Citroën LN. Elène turns fifty this year

At the 1976 Paris Motor Show, Citroën The first result of the family connection with Peugeot: the LN. It is well known that Peugeot acquired the manufacturer with the Double Chevron. The financial position of Citroën was in disrepair, and in the meantime they were working on a car that Citroëns position within the smaller segment. Robert Opron was already working on this goal in the 1960s. Ultimately, the Citroën Peugeot's involvement accelerated the project, which culminated in the new LN. The car clearly displayed family ties, combining elements of both brands.

In broad terms, the strategy for CitroënThe future—under Peugeot's instigation—was determined by the launch of the VD project. This essentially divided into two objectives: the development of a small city car in the short term, and a car based on the 104 with a unique identity and a mix of Citroën and Peugeot technology in the long term. You know: this last variant would lead to the Visa in 1978, and that project history actually goes back to the period when Fiat held 49% of the Citroën owned shares. That story will follow another time. The short-term car, in any case, was the LN.

Although Peugeot and Citroën Initially, the agreement was made to maintain a completely separate identity, but due to the financial difficulties of the latter brand, the promise could not be kept. The alternative design for Citroëns new little one came from the Peugeot stables: the three-door version of the 104 was the model for the car that Citroëns offering within the two-cylinder class should be strengthened, without competing with existing models.

Back to the main character in this story. The attractive three-door 104 body and chassis formed the basis for the LN in development. Engine-wise, they would be tapping into the Citroën shelves, and ended up with the 602 cc engine from the Dyane and the Ami. The four-speed gearbox, including a longer final drive ratio to keep the revs somewhat in check, came from the GS. Shifting was done via the floor lever. The interior had strong 104-speed shifts, but the steering wheel was again typical Citroën, with a single spoke. The bodywork received unique design features. The grille was different and had round headlights. The bumpers were differently designed, and the rub strips and window frames were black. This also applied to the sheet metal under the tailgate.

As mentioned, the chassis layout was identical to that of the Peugeot 104, although the LN's suspension was adapted to the lighter weight. Citroën Incidentally, Peugeot also only fitted a stabilizer at the front, while the 104 Coupé ZS also had one at the rear. The braking configuration (front disc brakes, rear drums, brake force distribution, dual circuits) was the same, but the LN did not have a power assist system. This was partly due to its modest performance potential. It had a top speed of 120 kilometers per hour, but the 0-100 kilometers per hour acceleration was not impressive, even in 1976: thirty seconds. Average fuel consumption was not excessively economical: the 13,5 liters per liter (factory specification) was reasonable, and the recommended fuel was premium gasoline (minimum ROZ 97).

This is how the LN emerged from Citroën Presented itself as a practical compact minivan with comfortable handling. This latter characteristic also made the LN well-suited for longer distances. However, the concept was primarily geared towards local use. Especially in the city, the compact dimensions and precise steering proved their worth. The luggage compartment was compact and expandable to 440 liters, and two adults found plenty of room in the front.

In November 1978, Citroën the LNA, which had the larger 652 cc engine and generated slightly more power. The gain was mainly in the acceleration, and that made the LNA more usable. Later, the four-cylinder X-engines also appeared in the LNA, which, incidentally, did not succeed the LN. Citroën The LN production ended earlier than the LNA: in 1980 it was over Elène, after a production run of 129.611 units.

A relatively modest portion went to the Netherlands. Pricing certainly played a role, and to stick with cars with a roof-hinged hatch: for the same price in 1978, you could buy a Ford Fiesta 1.0 (Custom), a Fiat 127 900 L three-door, an R4 TL or Safari, a base R5, or an Autobianchi A112 Elegante. And buyers could easily find the Dyane models at home. The LN particularly appealed to a specific group. Citroënenthusiasts who appreciate the special place of this model within the two-cylinder model range of Citroën recognized and were attracted by the charming lines of the 104 coupé.