipitated by the 1973 oil crisis and the intractable inefficiency of its Wankel engine, serves as a cautionary tale about the vulnerability of radical engineering to exogenous shocks.<\/p>\n

Demographically, the collection is marked by a preponderance of vehicles with unusually low mileage, often linked to the aging or death of their original owners. This pattern, while partly a function of Fradet\u2019s collecting priorities, also reflects broader shifts in car ownership and use in postwar France. The stories attached to each vehicle\u2014cars parked for decades after bereavement, or purchased but never driven due to illness or incapacity\u2014suggest that the preservation of automotive heritage is as much a matter of social accident as of deliberate conservation.<\/p>\n

Where Do Mainstream Interpretations Fall Short?<\/p>\n

Mainstream accounts of automotive history tend to privilege technical milestones and design breakthroughs, often at the expense of the quotidian and the contingent. The CitroMuseum\u2019s collection, by contrast, foregrounds the marginal, the failed, and the forgotten. It complicates the notion of progress by highlighting the persistence of obsolescent technologies (the 2CV outliving its intended replacement, the Dyane, by seven years) and the uneven uptake of innovation (the DS\u2019s slow transition from hand-built rarity to mass-produced icon).<\/p>\n

Moreover, the museum\u2019s emphasis on unrestored vehicles challenges the restorationist orthodoxy that equates value with visual and mechanical perfection. This stance is not without controversy; some purists argue that unrestored cars, however original, are less representative of their era than sympathetically restored examples. Yet for the purposes of historical inquiry, the evidence suggests that the patina of use and the traces of abandonment offer a more granular account of the car\u2019s social life.<\/p>\n

What Are the Second-Order Consequences for Collectors, Enthusiasts, and the Public?<\/p>\n

The CitroMuseum\u2019s interpretive choices have implications that extend beyond the world of Citro\u00ebn enthusiasts. By valorizing originality and the accidental preservation of everyday vehicles, the museum implicitly critiques the market-driven logic that governs much of the classic car world. It raises uncomfortable questions about the criteria by which historical value is assigned, and about the fate of models that have not yet crossed the threshold into collectibility.<\/p>\n

For collectors, the museum\u2019s approach suggests that the next wave of desirable classics may be hiding in plain sight\u2014unloved, unremarkable, and preserved by neglect rather than intention. For the public, the collection offers a rare opportunity to encounter vehicles in a state that more closely approximates their original context, unmediated by the gloss of restoration or the distortions of nostalgia.<\/p>\n

What Judgment Should the Informed Reader Draw?<\/p>\n

The CitroMuseum stands as a quietly radical intervention in the field of automotive heritage. Its focus on low-mileage, unrestored Citro\u00ebns\u2014often preserved through accident or inertia\u2014invites a reconsideration of what constitutes historical value. The evidence suggests that the museum\u2019s approach, while not without its own exclusions and biases, offers a more textured and less triumphalist account of automotive history than is typically available in corporate or enthusiast archives.<\/p>\n

For those invested in the preservation of material culture, the CitroMuseum\u2019s example cautions against the uncritical embrace of restoration and the fetishization of rarity for its own sake. It invites a more critical engagement with the mechanisms of selection, exclusion, and valuation that shape our understanding of the past. And for the casual visitor, it offers a journey not just through the history of Citro\u00ebn, but through the unpredictable afterlives of technology, taste, and memory.<\/p>\n","protected":false},"excerpt":{"rendered":"

\"The<\/a><\/p>\n

Visiting his collection is like traveling through time and a must for all Citro\u00ebn fans<\/p>\n

\n

The company-owned Citro\u00ebn Conservatoire in Paris has serious competition.<\/p>\n<\/p>\n

Over the course of 40 years, French enthusiast Henri Fradet<\/strong> has patiently and diligently put together a spectacular collection of over 120 post-war Citro\u00ebn models<\/strong>. They\u2019re housed in a museum named CitroMuseum <\/strong>located in Castellane, a small town in southern France.\u00a0<\/p>\n

Fradet prefers low-mileage, unrestored cars and he has traveled all over France to track down the best examples left. Follow along as we trek out to the scenic French Alps and travel through time:<\/p>\n

