Skip to main content

PSA GROUP; including FIAT, Peugeot and CITROEN.

 


Wikipedia

The PSA Group (French pronunciation: ​[ɡʁup pe ɛs ɑ]), legally known as Peugeot S.A. (Peugeot Société Anonyme, trading as Groupe PSA; formerly known as PSA Peugeot Citroën from 1991 to 2016) was a French multinational automotive manufacturing company which produced automobiles and motorcycles under the Peugeot, Citroën, DS, Opel and Vauxhall brands.[7][8] On 18 December 2019, PSA and Fiat Chrysler Automobiles (FCA) announced that they had agreed to the terms of a binding $50 billion merger.[9][10] On 16 July 2020, both companies announced the new name for their merged operations, Stellantis.[11] The deal closed on 16 January 2021.

Peugeot S.A.
Groupe PSA
FormerlyPSA Peugeot Citroën
TypePublic (Société Anonyme)
Euronext Paris: UG
IndustryAutomotive
Predecessors
FoundedParis, France
April 1976; 46 years ago
FounderCitroën, Peugeot
Defunct16 January 2021; 19 months ago
FateMerged with Fiat Chrysler Automobiles to form a new company called Stellantis
SuccessorStellantis
Headquarters, 
France
Area served
Worldwide
Key people
Products
  • Automobiles (73.8%)
  • Automotive parts (21%)
  • Financing (2.8%)
  • Logistics (2.2%)
  • Motorcycles (0.2%)[1]
Production output
Decrease 3.5 million (2019)[2]
Brands
RevenueIncrease €74.731 billion (2019)[3]
Increase €4.668 billion (2019)[3]
Increase €3.2 billion (2019)[3]
Total assetsIncrease €69.766 billion (2019)[3]
Total equityIncrease €21.801 billion (2019)[3]
Owners
Number of employees
209,000 (2019)[2]
Subsidiaries
List

Peugeot was the largest PSA brand. PSA was listed on the Euronext Paris stock exchange and was a constituent of the CAC 40 index.[12][13][14]

Beginning in 2016, PSA began to outline a strategy which entailed the rapid expansion of the company, through both geographic expansion and acquisitions of other car companies. PSA has announced plans to enter the Indian, American, Canadian, South East Asian, and other markets in the coming years.

Headquartered in Rueil-Malmaison, PSA, with sales of 3.88 million units in 2018,[15] was the third-largest Europe-based automaker, just a fraction behind Renault.[16]

In 2019, Groupe PSA was the ninth largest automaker in the world, after Volkswagen, Toyota, the Renault–Nissan–Mitsubishi Alliance, General Motors, Hyundai Motor Group, Ford Motor Company, Honda, and Fiat Chrysler Automobiles.

Comments

Popular Posts

THE DAILY TELEGRAPH & FLEET STREET FINANCIAL DISPATCH LONDON — SEPTEMBER 2025 — SPECIAL ECONOMIC INVESTIGATION THE ARCHITECTURE OF GLOBAL CAPITALISM AND THE MECHANICS OF UNIVERSAL DEMAND An Analytical Examination of the Post-War Industrial Order, the Fallacy of Unfettered Laissez-Faire, Mechanisation, and the State-Guaranteed System of Participatory Remuneration BY OUR SPECIAL ECONOMIC CORRESPONDENT IN FLEET STREET, Warren A. Lyon with Cheuy Leon Stephen Lam Tom. LONDON — In the tenth year following the cessation of European hostilities in 1955, as the Western world navigates the transition from wartime economic controls to the mid-century industrial consensus, thoughtful observers in Fleet Street, Westminster, and the City must confront a fundamental problem of political economy. The modern capitalist apparatus—stretching across the United Kingdom, the Commonwealth, North America, and Western Europe—operates upon a single, immutable law: the imperative equilibrium between Supply and Demand. Yet, despite the vast expansion of mechanized production, factory automation, and electronic computation, our financial architectures continue to suffer from a crippling structural defect: the systemic failure to guarantee requisite consumer purchasing power (ability to pay/ATP) across the whole of the populace. I. THE LESSONS OF THE POST-WAR CONSCIOUSNESS: SUPPLY, DEMAND, AND THE ELECTRIC CIRCUIT To comprehend the crisis of modern industrial organization, one must discard the antiquated Victorian dogma that human existence is defined solely by manual toil. Under the classical doctrine of laissez-faire, labour was treated as an elastic commodity, hired when factories required muscle and cast aside into poverty when machines replaced handiwork. In an age dominated by automatic machinery, conveyor systems, and early electronic computing, such a doctrine is not merely obsolete; it is actively destructive to the civic health of the realm. Consider the macro-economic structure as an electrical power grid carrying a constant current of thirty amperes. Under a rational and balanced order, this current is bifurcated equally along two parallel conductors: fifteen amperes are directed to energise the lamp of Industrial Supply (the manufacturing apparatus, capital investment, and technological innovation), while the remaining fifteen amperes flow uninterrupted to power the lamp of Demand—the Ability to Pay vested within the consumer public. In an unregulated laissez-faire system, however, an artificial blockage is introduced along the conductor powering Consumer Demand. It acts as a deliberate obstruction—resembling a corkscrew jammed into the brass fittings of a ship's engine room. The electrical energy, unable to reach the lamp of Demand, encounters extreme resistance; heat builds rapidly within the circuit, insulation scorches, and the entire socio-economic edifice is threatened with catastrophic conflagration. Energy in an economic system, like energy in physics, is never destroyed; if it is denied its proper outlet in legitimate consumer spending, it manifests as market collapse, civil unrest, shoplifting, and social decay. Click here.