The Citroën C15 is a panel van produced by the French manufacturer Citroën from late 1984 until 2006. It was the successor to the Citroën Acadiane , which had replaced the Citroën 2CV vans that pioneered the box van format from the 1950s to the 1970s, although the Acadiane continued in production alongside the C15 initially. The name refers to the car's 1,500 kg (3,310 lb) French gross vehicle weight rating and indicates its position beneath the C25 and C35 in Citroën's commercial vehicle range at the time.
40-652: The C15 was based on the Citroën Visa (discontinued 1988), and mainly used a 1769 cc XUD or 1868 cc ( DW8 on late models), naturally aspirated (non turbo) diesel engine . Until the early 1990s, it was also available with a petrol PSA TU engine . At the time of introduction, the engines were the 60 PS (44 kW) XUD ( C15D ) or the 47 PS (35 kW) 1124 cc petrol TU1 ( C15E ). The diesel engines also powered vehicles several classes larger. Both Bosch and Lucas/CAV/Roto diesel injection systems were used. The TU petrol-engined versions were sold until
80-695: A 55 PS (40 kW) catalyzed version of the 1360 cc engine was added for markets with stricter emissions standards. 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. The Visa driver controls were located in two pods flanking the steering wheel and were marketed as PRN Lunule (Satellites) (P=Pluie – Rain, R=Route – Road, N=Nuit – Night). Controls for wipers, washers, horn, indicators, headlamps and flashers were mounted ergonomically on
120-522: A combi version called Weekend, with an easily removed rear bench seat. There was also, in France at least, a rather rare stretched version, which was about 0.5 meters longer than a normal C15. Early models had a single wide rear door, but this was awkward for loading in a tight space and prone to sagging or to snapping off in a high wind, so, after a year or two, only conventional two door versions were sold with fold back hinges. Numerous changes were made to
160-418: A cylindrical unit with heating and ventilation controls using laterally arcing sliders were located oppositely on a flat control pod — all within finger-tip reach. In 1979 Popular Science described the system as using a "finger-tip control drum." In March 1981 the Visa received a facelift, designed by Heuliez , retaining the original interior and the "PRN Satellite" controls. It was now referred to as
200-511: A more sporting suspension tuning than what was normal for Citroën. 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. Only 2000 Tonics were made. In spring 1984 the diesel version was added. The Visa 17D and 17RD used
240-644: 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. 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
280-723: A soft ride similar to the Citroën 2CV , but with less extreme body roll. 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. 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
320-465: A water control valve for temperature control and not air mixing), could provide cold air from fascia side vents, to the face while warming the car. The central directable fascia vents could be pointed directly at the windscreen in front of the driver, to blow hot air to keep it clear in extreme misting conditions. There was also an additional mid-level vent. The C15 also had height adjustable halogen headlights, and multi speed/intermittent front wipers, which
360-453: The Ritmo and Escort . Range 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
400-459: The Visa II. In the summer of 1984 (for the 1985 model year) the Visa was updated again and received a new dashboard, instruments, and switchgear, retaining its monospoke steering wheel. The turn signals were now self-cancelling, making this the first Citroën to be equipped with this near-universal feature. The curved sides of the Visa's windscreen enabled the use of a very large single wiper on
440-441: The front-wheel drive Visa was available in "Spécial" and "Club" models with a mapped electronic ignition (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. The 1124 cc
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#1732790909925480-534: The Citroën BX14 and receiving a favourable review by CAR magazine . 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. Near the end of its production life,
520-531: 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. A subsequent program, the Citroën Prototype Y , was developed in
560-597: 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
600-734: 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,
640-471: The Visa Décapotable, this was one of very few cabrio coaches built in the period: the bodywork features a hybrid fixed-profile convertible with the doors and window frames remaining intact. Based on the 11RE the convertible was heavier and slower than its hatchback counterpart and cost about 50 percent more; the markup was similar to what Fiat and Ford charged for their full convertible versions of
680-416: 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. 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
720-512: The beginning of the 1990s. The engines and drivetrains were taken from the Citroën Visa lineup. While the car was mostly the same as a regular Citroën Visa ahead of the B-pillar, the cargo area was unique. The C15 had a lengthened wheelbase, and a sturdier rear axle shared with the Peugeot 305 Break and Citroën BX since it had to carry heavier loads than the Visa. The very curved sides of
760-557: The bumper and with an offset Citroën logo. In 1992, side plastic trims were added, and the bonnet trim again changed somewhat. The C15 was introduced in the United Kingdom in 1985, initially badged with the pun 'van blanc' or 'van rouge' according to body colour. Models for the United Kingdom were always shipped without rear side windows, as is usual for vans in Britain, due to tax regulations. European models had side windows, and