\n

The three Citro\u00ebn chambers<\/h2>\n

\"The\n<\/p>\n

The museum is split into three distinct sections<\/strong>. The first highlights the Traction Avant <\/strong>and variants of the DS\/ID<\/strong>. The second is dedicated to the 2CV <\/strong>and its numerous derivatives. Finally, the third \u2013 and most recent \u2013 wing houses cars made between the 1970s and the 1990s<\/strong>.<\/p>\n

Fradet wasn\u2019t content with simply parking his cars in a warehouse and calling it a day. Every section contains a treasure trove of Citro\u00ebn\u00a0memorabilia like original documents from the company\u2019s research and development department, model cars and vintage dealer signs.<\/p>\n

\n

Traction 15\/6 (1952)<\/h2>\n

\"Traction\n<\/p>\n

Citro\u00ebn released the Traction Avant in 1934<\/strong>, so it doesn\u2019t fully qualify for post-war status, but the model\u2019s unusually long production run is its saving grace. The last examples were built in 1957<\/strong>.<\/p>\n

Powered by a 2.9-liter straight-six engine rated at 77hp<\/strong>, this 1952 example has covered approximately 40,000 km<\/strong> (25,000 miles)\u00a0since new. It was purchased from the original owner in 1973 by a collector who cherished it and always stored it indoors. It joined the CitroMuseum in 2016.<\/p>\n

\n

DS (1955)<\/h2>\n

\"DS\n<\/p>\n

The CitroMuseum houses several examples of the DS\/ID but this black 1955 model is unquestionably the most historically significant one. Wearing chassis number 32<\/strong>, it\u2019s the 14th DS ever sold and the oldest series-produced example remaining. The first 13 cars were most likely destroyed well before they became sought-after by collectors.<\/p>\n

Citro\u00ebn didn\u2019t begin mass-producing the DS until February 1956 so the 175 cars<\/strong> registered in 1955 were made entirely by hand. Number 32 was delivered to a Citro\u00ebn dealership in Valence, France, and used as a demonstrator. It should have been returned to Citro\u00ebn\u2019s headquarters but the owner of the dealership instead sold it to one of his most loyal customers. It subsequently went through the hands of several owners, covering about 69,000 km\u00a0<\/strong>(43,000 miles), and spent 13 years parked in a museum in Holland before joining the CitroMuseum in 2004.<\/p>\n

\n

ID 19 (1963)<\/h2>\n

\"ID\n<\/p>\n

The ID 19 was a cheaper, more basic alternative<\/strong> to the DS 19. Finished in an unusual shade of blue called Bleu de Provence, this 1963 example has covered 27,000 km\u00a0<\/strong>(18,000 miles) since new. Fradet bought it from the second owner and drove it to Norway, where he was living when he purchased it, after removing the hydraulic system\u2019s high-pressure pump on the side of a Belgian road to loosen a stuck\u00a0valve.<\/p>\n

\n

DS 21 Cabriolet (1966)<\/h2>\n

\"DS\n<\/p>\n

Many coachbuilders transformed the DS into a convertible; it was an irresistible foundation on which to build. One of 1365 units<\/strong> made, this 1966 example was manufactured by French coachbuilder Henri Chapron <\/strong>using blueprints provided by Citro\u00ebn. It was a factory-authorized conversion that shared its front sheet metal and all of its mechanical components with the standard four-door model.<\/p>\n

Sold new in Paris, this example traveled to Cannes in 1970 and ultimately covered approximately 147,000 km\u00a0<\/strong>(91,000 miles). It was partially restored about 30 years ago, meaning it\u2019s one of the very few cars in the CitroMuseum that\u2019s not 100% original.<\/p>\n

\n

D Super (1970)<\/h2>\n

\"D\n<\/p>\n

The D Super replaced the ID as the smaller, cheaper alternative to the full-fat DS in 1969<\/strong>. This example was purchased new by a radio operator<\/strong> who fitted it with a transmitter and added a 110-volt power outlet to the dashboard. He sold it with 50,000 km<\/strong> (31,000 miles) on the clock when he became too old to drive.<\/p>\n

