Citroën CX

The CX was launched at the 1974 Paris Motor Show. Citroën was unable to schedule right-hand drive production of the car until well into 1975.[7] The CX was initially a huge success in Europe, with more than 132,000 being produced in 1978. It found customers beyond the loyal DS customer base and used the technology of Citroën's advanced grand touring personal luxury car, the SM. 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. According to Driving & Motoring Month[8] the CX "provides a startlingly intelligent set of solutions to modern motoring problems".[9]

Design

The CX's flowing lines and sharp Kammback were designed by auto stylist Robert Opron, resembling its precursor the GS. Citroën had been using a wind tunnel for many years, and the CX was designed to perform well in aerodynamic drag, with a low coefficient of drag of 0.36. Indeed, the car's name of CX is to refer to French term for drag coefficient, or coefficient ('C') along the X-axis ('x', being the longitudinal). A notable feature was the concave rear window, designed to clear rain from the rear window without the need for a rear window wiper.

Mechanically, the car was one of the most advanced of its time, combining Citroën's hydro-pneumatic integral self-leveling suspension, speed-sensitive DIRAVI fully-powered 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. A Citroën design principle was that turning signals should not cancel themselves—this should be a conscious decision of the driver. The CX perpetuated this feature, which is not shared by virtually any other contemporary automobile, limiting the CX's potential use as a rental car.

No stalks - control buttons reached by hands on steering wheel

"Spaceship" dashboard with rotating drum speedometer in Series 1 CX models (1974–85)

Series 1 dashboard

Series 1 with suspension in "high" position

The ability of the CX suspension to soak up large undulations and yet damp out rough surfaces resulted in a consistent ride quality when empty or fully laden.[10] 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 Car magazine described driving a CX as hovering over road irregularities, much like a ship traversing above the ocean floor. The constant ground clearance component of this suspension was used under license by Rolls-Royce on the Silver Shadow, and the Bentley T series. 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 has a transverse engine arrangement, in contrast to the longitudinal mid-engine layout of the Traction Avant and DS. This brings multiple benefits: significant mechanical packaging space savings (the CX is 20 cm (8 in) shorter than the DS); dramatically less engine noise in the cabin (Traction Avant and DS engines are partially in the cabins of those cars); and, improved access for maintenance of many under-bonnet items.

Fastback sedan

Citroën CX profile view

The CX sedan was always a fastback sedan with a separate trunk, like the current Mercedes-Benz CLS-Class four-door coupe, but unlike almost every other 1970s sedan, which had either a hatchback—like the successful Saab 99 and Saab 900 or the less successful contemporaries as the Rover SD1 and Renault 20/30—or received an ungainly modified notchback roofline, like the Lancia Trevi. Hatchback conversions to the CX were offered by Caruna and Beutler, but not available from the factory.[11] Citroën's own small GS and the Alfa Romeo Alfasud were also released as fastback sedans, but both received a hatchback in the late 1970s.

Development

The CX was slowly developed and improved, the key elements it needed to compete successfully in its market segment taking years to emerge.[17]

1975 Citroën CX 2000

1989 CX Prestige Turbo 2 at Dresden Transport Museum

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.[18]

In 1974, the DS featured a 130 PS (96 kW) fuel-injected 2.3-litre engine, while the 1974 CX 2000 generated 102 PS (75 kW), giving it acceleration from 0-60 mph of 12 seconds.[12] The 2200 improved on this, and eventually the 2400 engine (the 2347 cm³ unit as used in the DS) arrived; originally only in the Prestige. A regular CX 2400 arrived at the 1976 Paris Salon, subsequent to the discontinuation of the CX 2200.[19]

In 1977, the CX GTi received a modern Bosch L-Jetronic injection system, with 128 PS (94 kW).

