Citroën CX 1974-1991

[dracu777]

That Cabrio looks really, really nice. Do you have any other pix of it?

[henk4]

That Cabrio looks really, really nice. Do you have any other pix of it?

of course
but I should have taken a shot from behind

[Man of Steel]

Citroen CX #10

Citoen CX Rally

[Ferrer]

Citroen CX #10

Citoen CX Rally

Wow, that's really rare...

Any more info? Are they works cars? Specs?

[Waugh-terfall]

I remember, about the time we had our XM Estate between 1993 and 1995 a school friend's Mum drove a CX Estate that would constantly break down in the summer, usually with milky green fluid pouring out from the underside of the car. The town in France near to where my Grandparents live still have a few of these as ambulances.

[Man of Steel]

Sorry, don´t have any specs. Did not search on that yet either, it´s my lazy Sunday afternoon

[Sauc3]

Wow, that's really rare...

Any more info? Are they works cars? Specs?

Quick google search:
http://www.citroen.mb.ca/cItROeNet/sport/cx-sport.html

[Revo]

I remember, about the time we had our XM Estate between 1993 and 1995 a school friend's Mum drove a CX Estate that would constantly break down in the summer, usually with milky green fluid pouring out from the underside of the car. The town in France near to where my Grandparents live still have a few of these as ambulances.

Really? Actually this is the first time I've heard of one's Citroen Estate breaking down.

[Coventrysucks]

Really? Actually this is the first time I've heard of one's Citroen Estate breaking down.

We had a BX estate that was fine for a long time, but suddenly began to suffer recurring problems with part of the hydraulic pipework. (Green fluid)

The offending component was replaced several times, and IIRC it sorted itself out eventually.

Its replacement, a ZX estate, is looking a bit tired but still surviving, and a Xsara estate was largely trouble free in its time.

From my window I've just seen a cat pissing on a Nissan.

[Ferrer]

Quick google search:
http://www.citroen.mb.ca/cItROeNet/sport/cx-sport.html

Thank you.

[Revo]

Really? Actually this is the first time I've heard of one's Citroen Estate breaking down.

We had a BX estate that was fine for a long time, but suddenly began to suffer recurring problems with part of the hydraulic pipework. (Green fluid)

The offending component was replaced several times, and IIRC it sorted itself out eventually.

Its replacement, a ZX estate, is looking a bit tired but still surviving, and a Xsara estate was largely trouble free in its time.

From my window I've just seen a cat pissing on a Nissan.

Well, thank you for your insight, Coventrysucks. I guess this time sarcasm didn’t show over the internet.

[Sauc3]

Thank you.

Searching a bit more extensively:
http://www.dakardantan.com/paris-dak...rie-photo.html

[Ferrer]

Searching a bit more extensively:
http://www.dakardantan.com/paris-dak...rie-photo.html

I really thought that the SM was the last works rally car to emerge from the Citroen team until the BX 4TC, but apparently as you showed the CX was also campaigned in some rallyes, although not many in the WRC without much success either.

[Ferrer]

Citroën Cx #11

[Ferrer]

The Citroën CX is an executive car produced by the French automaker Citroën from 1974 to 1991. Citroën sold nearly 1.2 million CXs during its 16 years of production. The CX was voted European Car of the Year in 1975. The name CX is the French equivalent abbreviation of Cd for drag coefficient in English, drawing attention to the car's aerodynamic styling, which was uncommon in 1974.

It is considered by some enthusiasts as the last "real Citroën" before Peugeot took control of the company in 1976.

Available models were a four-door fastback, a station wagon (break, or estate car), and a long-wheelbase model built on the break chassis. The CX employed Citroën's unique hydropneumatic self-leveling suspension system.

History

The CX was initially a huge success in Europe, more than 132,000 being produced in 1978. It found customers beyond the loyal Citroën DS customer base and brought the technology of the advanced, but somewhat impractical, Citroën SM to the masses. Unlike its principal competitors, the CX did not have worldwide distribution—the cost of development and improvements had to be met from a geographically small sales base.

The CX's flowing lines and sharp Kamm tail were designed by auto stylist Robert Opron, drawing upon its precursor DS.

Mechanically, the car was one of the most modern of its time, combining Citroën's unique hydro-pneumatic integral self-leveling suspension, speed-adjustable DIRAVI power steering (first introduced on the Citroën SM), and a uniquely effective interior design that did away with steering column stalks, allowing the driver to reach all controls while both hands remained on the steering wheel.

The CX suspension’s ability to soak up large undulations and yet damp out rough surfaces was extraordinary, with a consistent ride quality, empty, or fully laden. The suspension was attached to sub frames that were fitted to the body through flexible mountings, to improve even more the ride quality and to reduce road noise. The British magazine Car described the sensation of driving a CX as hovering over road irregularities, much like a ship traversing above the ocean floor. This suspension was used under license by Rolls-Royce on the Silver Shadow. The Mercedes-Benz 450SEL 6.9 was not built under license, but copied the Hydropneumatic suspension principles after the less effective Mercedes-Benz 600 Air suspension installation.