\n

The 2CV\u2019s family tree<\/h2>\n

\"The\n<\/p>\n

Today, spotting a 2CV in like-new condition at a vintage car show is easier than finding a baguette in central Paris. It wasn\u2019t always that way; for decades, Citro\u00ebn\u2019s ugly duckling<\/strong> was worth very little and considered completely undesirable by motorists who called it excruciatingly slow and overly basic.<\/p>\n

The 2CV and its numerous off-shoots were mass-produced and mass-destroyed so the cars in this part of the CitroMuseum are lucky to have survived long enough for a collector to tell their story.<\/p>\n

\n

2CV A (1954)<\/h2>\n

\"2CV\n<\/p>\n

The original owner of this 1954 2CV A bought it solely to take an elderly family member on Sunday drives. It was parked in 1958<\/strong> after the person it was purchased for died; the owner later explained she had no interest in driving and preferred biking to work. An eagle-eyed enthusiast spotted it in a garage on the outskirts of Paris in 1991 and spent four years convincing the owner to sell it. The call finally came in 1995.<\/p>\n

In like-new condition, this time-warp 2CV has covered\u00a07300 km\u00a0<\/strong>(about 4500 miles) in 65 years. It\u2019s\u00a0equipped with its original 375cc<\/strong>, 9.5hp <\/strong>flat-twin engine and its door panels are still covered by the protective brown paper fitted before the car left the factory.<\/p>\n

\n

2CV AZU (1961)<\/h2>\n

\"2CV\n<\/p>\n

The AZU variant of the 2CV trucklet received a bigger, 425cc<\/strong> flat-twin engine that made 12hp<\/strong>. The 1961, 15,000-km\u00a0<\/strong>(9600-mile) example in the CitroMuseum was upgraded with an optional pair of rear side windows by an aftermarket company named GlacAuto<\/strong>. The conversion was approved by Citro\u00ebn and GlacAuto-modified cars were sold through the company\u2019s dealer network.<\/p>\n

\n

2CV AZLP (1959)<\/h2>\n

\"2CV\n<\/p>\n

Fradet purchased this 1959 2CV AZLP in 1979 with an odometer reading of approximately 5000 km<\/strong> (3100 miles). It was his first vintage car and it’s the one that got him hooked. He stopped driving it when it had about 13,000 km<\/strong> (8000 miles) on the clock. Its like-new condition inspired him to create a museum dedicated to original, low-mileage cars.<\/p>\n

\n

2CV6 CT (1984)<\/h2>\n

\"2CV6\n<\/p>\n

The 2CV6 CT was manufactured in Spain and sold in the local market. The initials CT stand for comfort<\/strong>. It\u2019s very similar to the 2CV Club sold in France. With 84 km\u00a0<\/strong>(52 miles) on the clock, the example in the CitroMuseum stands out as one of the very last 2CVs made in Spain.<\/p>\n

It was purchased new by a dealership in Andalusia who planned on keeping it in like-new condition without driving it or even registering it. It was sold twice before joining Fradet\u2019s collection.<\/p>\n

\n

2CV Charleston (1990)<\/h2>\n

\"2CV\n<\/p>\n

In 1990<\/strong>, when Citro\u00ebn announced plans to finally stop making the 2CV, two brothers each purchased a brand-new example with the intent of keeping it as original as possible. Both were driven for about six months to take advantage of Citro\u00ebn’s free maintenance plan then stored indoors for over 20 years<\/strong>.<\/p>\n

The first one (pictured) has covered 726 km\u00a0<\/strong>(451 miles); the second one has been driven for only 21 km<\/strong> (13 miles) but the original owner wants to keep it.<\/p>\n

\n

Ami 6 (1963)<\/h2>\n

\"Ami\n<\/p>\n

The 6 is the most collectible member of the Ami family thanks largely to its unique Z-shaped roof line. This example was purchased new by someone who wanted a comfortable car in which to carry her mother; the car then spent 30 years in a garage<\/strong> following her death.<\/p>\n

She finally sold it with 2800 km\u00a0<\/strong>(1700 miles) on the odometer and Fradet purchased it from a fellow enthusiast in 2010 with an odometer reading of 8525 km\u00a0<\/strong>(5300 miles).<\/p>\n

