Conceived by Citroën Vice-President Pierre Boulanger to help motorise the large number of farmers still using horses and carts in 1930s France, the 2CV has a combination of innovative engineering and straightforward, utilitarian bodywork — at first with extra thin panels, reinforced by corrugating the metal. The 2CV featured overall low cost of ownership, simplicity of maintenance, an easily serviced air-cooled engine (originally offering 9 hp), and minimal fuel consumption. In addition, it had literally been designed to cross a freshly ploughed field, because of the great lack of paved roads in France then; with a long-travel suspension system, that connects front and rear wheels, giving a very soft ride.

Often called "an umbrella on wheels", the fixed-profile convertible bodywork featured a full-width, canvas, roll-back sunroof, which accommodated oversized loads, and until 1955 even stretched to cover the car's trunk, reaching almost down to the car's rear bumper.

Between 1948 and 1990, more than 3.8 million 2CVs were produced, making it the world's first front-wheel drive car to become a million seller after Citroën's own earlier model, the more upscale Traction Avant, which had become the first front-wheel drive car to sell in similar six-figure numbers. The 2CV platform spawned many variants, as detailed in the "Production numbers" section. The 2CV and its variants are collectively known as the A-Series.  Notably these include the 2CV-based delivery vans known as fourgonnettes, the Ami, the Dyane, the Acadiane, and the Mehari. In total, Citroën manufactured over 9 million of the 2CVs and its derivative models.

In relation to the 2CV's performance and acceleration, it was joked that it went "from 0–60 km/h in one day". The original 1948 model that produced 9 hp had a 0–40 km/h time of 42.4 seconds and a top speed of 64 km/h, far below the speeds necessary for North American highways or the German Autobahns of the day. The top speed increased with engine size to 80 km/h in 1955, 84 km/h in 1962, 100 km/h in 1970, and 115 km/h in 1981.

The 2CV was produced for 42 years, the model finally succumbing to customer demands for speed, in which this ancient design had fallen significantly behind modern cars, and safety.

Officially, the last 2CV, a Charleston, which was reserved for Mangualde's plant manager, rolled off the Portuguese production line on 27 July 1990, although five additional 2CV Spécials were produced afterwards.

Marketed with a less expensive variant, the Citroën ID, the DS was known for its aerodynamic, futuristic body design; unorthodox, quirky and innovative technology, and it set new standards in ride quality, handling, and braking — thanks to both being the first mass production car equipped with hydropneumatic suspension, as well as disc brakes. The 1967 series 3 also introduced directional headlights to a mass-produced car.

Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre styled and engineered the car, and Paul Magès developed the hydropneumatic self-levelling suspension. Robert Opron designed the 1967 Series 3 facelift.

Citroën built 1.455.746 examples in six countries, of which 1.330.755 manufactured at Citroën's main Paris Quai de Javel (now Quai André-Citroën) production plant.

A station wagon version was introduced in 1958. It was known by different names in individual markets (Break in France, Safari, and Estate in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. 'Familiales' had a rear seat mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back.

The Citroën SM is a high-performance coupé produced by the French manufacturer Citroën from 1970 to 1975.

Citroën purchased Maserati in 1968 with the intention of harnessing Maserati's high-performance engine technology to produce a true Gran Tourer car, combining the sophisticated Citroën suspension with a Maserati V6. The result was the Citroën SM. Citroën's flagship vehicle competed with high-performance GTs of the time from other nations and manufacturers, such as Jaguar, Lotus, Ferrari, Aston Martin, Alfa Romeo, Mercedes-Benz, and Porsche.

The SM provided a combination of comfort, sharp handling, and braking not available in any other car at the time. Automotive journalists marveled at the resulting ability to travel for hours at 200 km/h in comfort. Because the SM had a smaller 174 hp engine than competitors, the acceleration was adequate rather than exemplary – some competitors were quicker. The size of the 2.7 L engine was limited by French puissance fiscale taxation, which made large displacement vehicles too expensive to sell in any quantity in France.

The SM did not find a sufficient customer base in the small European GT market, but much of the SM's technology was carried forward to the successful Citroën CX, launched in 1974 the DIRAVI steering being the most obvious example. The same basic engine in enlarged 3.0 L form (some in Italy had 2.0 L) was used in Maserati's own Merak (1.800 units) and later with some modification in the Biturbo (40.000 units). The Merak, Khamsin, and Bora, used Citroën's high-pressure hydraulics for some functions, and the Citroën gearbox in the Merak, during the Citroën-Maserati alliance.

After the 1974 bankruptcy of Citroën, Peugeot took ownership of the company and, in May 1975, divested from Maserati. Peugeot quickly decided to stop building the SM, as production had dropped to 294 cars in 1974 and 115 units the final year.

A total of 12.920 SMs were produced during its lifetime. Sales declined steeply each year following the first full year of production.

The Estate (Safari in the United Kingdom; Break in France), produced from 1975 until 1991, was a 25 cm longer car. The same body style was also offered as the Familiale with three rows of seats, seating seven people. These models had increased load capacity (baggage; equipment; passengers), taking full advantage of the CX's self-levelling suspension.

The Estate was the last CX to be replaced. It was one of the largest, and because of its suspension, most practical, family cars available in Europe. The Safari was a success with speedway riders and other motorcycle racers, as the capacious design meant a bike could easily fit in the back.

The Series 1 vehicles (1974–85) were characterised by stainless steel front and rear bumpers, hydropneumatic suspension as compliant and soft as the DS, a "spaceship" style dashboard featuring a revolving drum speedometer and similar tachometer.