In 1981, factory rustproofing and a fully automatic transmission were added.[20]

In 1984, turbo-powered 2.5 L diesel engine did make the CX Turbo-D 2.5 the fastest diesel sedan in the world,[11] able to reach speeds up to 195 km/h (121 mph). Diesels account for more than half the market for executive cars in France.[21]

In 1985, the GTi Turbo petrol 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.[11]

The CX eventually acquired a reputation for high running costs, which over time cut sales.[22] The components standard to any automobile (steel, door hinges, starter motors, electrical connections, etc) proved troublesome in service, not the advanced components.[23] The quality of construction improved too slowly to eliminate this perception.[24]

Although the minor 1985 Series 2 changes did create initial interest from press and public alike,[25] they did little to revive sales, with 35,000 units being produced in 1986 and 1987.

While the DS achieved its greatest sales success at age 15 (1970)[26] the CX design was subject to more intense competitive pressures, peaking at age 4 (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.

1,170,645 CXs were sold from 1974 to 1991.

1977 CX GTi rally car from Citroën Conservatoire

Despite the challenging finances of Citroën at the time of launch, the CX was entered in numerous rally driving events, like Tour du Senegal and Paris-Dakar, winning five events outright.[27]

One notable achievement was in the 28,200 km (17,500 mi)[28] 1977 London–Sydney Marathon road race, where driver Paddy Hopkirk, driving a CX 2400 sponsored by Citroën's Australian concessionaire, staged a come-from-behind sprint to obtain third place.[29]

The CX competed and finished the 2022 Dakar Rally and 2023 Dakar Rally.

Successful competitors in this market segment have adopted a cycle of redesign and substantial improvement every seven years. Despite the success of the CX design (and the company's unbroken legacy of dominance in this segment stretching back to 1934)[30] there was no new and improved "big Citroën" model on the horizon by 1981. CX sales began to slide and, apart from a slight revival after the 1985 facelift, never recovered.[6]

Citroën tried to operate independently and design a CX replacement that updated the flowing CX design (in 1980 and again in 1986). Each time, the parent company PSA Peugeot Citroën killed the project and fired the Citroën designers responsible.[31]

Citroën did incur the expense of designing an entirely new petrol four-cylinder engine in 1984 for the top-of-the-range cars, but the market demanded either inline-six or V6 engines.[32]

The CX saloon was finally replaced by the XM in May 1989. This vehicle was based on the same chassis as the Peugeot 605. It was styled in a distinctive, angular fashion, and fitted with self-levelling hydropneumatic suspension, and featured new electronic controls and branded Hydractive suspension. It also featured a hatchback and a conventional interior rather than the "spaceship" instrument panel of the CX. The XM was clearly related to the BX in layout and construction, but incorporated little design and technology from the CX. The estate remained in production until July 1991, when an estate version of the XM was finally launched.

The XM at first achieved annual sales similar to the modest totals of the CX in the last decade of its life, before a total collapse in demand set in during the mid 1990s. It was retired without an immediate replacement in 2000. Total sales were 333,000 units, less than a third of CX sales, but twice those of the earlier Peugeot 604.

The 2006 Citroën C6, first announced as the C6 Lignage concept car in 1999, appeared to be the direct descendant of the CX. The design of the Citroën flagship was directly inspired by the personality of the CX. It remained in production until the end of 2012 but barely 20,000 examples were sold; the lack of an estate version also hampered sales.

In 2016, Dongfeng Peugeot-Citroën introduced a new large sedan - the Citroën C6 (no relation to earlier models) - a car based on the Dongfeng A9. The CX, which had briefly been sold in China, was referenced in the promotional materials.[33]

CX was available from the factory in three body styles, with 13 different inline-four engines.

1977 Citroën CX 2400 Pallas short wheelbase fastback

1990 CX Familiale S2 (7-seater Station wagon) from the Netherlands

Spacious rear seat of Prestige long wheelbase fastback

1984 Citroën CX Cabriolet Orphée by Deslandes

Six-wheeled Citroën CX Series 2 Loadrunner Bagagère

1983 Citroën CX built in Chile

The CX was popular in most European nations, and also sold in some Asian and Latin American countries.