\n

Ami 8 (1973)<\/h2>\n

\"Ami\n<\/p>\n

Though it\u2019s more practical and usable than the Ami 6 it replaced, the Ami 8 has a less distinctive silhouette so it\u2019s not as sought-after; it\u2019s another great example of a car that was mass-produced and mass-destroyed<\/strong>. With 1412 km<\/strong> (877 miles) on the odometer, this one was purchased new by a retired postal worker who used it for only a few months. He quickly decided he was too old to drive and parked it for 30 years<\/strong>.<\/p>\n

\n

M35 (1970)<\/h2>\n

\"M35\n<\/p>\n

The M35 was a rolling display of Citro\u00ebn\u2019s engineering prowess. Starting with a frame borrowed from the Ami 8<\/strong>, it received a single-rotor Wankel engine<\/strong> that made 59hp<\/strong> and a model-specific version of the hydropneumatic suspension also found in the DS. It took the form of a coupe with an almost fastback-like roof line that shared only a few basic styling cues with the Ami 8.<\/p>\n

Citro\u00ebn planned on making 500<\/strong> M35s and putting them in the hands of its most loyal customers to get feedback about what it was like to operate in real-world conditions. It aimed to apply the knowledge gained to the development of a regular-production model. The M35 was far too expensive \u2013 it cost as much as an entry-level D Super \u2013 so production ended after just 267 cars <\/strong>were made between 1969 and 1971.<\/p>\n

This 31,000-km<\/strong> (19,000-mile) example was sold new in southwestern France before making its way to the Alps. The dealership that purchased it from the original owner later filed for bankruptcy, closed and gave the M35 to someone it owed money to. The new owner sold it without ever driving it. It\u2019s in running condition and it\u2019s one of two M35s in Fradet\u2019s collection.<\/p>\n

\n

Ami Super (1973)<\/h2>\n

\"Ami\n<\/p>\n

The Super was the most powerful and most expensive version of the Ami and today it’s also the rarest. Citro\u00ebn released it in 1973<\/strong> to fill the gap between the 2CV-based cars, like the Ami 8, and the bigger GS. The recipe was simple: the firm took an Ami body and installed a 1.0-liter flat-four<\/strong> borrowed from the GS in the engine bay. It could reach 86mph<\/strong>.<\/p>\n

One of several in Fradet\u2019s collection, this blue example was purchased by a man who wanted to upgrade from a 2CV. He never got used to driving the car; he was notably confused by the shift pattern, which places first gear left and up, where reverse is on a 2CV. He put only 2000 km\u00a0<\/strong> (1200 miles)\u00a0on it between the day he bought it and when he purchased a used 2CV in 1980.<\/p>\n

\n

Dyane (1983)<\/h2>\n

\"Dyane\n<\/p>\n

Citro\u00ebn launched the Dyane in 1967<\/strong>\u00a0in a bid to offer buyers a more modern alternative to the 2CV. In an odd twist of automotive history, it was outlived by the car it should have replaced by seven years<\/strong>. Made during the last year of production, the CitroMuseum’s Dyane was purchased by a farmer who used it as his Sunday car. He must have not gone very far because he\u00a0racked up\u00a0just 5684 km\u00a0<\/strong>(3500 miles)<\/p>\n

\n

Mehari (1972)<\/h2>\n

\"Mehari\n<\/p>\n

Finding an original, unrestored Mehari that hasn’t been repaired, rebuilt or repainted is easier said than done. Many were driven into the ground when values were low and later restored with aftermarket parts. Literally every component is available new from a variety of vendors, which is both a blessing and a curse. This 1972 example was purchased by a small town in central France and used sparingly by firefighters. It has been driven for 4300 km<\/strong> (2600 miles).<\/p>\n

\n

HY (1982)<\/h2>\n

\"HY\n<\/p>\n

Fradet\u2019s HY van stands out as one of the very last examples made. It was manufactured in December 1981<\/strong> and first registered in early 1982. It was purchased by a winemaker who used it on his property but went to significant lengths to keep it in like-new condition. It was stored indoors after covering 12,000 km\u00a0<\/strong>(7400 miles).<\/p>\n

\n

Newer collectibles<\/h2>\n

\"Newer\n<\/p>\n

The museum\u2019s most recent wing houses an impressive array of various GS <\/strong>and GSA <\/strong>models plus newer cars that are either starting to reach classic status or aren\u2019t fully there yet. Cars like the AX<\/strong> and the Xantia<\/strong> are lingering at the bottom of their depreciation curve, and today they’re usually in the hands of their uncaring eighth owner,\u00a0so standing face-to-face with like-new examples is a rare treat. Visitors won’t see anything too new, though.<\/p>\n