The Series 2 vehicles (1985–91) can be distinguished by the use of plastic bumpers. The cars lost some of their earlier distinctiveness, but maintained the "stalk-free" layout, where turn signals, wiper controls, horn and headlights could be operated by the driver's fingertips while his/her hands remained on the steering wheel. The suspension became stiffer in most models, with arguably a more aggressive look, as opposed to the more elegant Series 1 design. Although the dashboard retained the "pod" housing for the instrumentation, it lost the revolving-drum instruments and received a sloping centre dash area, and the radio moved to a position sideways and between the front seats, with the height corrector and heating controls moving to the centre console.

In 1984 the CX 25 GTi Turbo is introduced — the first genuinely fast CX model.

The first-generation C5 was available as a five-door liftback or five-door estate styles only. As a liftback, Citroën had completely reversed the design philosophy from the fastback saloon era of Robert Opron. Production commenced in the end of 2000.

Power came from 1.8 and 2.0 litre straight-4 and 3.0 litre V6 petrol engines, as well as 1.6, 2.0 and 2.2 litre direct injection diesel engines. The first-generation C5 was the last Citroën developed under the chairmanship of Jacques Calvet (1982–1999). The C5 had a further development of Citroën's hydropneumatic suspension, now called Hydractive 3.

In September 2004, the C5 underwent a major facelift (new front and rear ends; same centre section) to bring it into line with the look of the new Citroën C4.

Production ended in December 2007, with the final production number being 720.000.

The second-generation C5 was officially unveiled in the beginning of 2008, and does not retain the liftback bodystyle, instead being a regular, three box saloon of an aerodynamic shape.

The second-generation C5 is available with conventional springs, as well as the hydropneumatic suspension and 2.7L Ford AJD-V6/PSA DT17 engine from the Citroën C6. In 2009, the 2.7L was replaced by an updated 3.0L unit which, despite offering more power, has improved fuel consumption and emissions.

In 2011, the C5 was given a mild facelift, with a few cosmetic changes, such as LED lights. Three engines were added to the range consisting of two diesels, as well as a petrol engine.

In July 2012, the C5 was given another mild facelift, with a few cosmetic changes, such as softer chevron badging, modified badging of C5, softer chevron "grille" as per the recently updated C4, and exclusive badges (on the Exclusive) on the sides in front of the front doors.

Unfortunately sales started to slow down due to the model being launched at the start of the financial crisis in 2008, as well as increased demand for crossover models. 

The C5 nameplate was revived on 12 April 2021. Dubbed as the C5 X, the model emphasises the crossover styling and increased ground clearance. The vehicle is intended to be a combination of an SUV, sedan and estate.

The C5 Airscape study presented at the IAA in Frankfurt in September 2007 gave an outlook on the next generation of the C5. The study, designed as a convertible, was not taken over into series production.

The highlight of the new concept is its new carbon-fiber roof, which also integrates a sunroof and a proper headliner. The roof opens up to reveal a 2+2 seater cabin with dark-brown leather and chrome detailing and Citroen’s fixed-centered steering wheel.

Under the hood is a new ‘UrbanHybrid’ drive system and a bio-diesel  208bhp 2.7L  V6.

The Citroën C6 Lignage formed the basis of the Citroën C6, which was launched in November 2005, five years later than Citroën had originally planned. The XM ceased production in June 2000, and the first C6 rolled off the production line almost six years later.

The C6 is powered by either a 3.0 L ES9 V6 producing 211 PS or a 2.7 L V6 HDi diesel producing 204 PS. In October 2006 a 2.2 L HDi producing 170 PS, four cylinders and a dual turbo was introduced.

The C6 has a fastback saloon profile which is due in part to the concave rear window, similar to the Citroën CX and some models of Dodge in the 60s. However, the C6 is a conventional saloon with a classic trunk, and not a hatchback like its XM predecessor.

The C6 was aimed as a stylish alternative to executive cars, like the BMW 5 Series and the Audi A6, and it has been described as "spaceship that rides on air", "charmingly idiosyncratic" and "refreshingly different".

Citroën hoped that the C6's selling points would be its innovative technology, which includes a head-up display, a lane departure warning system, xenon directional headlamps (also available on the Citroën C4 and Citroën C5), Hydractive 3+ suspension with electronically controlled springing and damping, and a rear spoiler which automatically adjusts to speed and braking.

The C6 immediately became a prominent vehicle among the fleet of executive cars of the Élysée Palace. Former Presidents of France, Jacques Chirac and Nicolas Sarkozy, have chosen the Citroën C6 as their official car. Chirac, in particular, used a pre series car before the model was introduced.

Rumours suggested the C6 was to be replaced by the Citroën DS9, based on the Citroën Numero 9 concept car, which would eventually go into production in 2020. The replacement of the Citroën C6 is the DS 9. Citroën ceased production of the C6 in December 2012, after 23.384 units had been built.

The Citroën DS is a front-engine, front-wheel-drive executive car that was manufactured  from 1955 to 1975. Not a frenchman but an italian drew the DS. And not only the DS but also the traction avant, 2cv, ami and the HY were drawn by Flaminio Bertoni. His steak in the image of citroën was bigger than the more welknown designer Robert Opron.

Citroën sold only 1.45 milion DS cars in 20 years while renault sold more R16 in just 15 years.

A convertible was offered from 1958 until 1973. The Décapotable Cabriolet d'Usine (factory convertible) were built by French carrossier Henri Chapron, for the Citroën dealer network. It was an expensive car and only 1.365 were sold.