In 1984, Citroën sold 2,500 CXs to China and nearly succeeded in getting the "large car" contract that would have made the CX the most common vehicle in the People's Republic, which only had 20,000 private vehicles at the time.[38][39][40] The Chinese government decided to award this contract to the Shanghai Volkswagen joint venture, and instead gave Citroën the rights to the "compact car" segment.[40] This joint venture, located in Wuhan, is today known as the Dongfeng Peugeot-Citroën Automobile factory, producing over 700,000 cars a year. Ironically, Dongfeng Motor rescued the ailing PSA Peugeot Citroën in 2014, with a cash injection in exchange for an interest in the control of PSA.[41]

The CX was assembled in South America from 1978–1984 starting with the CX 2000 Super in Citroën's facility of Arica, Chile. The car achieved good sales numbers despite being one of the most complex cars built in the Americas.[42]

In Australia and South Africa, the CX was imported, unlike the DS, which was assembled locally.

1980 Citroën CX 2500 Diesel Pallas from Trend Imports

1988 CXA GTi sold new in the United States

PSA Peugeot Citroën had initially engineered the CX models to meet then current US regulations. One specific circumstance led to Citroën’s permanent withdrawal from the US market at the end of 1973, the January 1, 1974 US regulation wording related to 5 mph bumpers being drafted in such a way that height adjustable suspension was de facto illegal for passenger vehicles.[43][44] The 1974 Citroëns actually built for the U.S. market could not be supplied to Americans due to the effective date of the bumper regulation.[45]

More specifically, the newly updated US regulations (FMVSS No. 215) mandated 5-mph bumpers at both ends of passenger vehicles, with the bumper height to be standardized and maintained at constant height for the 1974 model years - with no distinction for operating ride height, as there was in later EU legislation, since Citroëns are common automobiles in Europe.[46][47] The height-adjustable suspension was integral to the CX design. Even the Mercedes-Benz Congressional lobby had no impact on this mandate, and they had to disable the height adjustment feature for the US-bound W116 S-Class saloons and S123 estates.[48] In 1981, the standardised bumper height and 5-mph bumper requirements failed Cost–benefit analysis and were rescinded.[49]

In addition, the situation for Citroën in the North American market was worsened by Citroën’s corporate financial situation and the cost of U.S. and Canadian design legislation.[50] People with Diplomatic immunity are not subject to lawsuit or prosecution under the host country's laws, so diplomats in the U.S. still had access to the CX. So did foreign tourists under the personal use exemption, bringing in the CX for temporary use.

From 1979 on, Americans obtained the CX through grey import specialists, including the firm Trend Imports, who modified them to comply with US regulations.[50]

Beginning in 1983, CxAuto (CXA), based in Lebanon, New Jersey, remanufactured the CX in the Netherlands before exporting them to the United States with full US compliance.[51][52] The cars were crash tested as required by NHTSA. The bumpers were fitted with shock absorbing elements, the passenger doors were fitted with side impact bars, the form-fitting headlamps were replaced with four round capsule headlamps and fog lamps, the exhaust system was fitted with oxygen sensor and catalyst, and so forth. They offered a 5-year/50,000-mile warranty and sold the CX cars in 49 states except California (due to stricter emission regulations).[53][54] CxAuto removed the Citroën and CX badges and double chevron logos and marketed them as the CXA.

The CXA retail price was $39,900 for CX 25 GTi and was $49,800 for CX 25 Prestige, at a time when the similar 1988 Peugeot 505 GLS sedan had an MSRP of $17,775.[55][56] The higher price was due to the unwillingness of PSA Peugeot Citroën to sell CX at wholesale price, and due to the high cost of engineering and modification work to meet US regulations.

Another specialist, Citroen Importers of North America (CINA), based in Atlanta, Georgia, also imported CX and modified them for US regulations.[57] They received cease-and-desist letters from PSA Peugeot Citroën to stop selling CX cars to Americans. CINA was allowed to sell the remaining CX in stock before terminating the sales permanently.