The ZX <\/strong>and the Xsara <\/strong>are among the nameplates missing from the collection. Fradet explained he’s not as interested in newer models that are reasonably easy to find with low miles.<\/p>\n

\n

SM (1971)<\/h2>\n

\"SM\n<\/p>\n

Citro\u00ebn teamed up with Maserati, which it purchased in 1968<\/strong>, to create a high-performance range-topping model named SM<\/strong>. The coupe lived up to its flagship status with a comfortable ride made possible by a hydropneumatic suspension, a luxurious interior and a powerful V6<\/strong> engineered by Maserati. At its launch in 1970<\/strong>, the SM stood proud as one of the most advanced cars sold new in Europe.<\/p>\n

The SM was briefly successful in the US, but fell foul of federal ride-height regulations which its suspension couldn’t get around, and it was withdrawn from sale. Fradet purchased this 1971 example\u00a0\u2013 one of several he owns \u2013 from a chauffeur in Monaco. He drove it for 38,000 km\u00a0<\/strong>(23,000 miles).<\/p>\n

\n

GS (1972)<\/h2>\n

\"GS\n<\/p>\n

Years in the making, the GS arrived in 1970<\/strong> to fill the chasm that separated the 2CV and its derivatives from the much bigger D Super. The couple who purchased this 1972 Club model divorced shortly after taking delivery. They returned it to the dealership they bought it from and split the money.<\/p>\n

The dealership preserved it in like-new condition for decades instead of selling it as a used car. It has under 2000 km<\/strong>\u00a0(1200 miles) and is\u00a0one of the cleanest examples left.<\/p>\n

\n

GS Birotor (1974)<\/h2>\n

\"GS\n<\/p>\n

As planned, Citro\u00ebn channeled the lessons it learned from the M35<\/strong> project into the GS Birotor. Powered by a twin-rotor Wankel engine<\/strong> rated at 105hp<\/strong>, the Birotor was marketed as the range-topping member of the GS family. It was priced and equipped accordingly. Visually, it stood out from the standard GS with wider wheel arches, model-specific wheels and hubcaps, a more complete instrumentation and seats with integrated headrests. An audible alarm went off when the engine reached its 7000rpm<\/strong> redline.<\/p>\n

The GS Birotor flopped because it went on sale just a few months after the 1973 oil crisis<\/strong>. High fuel consumption was one of the Wankel\u2019s main drawbacks and Citro\u00ebn couldn\u2019t keep it in check. Instead of building an unsellable car for years on end, Citro\u00ebn ended production after making 847 examples<\/strong> and attempted to buy back every single one of them by offering customers generous trade-in incentives. Historians believe about a third of the production run<\/strong> remains today.<\/p>\n

Made in 1974, Fradet\u2019s Birotor suffered from an engine failure while driving to a Citro\u00ebn enthusiast meet\u00a0in 1995. It was brought to the convention on a flatbed, sold there and shipped to Cannes in southern France. It joined the CitroMuseum in 2009 with about 28,000 km<\/strong>\u00a0(17,000 miles). As a work in progress, it\u2019s the only non-running car in the collection.<\/p>\n

\n

GS Pallas (1977)<\/h2>\n

\"GS\n<\/p>\n

The couple who bought this 1977 GS Pallas \u2013 an upmarket trim level \u2013 parked it after driving it for 35,000 km\u00a0<\/strong>(21,000 miles) because they considered themselves too old to drive in Parisian traffic. It was found in their building\u2019s parking garage by the owner of a repair shop in Orleans.<\/p>\n

\n

GS Basalte (1978)<\/h2>\n

\"GS\n<\/p>\n

With nearly 100,000 km<\/strong>\u00a0(62,000 miles) on the odometer, this limited-edition 1978 GS Basalte has spent considerably more time on the road than the low-mileage classics it shares a warehouse with. It earned a spot in the collection due to its rarity (it\u2019s one of 1800 examples<\/strong> made for the French market) and its like-new condition.<\/p>\n