The CX was a transverse engine design, in contrast to the longitudinal mid-engine layout of the Traction Avant and DS. This saved space; the CX was 8 in (20 cm) shorter than the DS.

The CX fastback had insufficient rear legroom to function as a chauffeur driven limousine (a common use for the spacious DS model), so in 1976, Citroën introduced a 10 in (25 cm) longer version, the "Prestige" variant, which used the wheelbase of the longer Safari/Familiale estate. The Prestige offered more rear legroom than any other standard-sized sedan in the world. In 1977, it also gained a raised roofline to improve comfort further. Contemporary reviews of the Prestige were favourable. In 1976 the UK's Driver and Motorist praised its comfort and interior fitments.

At launch in 1974, the CX was rushed to market, with some teething troubles. Some very early models did not have power steering and proved difficult to drive - the CX carries 70% of its weight over the front wheels.

Originally, the CX was developed as a rotary-engined car—with several negative consequences. The CX engine bay is small because rotary engines are compact, but the Comotor three-rotor rotary engine was not economical and the entire rotary project was scrapped the year the CX was introduced. The firm went bankrupt in 1974, partly due a series of investments like Comotor that didn't result in profitable products. Production versions of the CX were always powered by a modest inline 4 cylinder engine - only the very rare 168 hp (125 kW) GTi Turbo (1985–89) ever had the engine power to match the capabilities of the chassis.

At launch, the carburetor 102 hp (76 kW) CX was positioned below the 141 hp (105 kW) DS 23 Pallas Injection Electronique and the 180 hp (130 kW) SM Injection Electronique.

There was a choice between three differently powered versions. The "Normale" CX car came with a 1985cc version of the four cylinder engine from the predecessor model with a claimed maximum output of 102 hp (76 kW), which was slightly more than had been available from the engine when fitted in the DS. The "Economique" version of the car (reflecting the continuing impact of the 1973 oil price shock) came with the same engine as the "Normale", but the gear ratios were changed, along with the final drive ratio, giving rise to a 7 km/h (4 mph) reduction in top speed in return for usefully improved fuel economy. More performance came from the "CX 2200", fitted with a 2175 cc version of the engine and a twin carburetor, resulting in a claimed maximum output of 112 hp (84 kW).

Contemporary reports also indicated that the cost of setting up a new production facility for the CX, on the northern edge of Paris, at Aulnay-sous-Bois, also played a role in undermining the company's finances to the point where it was obliged to surrender its independence to the more financially cautious Peugeot company. On 12 July 2012, PSA announced that it is permanently closing the Aulnay-sous-Bois plant.

The CX was very slowly developed and improved, the key elements it needed to compete successfully in its market segment taking many years to emerge.

The parent company, PSA Peugeot Citroën, was fielding three cars in the executive car segment, the slow selling Peugeot 604, the abortive Talbot Tagora and the CX, all competing for PSA's scarce financial resources. Developing and exploiting the CX design was not the top priority. The seeds of PSA's competitive retreat from this traditionally important segment were sown during this period of diffused efforts.

In 1974, the DS featured a relatively powerful 141 hp (105 kW) fuel-injected 2.3-litre engine, while the 1974 CX 2000 generated a much less generous 102 hp (76 kW), giving it a sedate acceleration from 0-60 mph of 12 seconds.

In 1977, the CX GTi received a modern Bosch L-Jetronic injection system, with 128 hp (95 kW).

In 1981, factory rustproofing and a fully automatic transmission were added.

In 1984, turbo-powered 2.5 L diesel engine did make the CX Turbo-D 2.5 the fastest diesel sedan in the world, able to reach speeds up to 195 km/h (121 mph). (Diesels account for more than half the market for executive cars in France.)

In 1985, the GTi Turbo gasoline model, with a top speed of over 220 km/h (137 mph), gave the CX the powerful engine that finally used the full capabilities of the chassis.

The CX eventually acquired a reputation for high running costs, which over time cut sales. Ironically, it was the components standard to any automobile (steel, door hinges, starter motors, electrical connections, etc.) that proved troublesome in service, not the advanced components. The quality of construction improved too slowly to eliminate this perception.

Although the minor 1985 Series 2 changes did create initial interest from press and public alike, they did little to revive sales, with 35,000 units being produced in 1986 and 1987.

While the revolutionary and timeless DS achieved its greatest sales success at age 15 (1970) the CX design was subject to more intense competitive pressures, peaking at age 3 (1978). Other automakers succeeded in using the CX design as a template for improvement. In particular, the Audi 100 introduced an aerodynamically restyled variant in 1983.