800-520: 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
840-450: The engine ancillaries over the years. Early diesel-engined models had an inline electrical fuel heater, which invariably stopped working after a couple of years. Later models instead had the fuel pass over the thermostat housing to warm it up instead. The fuel filter moved from the wing to the top of the thermostat housing. The oil filler moved from the crankcase cover to the dipstick housing. The front indicators were originally combined with
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#1732790909925880-406: The face while warming the car. The central directable fascia vents could be heated and angled, so that they could be pointed directly at the windscreen in front of the driver, to keep it clear in extreme misting conditions. There was also an additional mid level vent, to blow air between the front seats to the back of the car. The Visa's rear parcel shelf was in two hinged sections, one in the car,
920-405: 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
960-644: The headlights, but later replaced by side lights (moved from the headlight reflector) and separate indicators were fitted in the bumper. Dangel made a 4-wheel drive version in 1992. In February 1997, the catalyzed diesel C15 was commercialized. The C15 was officially replaced by the Citroën Nemo during the year 2007. Citro%C3%ABn 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
1000-549: 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. Dangel Automobiles Dangel is a French specialist automobile company based in Sentheim , Alsace . It has produced 4x4 versions of Citroën and Peugeot vehicles since 1980. Its first conversion
1040-404: The long narrow windscreen. The front of the revised car was designed to aerodynamically reduce the deposition of dirt on the headlights, and to reduce the risk of stone chips to the headlights, bonnet and windscreen. The Visa's heating and ventilation system, (even though it used only a water control valve for temperature control and not air mixing), could provide cold air from fascia side vents to
1080-406: The other on the tailgate, to allow objects that were slightly too tall to still fit without removing the shelf. When carrying larger loads, the part of the shelf attached to the tailgate could be folded up, and fixed with the elasticated support strings, to protect the rear window and heated rear screen elements. Citroën commissioned a four-door convertible Visa from Heuliez in 1984. Marketed as
1120-513: 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. 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. The Visa 14 TRS, was produced for two years (1985–1987), shared its engine with
1160-469: 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
1200-492: 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. 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
1240-421: The weight down to 750 kg (1,653 lb). At the Paris Salon 1984, for model year 1985, the high-performance 1.6 GTi was presented. 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
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1280-452: The windscreen, enabled the use of a very large single wiper on the long narrow windscreen, without it catching the windscreen seal. The shape of the bumper and plastic trim on the front of the van, like those of the Visa car, were designed to aerodynamically reduce the deposition of dirt on the headlights, and to reduce the risk of stone chips to the headlights, bonnet and windscreen. The heating and ventilation system, (even though it used only
1320-490: Was also available without the rear bodywork, as a chassis only model. This encouraged various conversions such as the campervan called the RomaHome built by British company Island Plastics. This small camper was suitable for two people. Rare pickup truck versions were also made. By December 2005, when it was discontinued in most countries, production had reached 1,181,471. The last three built were given to: The original Visa
1360-452: 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 . 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
1400-482: Was better than most commercial vehicles of the time. As well as standard van configuration, the vehicle later became available with rear side windows and a rear seat, (a layout which had been pioneered in the 2CV), which can be seen as a forerunner to today's compact utility vehicles such as the Ford Transit Connect , Opel/Vauxhall Combo , Peugeot Partner/Citroën Berlingo and Renault Kangoo . The C15
1440-464: Was built for about ten years, but the C15 had a twenty-one-year production run. During that time there were various minor changes and upgrades made. Models with 600 kg and 800 kg load capacities were introduced (the original was 500 kg). Trim details were changed to give it a facelift in September 1989, when a lower grille with three cross bars was introduced, with the turn signals now mounted in
1480-421: 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
1520-520: 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
1560-516: 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
1600-401: Was the Peugeot 504 and since then Dangel has converted over 22,000 vehicles. Originally a producer of competition cars, beginning in the late sixties, their first four-wheel drive conversions were developed with the direct assistance of Peugeot's own engineers. Dangel also produced modified versions of the following vehicles: Dangel currently modifies the following vehicles: 4x2 Both
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