\n

GSA (1984)<\/h2>\n

\"GSA\n<\/p>\n

One of our favorite cars in the CitroMuseum, this 1984 GSA with 41 km<\/strong> (25 miles) sat unsold and unregistered for years. It was made in Spain and Fradet believes it didn\u2019t find a home because it looked and felt completely outdated compared to the more modern BX.<\/p>\n

\n

GSA (1984)<\/h2>\n

\"GSA\n<\/p>\n

The GSA went through the hands of\u00a0two collectors<\/strong> before joining the CitroMuseum. Luckily, both were aware of its rarity and chose to display it rather than drive it. While Fradet has driven some of the cars he has purchased back to his museum, he put the GSA on a flatbed for its trip from Spain to the Alps.<\/p>\n

\n

GSA Cottage (1984)<\/h2>\n

\"GSA\n<\/p>\n

Citro\u00ebn made 1850 examples<\/strong> of the limited-edition GSA Cottage. Starting with a wagon model, the firm added edition-specific tweed upholstery, front headrests, brown and orange graphics to complement the beige paint and alloy wheels borrowed from the GSA X3<\/strong>.<\/p>\n

The CitroMuseum\u2019s Cottage has about 15,000 km\u00a0<\/strong>(9300 miles) on its odometer. Its story is par for the course when it comes to low-mileage cars. The original owner died shortly after purchasing the car and his widow kept it due to its\u00a0sentimental value. Fradet bought it from the widow\u2019s cousin after she died.<\/p>\n

\n

CX 2400 GTI (1977)<\/h2>\n

\"CX\n<\/p>\n

The owner of a Citro\u00ebn dealership in northwestern France purchased this CX 2400 GTI as his personal car in 1977. After taking delivery, he went to his store\u2019s parts department and ordered two popular period accessories: a grille with integrated driving lights and louvers for the rear window.<\/p>\n

The 128hp<\/strong> 2.3-liter four-cylinder rarely got the chance to stretch its legs; the owner added less than 49,000 km<\/strong> (30,000 miles) to the odometer. He sold it to the CitroMuseum in 2008. It\u2019s still sitting on a set of rarely-seen wheels made specifically for Michelin TRX<\/strong> tires. They\u2019re rare because TRXs are fabulously expensive so CX owners often swap other Citro\u00ebn\u00a0wheels measured in inches or alloys plucked from the Alfa Romeo parts bin, which\u00a0bolt right on.<\/p>\n

\n

CX 22 TRS (1988)<\/h2>\n

\"CX\n<\/p>\n

This late-model CX <\/strong>was shipped to a Citro\u00ebn dealership in northwestern France nearly a year after it was built. It arrived too late; the XM<\/strong>, its replacement, had already been on sale for a month. The dealership that ordered it couldn\u2019t sell it – buyers after Citro\u00ebn\u2019s flagship wanted the firm\u2019s latest and greatest car – so it stored it in its basement for 17 years<\/strong>. It has been driven for 62 km\u00a0<\/strong>(38 miles).<\/p>\n

\n

CX REGAMO prototype (1987)<\/h2>\n

\"CX\n<\/p>\n

At first glance, this car looks like a run-of-the-mill late-model CX. It\u2019s not; it\u2019s a prototype named REGAMO made by Citro\u00ebn to test some of the technology that was later fitted to the XM<\/strong>. The list of add-ons included a switch that let the driver select the suspension\u2019s sport or auto modes and an electronic suspension control unit hidden under the carpet in the front passenger\u2019s footwell.<\/p>\n

Citro\u00ebn made about a dozens examples<\/strong> of the REGAMO, according to Fradet. Half were tested by Citro\u00ebn and the other half were dispatched to hand-selected\u00a0dealers with instructions to loan them to loyal customers who drove a lot. They were to be returned once they reached 30,000 km (18,000 miles), transformed into regular CX GTIs and sold as used cars. Fradet\u2019s is still fitted with its REGAMO-specific equipment and it has covered 30,296 km<\/strong>.<\/p>\n