Despite lack of advertisement, minimal service network, and higher retail price, Trend Imports, individuals on the grey market, CxAuto, and CINA managed to supply Americans with about 1,000 CX units during the 1980s.[52]

Today, all CXs are over 25 years old, so the federal government no longer criminalizes their import or possession.[58]

1984 stretched limousine originally used by East German head of state Erich Honecker

In France, the CX Prestige model was used by the French government, including former president Jacques Chirac, who kept using the CX officially many years after it had left production.[59]

In addition to the 15 CX models used between 1978 and 1989 by Erich Honecker, head of East Germany, many other senior party officials also found the car suitable.[60] (Furthermore, during 1981 the East German government purchased 5,000 of the smaller Citroën GS models.[61])

Elena Ceaușescu, Deputy Prime Minister of Romania (and wife of Romania's Communist leader Nicolae Ceaușescu), was given a CX Prestige by King Juan Carlos I of Spain, which she used until her execution in 1989.[62]

Rainier III, Prince of Monaco and his wife Grace Kelly owned two CXs, a 1981 CX Reflex D Break and a 1980 CX 2400 Pallas, which were both auctioned in July 2012.[63][64][65]

Mário Soares the Prime Minister of Portugal used a CX with the license plate POR, while the CX of Henrik, Prince Consort of Denmark sported the license plate Crown 101.[66][67]

Henri, Grand Duke of Luxembourg, had a special Landaulet created by Henri Chapron for his 1981 wedding.[68]

Other royal and government figures who drove CXs include Harald V, King of Norway, Panamanian dictator Manuel Noriega, Chilean dictator Augusto Pinochet, and Prince Bernhard of The Netherlands.

Italian investigative journalist Carmine Pecorelli was investigating former prime minister Aldo Moro's 1978 kidnapping and murder, when he himself was shot and killed by an unknown assailant, while driving his CX in Rome, in March 1979.[69]

Prominent owners also include Carlos Santana and Johan Cruyff.[70][71]

Common parts from the CX were used in other more exclusive cars. For instance, the rear view mirrors of the "Series 2" CX were found on many—mostly British—sports cars, like the Lotus Esprit, the Jaguar XJ220, the TVR Chimaera and the (French) MVS Venturi.[72] The gearbox of the Citroën CX was used in the Matra Murena.[73]

In 1982, Robert Cumberford built the Cumberford Martinique, an open two seater with engine and transmission from a BMW 733i, and steering and suspension from the CX.[74] Pricing was 60% higher than its closest competitor, from Clénet Coachworks, and only two cars were built.[75] Both still exist, one in France and one in San Diego.[76]

1975 CX 2200 - The oldest continuously registered CX in Britain

1970's S1 CX Ambulance - Station wagon body shell

1982 Citroën CX Prestige

Series 2 dashboard (1986-91)

