In 1965 Robert Opron began working on 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.

In addition to the 80-PS engine, it offered alloy wheels with Michelin TRX tires, spoilers, sideskirts and trim, special colors, and a more sporting suspension tuning than what was normal for Citroën.

In continental Europe, a basic diesel van the 'Visa Enterprise' was sold that used the normal Visa bodyshell with the rear doors welded shut.

[15] Near the end of its production life, a 55 PS (40 kW) catalyzed version of the 1360 cc engine was added for markets with stricter emissions standards.

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).

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.

Marketed as 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.

In 1985 a limited production 'GT Tonic' version was released with the addition of a sportier body kit incorporating the riveted wheel arches from the 'Chrono' motorsport model.

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 Visa Chrono 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).

The production version 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 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 the weight down to 750 kg (1,653 lb).

The car used plastic wheel arch extensions to hide a wider track that was needed to accommodate 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.