\n

LNA 11E Cannelle (1983)<\/h2>\n

\"LNA\n<\/p>\n

Released in 1976<\/strong>, the LN remains one of Citro\u00ebn\u2019s most controversial models because it was the first car developed under Peugeot\u2019s guidance. It was little more than a two-door 104 that had been Citro\u00ebnized. It became the LNA in 1978<\/strong> after receiving a series of mechanical upgrades. Some models came with a flat-twin derived from the unit that powered the 2CV and shared with the Visa, but the 11E<\/strong> variant in the CitroMuseum is fitted with a Peugeot-sourced 1.1-liter four-cylinder rated at 34hp<\/strong>.<\/p>\n

While the LN and the LNA have both failed to gain traction on the collector car market, Fradet\u2019s 4700-km<\/strong>\u00a0(2900-mile) example is an exception and not just because of its low mileage. It\u2019s a limited-edition version named Cannelle that Citro\u00ebn made 2000 examples<\/strong> of. It stood out with alloy wheels, white strips that ran down both sides of the body and seats with a specific upholstery. This car’s original owner parked it prematurely because he was hospitalized shortly after buying it.<\/p>\n

\n

Visa Super (1978)<\/h2>\n

\"Visa\n<\/p>\n

Released in 1978<\/strong>, the Visa was another Peugeot-derived model that rubbed Citro\u00ebn purists the wrong way. The CitroMuseum\u2019s example is one of the very first ones made. It was plucked from the assembly line by Citro\u00ebn\u2019s marketing department and used to illustrate period sales brochures before traveling to Greece to participate in the Visa\u2019s press launch. It\u2019s one of the cars Autocar’s road testers could\u00a0have driven in 1978.<\/p>\n

Citro\u00ebn kept this example in its Conservatoire until it decided to auction off part of its collection in 2017. It has 11,000 km\u00a0<\/strong>(6800 miles) on the odometer.<\/p>\n

\n

Visa II Super E (1982)<\/h2>\n

\"Visa\n<\/p>\n

The original Visa split the public\u2019s opinion with a front end many compared to a pig\u2019s nose. Citro\u00ebn addressed the criticism when it released a face-lifted model in 1981<\/strong> that wore a more streamlined design. The same parts later appeared on the C15<\/strong> van.<\/p>\n

Still unpopular at best among collectors, the Visa is a car that was rarely cherished and usually driven mercilessly. The person who purchased this example put 2226 km\u00a0<\/strong>(1400 miles) on it before she died in 1982. It remained in storage until 2012.<\/p>\n

\n

Axel Entreprise (1986)<\/h2>\n

\"Axel\n<\/p>\n

The Axel looks like a two-door version of the Visa; it\u2019s actually the other way around. Development work started in 1974<\/strong>, before Citro\u00ebn went bankrupt and fell under the Peugeot umbrella, but the model wasn\u2019t released until 1981<\/strong>. It was built and sold in Romania as the Olcit<\/strong> but Citro\u00ebn marketed it as the Axel in select western European countries between 1984 and 1990. Equipped with GSA-sourced mechanical components, including an air-cooled flat-four, the Axel was cheaper than the 2CV when it was new but sales were low at best outside of Romania.<\/p>\n

The CitroMuseum\u2019s Axel is a two-seater model built specifically for businesses; even today, companies in France can buy a two-seater version of a car like the Citro\u00ebn C3 to benefit from a tax break. The original owner was an older man diagnosed with Diogenes syndrome who bought it for no apparent reason. Compulsive hoarding is one of the side effects of this illness. He didn\u2019t have a driver\u2019s license so the Axel sat in a Parisian parking garage until he died in the mid-1990s. Fradet purchased the car from the original owner\u2019s brother with under 2000 km\u00a0<\/strong> (1200 miles).<\/p>\n

\n

BX Leader (1987)<\/h2>\n

\"BX\n<\/p>\n

In the 1980s, Citro\u00ebn sold value-packed<\/strong> Leader variants of the BX, the CX and the Visa. Made in 1987, this BX Leader was purchased new by an older man who put just 3000 km<\/strong> (1900 miles) until he died in 2009. An enthusiast added another 3000 km before selling it to the CitroMuseum in 2016. \u00a0<\/p>\n

\n

BX 16 Soupapes (1989)<\/h2>\n

\"BX\n<\/p>\n

Citro\u00ebn stuffed Peugeot\u2019s 16-valve, 1.9-liter four-cylinder in the BX\u2019s engine bay to create the aptly-named 16 Soupapes model. With 160hp<\/strong>, it was quick enough to embarrass more than a few hot hatches \u2013 at least in a straight line. This example was purchased new in Grasse and spent most of its life there.<\/p>\n