1988 Citroën CX 22 TRS

• 1974: 28 August: Introduction of the 2000 and 2200 fastbacks, with engines inherited from the Citroën DS—positioned between the bottom of range DSuper and the exclusive DS 23 Pallas
• 1975: CX voted 'Car of the Year' by 49 journalists from 14 European countries. July: Introduction of the long-wheelbase saloon, the CX Prestige October: Introduction of the Estate version .
• 1976: January: Introduction of the 2200 Diesel saloon and estate. Semi-automatic "C-Matic" transmission introduced as an option. July: Introduction of CX 2400 Carburettor model. September: Introduction of the CX Ambulance. October: Introduction of the CX Familiale Estate, a 7-seater version. December: The President of France receives a CX with electronic fuel injection, 5-speed gearbox and a raised roof.
• 1977: May: Introduction of the 2400 GTi with fuel injection and the larger motor from the DS 23. July: The CX Prestige receives a raised roofline and fuel injection as well as a 5-speed gearbox. All CX 2400 models are given the optional extra of a 5-speed gearbox. December: Introduction of the CX 2400 Pallas Injection with semi-automatic, C-Matic transmission and vari-power steering as standard.
• 1978: January: Introduction of the CX 2500 Diesel model. July: CX 2500 Diesel saloons and estates have the option of a 5-speed gearbox.
• 1979: July: Introduction of the bottom of range 2000 Reflex and 2000 Athena Saloons, as replacements for the previous 2000 Super and 2000 Confort Saloons. Reflex and Athena have the new 1995 cc Douvrin engine shared with the Renault 20 TS, with a 4-speed gearbox on Reflex and a 5-speed on the Athena. November: Introduction of the CX 2500 Diesel Limousine, which combines the CX Prestige bodywork and the engine and transmission of the CX 2500 Diesels.
• 1980: July: The CX 2400 engine receives power and torque performance increase. 5-speed gearboxes are standard fitting on the Athena, CX Diesel, Super, and Pallas. New gearbox ratios for the CX Break, GTi and Prestige. Rear aerodynamic spoiler fitted to the CX GTi.
• 1981: Automatic transmission made by ZF Friedrichshafen AG replaces C-Matic as an option - available on CX Pallas and Prestige models (both carburettor and injection). Wider front track introduced throughout the range to accommodate the ZF automatic. Introduction of the 2000 Reflex Safari, 2000 Reflex Familiale, 2400 Reflex Safari and 2400 Reflex Familiale Estates. July: Cruise control offered as option on the CX Pallas (5-speed manual and automatic), CX Prestige automatic and CX GTi.
• 1982: New enlarged front wheel arches are introduced throughout the range to match the wider front track introduced 6 months earlier and allow for the fitment of wider Michelin TRX tyres. Michelin TRX tyres are standard on the CX GTi and optional on the fuel injected Pallas and Prestige models.
• 1983: CX Reflex becomes CX20, CX Reflex D becomes CX 25D, CX Reflex IE becomes CX IE, CX Athena became CX 20 Pallas.
• 1983: July gasoline 2400 (2347ccm) engine replaced with 2500 (2499ccm) engine.
• 1984: March: Introduction of the CX Entreprise models, the CX 20 Entreprise and the CX 25D Entreprise, having only front seats fitted and the rear lined for carrying loads and targeted towards businesses. April: The limited edition CX 20 Leader is launched. 700 examples are produced and the model has the same technical characteristics to the 5-speed CX 20. October: The CX 25 GTi Turbo is introduced—the first genuinely fast CX model.
• 1985: March: ABS braking becomes optional on the CX 25 GTi Turbo. July: Introduction of the model year 1986 S2 (Series 2) CX, restyled in appearance. Plastic bumpers, a completely revised interior, new mirrors, and protective body strips are among the most obvious changes. The new Series 2 model CX 22 TRS (2,165 ccm aluminum Douvrin engine) in addition to entry level CX 20 sedan.
• 1986: Introduction of the gasoline models 25 GTi Turbo 2 and Prestige Turbo 2, with new Intercooler and improved performance. All Turbo models are 5 speed manual.
• 1989: CX production at the Aulnay-sous-Bois factory ceased. All saloon models discontinued. Heuliez, famous French coachbuilders, were given the contract for continuing to produce CX estate models. Introduction of the re-badged 25 TGI Familiale estate, formerly the TRI.
• 1990: Introduction of the 22 TGE Safari, 25 TGI Safari, and 25 TGD Safari Turbo Diesel estates.
• 1991: Last estate models discontinued.

Citroën CX values strongly reflect condition, as befits a high volume car with complex components.[25] Value was bolstered in 2015, when one of the Erich Honecker CX's, a 1984 CX 2500 Injection Prestige, was sold for EUR €95,360 (US$108,621) at Artcurial.[77] In 2018, another CX, Landaulet by Chapron, sold for EUR 95,360 as well.[78]

The most collectible CX models are the very rare Series 1 GTi Turbo, and the Series 2 Prestige Turbo.[24]

• L’usine Citroën à Aulnay-sous-Bois - L'histoire et les secrets du berceau de la Citroën CX, by Julius Goldmann, Éditions Citrovisie, 2023. ISBN 978-90-832960-5-0, https://citrovisie.nl/fr/products/aulnay
• La véritable histoire de la Citroën CX, by Michael Buurma, Éditions Citrovisie, 2014. ISBN 978-90-828147-5-0, https://citrovisie.nl/fr/products/la-veritable-histoiredelacitroencx
• Car magazine (UK), March 1981
• Car magazine (UK), March 1986
• Car & Driver magazine (U.S.), March 1987
• Broustail, Joël (2020). Citroën et le citroënisme : essai historique sur la passion automobile et l'innovation [Citroën and Citroenism: Essay on the History of Automobile and Innovation] (in French). Paris: Au Pont 9. ISBN 9791096310609.

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