Its story is simple: there is no death or quirk involved. It was simply rarely driven. Its odometer reads about 53,000 km<\/strong> (33,000 miles) and its first owner meticulously kept it in excellent condition.<\/p>\n

\n

XM (1992)<\/h2>\n

\"XM\n<\/p>\n

Powered by a carbureted, 115hp <\/strong>four-cylinder engine, this XM represents the entry-level variant of Citro\u00ebn\u2019s then-new range-topping model. It has 35,000 km<\/strong> (21,000 miles) on its odometer. Fradet purchased it in Strasbourg from the owner\u2019s estate and assumed it ran as well as it looked but he experienced transmission issues while driving it down to the Alps. The problem has since been fixed and the car is back in like-new condition.<\/p>\n

\n

39. AX (1995)<\/h2>\n

\"39.\n<\/p>\n

Released in 1986<\/strong>, the AX played a hugely important role in the Citro\u00ebn line-up during the 1980s and the 1990s. It gradually replaced the Visa, the LNA, the Axel and even the 2CV as the company\u2019s entry-level model. While it should have disappeared when the Saxo made its debut in 1996, it remained part of the company\u2019s portfolio until 1999. Citro\u00ebn offered several variants of this multi-tasking city car including bare-bones models, hot-rodded GTIs, colorful limited-editions and even a 4×4 aimed at the Fiat Panda.<\/p>\n

The example in the CitroMuseum has covered 174 km\u00a0<\/strong>(108 miles). The woman who purchased it new wanted a car to replace her 1960 2CV, which was equipped with a centrifugal clutch that made stalling impossible. She never got used to driving the AX (and presumably stalled it on a regular basis) so she parked it next to the 2CV. Both were sold when she died in 2017.<\/p>\n

\n

Saxo Electrique (1998)<\/h2>\n

\"Saxo\n<\/p>\n

Citro\u00ebn experimented with an electric variant of the AX<\/strong>. It improved the powertrain and stuffed it in the Saxo and the Peugeot 106, a pair of city cars that were all but identical under the sheet metal. While the AX was largely experimental, the electric Saxo and 106 represented a serious attempt at giving buyers an alternative to fossil fuel-powered cars. The technology remained expensive, however, especially once motorists factored in the high cost of renting the batteries. The 56-mile<\/strong> range and the 60mph<\/strong> top speed further decreased their appeal. Production ended in 2003 after coachbuilder Heuliez converted 3540 examples <\/strong>of the Saxo and 2270 <\/strong>of the 106 to run on batteries.<\/p>\n

Like many electric Saxos and 106s, this example was purchased new by an employee who worked for EDF, France\u2019s state-run power company. He put about 119,000 km<\/strong> (75,000 miles) on it by using it to commute for about 15 years. It joined the CitroMuseum without its nickel-cadmium battery pack.<\/p>\n

Citromuseum<\/strong><\/p>\n

Fancy a closer look?\u00a0CitroMuseum is\u00a0located in Castellane, a small town in southern France, about 60 miles inland from Nice, on the Route\u00a0Napol\u00e9on. It’s open to the public between April and October; there’s an \u20ac8 entry fee. Find more information from its website<\/a>.<\/p>\n

If you enjoyed this story, please click the Follow button above to see more like it from Autocar<\/strong><\/p>\n

\n<\/div>\n","protected":false},"author":1,"featured_media":76466,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"Default","format":"standard","meta":{"footnotes":""},"categories":[2,137],"tags":[],"class_list":["post-76465","post","type-post","status-publish","format-standard","has-post-thumbnail","category-featured","category-news"],"_links":{"self":[{"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/posts\/76465","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/comments?post=76465"}],"version-history":[{"count":1,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/posts\/76465\/revisions"}],"predecessor-version":[{"id":76467,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/posts\/76465\/revisions\/76467"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/media\/76466"}],"wp:attachment":[{"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/media?parent=76465"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/categories?post=76465"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.globalvillagespace.com\/tech\/wp-json\/wp\/v2\/tags?post=76465"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}