CX (EN) by citrovisie

De originele CX Citroën CX Citroën

ISBN 978-90-831417-4-9

9 789083 141749

With this book, Michael Buurma, a great connoisseur of this exceptional car, sheds light on a world called CX. Almost encyclopaedic, it treats the birth and evolution of the CX by model year and type, down to the smallest detail. Richly illustrated, with many unpublished images and put together with attention to detail, this book will become an essential reference work for informed amateurs.

aerodynamic elegance

Michael Buurma

citrovisie

The Citroën CX... a car as legendary as its predecessor, the DS. A car with a beautiful line, a car that turns the worst of roads into a smooth, soft carpet. And then there is its futuristic dashboard that looks like it came straight out of a spaceship. For those who got used to its very unique handling and unusual braking, the rest is is just as wonderful.

CITROËN CX

Michael Buurma Julian Marsh

CIP data Buurma, M. J. D. Citroën CX, aerodynamic elegance Bemmel, 2021 336 pg, 22 x 24 cm ISBN 978-90-831417-4-9 NUR 462 Key words Citroën (cars), history Lay out Thijs van der Zanden Translation Julian Marsh This book was originally published in Dutch as “De originele Citroën CX”. www.citrovisie.nl info@citrovisie.nl

Contents

Foreword

Introduction

Creation

Presentation

Evolution Series I

- model year 1975

- model year 1976

130

- model year 1977

154

- model year 1978

170

- model year 1979

180

- model year 1980

194

- model year 1981

208

- model year 1982

220

- model year 1983

232

- model year 1984

244

- model year 1985

254

Evolution Series II

256

- prior to series 2

266

- model year 1986

286

- model year 1987

292

- model year 1988

299

- model year 1989

300

- model year 1990

301

- model year 1991

302

Annexes

304

- production figures

310

- chassis numbers

314

- colours and upholstery

330

- buyer’s guide - thanks & sources

334

The bureau d’Études In the early 1960s, Flaminio Bertoni was responsible for the styling of new models at Citroën. Bertoni, an Italian who had been with Citroën since the early 1930s, had previously worked on the design of the Traction Avant, the 2 CV and the DS, among others. In addition to Bertoni, there were a number of employees with more technical roles, such as André Estacque, employed since 1944, and André Barthélémy, Michel Bouzinac and Auguste Génovèse, all of whom had been part of the Citroën Bureau d’Études or development department since 1954. In 1962, the team was expanded with the appointment of stylist Robert Opron, who had been with Simca from 1958 and then worked for a while at a firm designing household appliances. A year later, designer Michel Harmand was added to the team. Bertoni got along fine with the talented Opron, but their collaboration came to an abrupt end when Bertoni suddenly died in early 1964 after a short illness. The 32-year-old Opron was asked to take charge of the design department. The death of Bertoni and the promotion of Opron meant that extra manpower was urgently needed within the design team so Opron approached Jean Giret, with whom he had worked at the household appliances firm. A deal was quickly done, after which Opron and Giret became colleagues for a second time. With the arrival of Giret, the group of key employees who would form the basis of the CX team was complete. Pierre Bercot, who had been working there since 1937, was head of the Citroën management. Initially for a long time as a close associate of director Pierre Boulanger, but after Boulanger was killed in a car accident in November 1950, Bercot took over the helm. Bercot was an educated person: he had a degree in law, spoke several languages and was a great lover of art and culture. He saw the car’s emerging popularity in the 1960s as an important step in the history of mankind, bringing mobility within the reach of all. Bercot was convinced that this was just the beginning. In keeping with the spirit of the 1960s, he had high hopes for the possibilities offered by technological innovation and

12 | Creation

Pierre Bercot gave the Bureau d’Études the freedom to explore even the most imaginative creations and technologies, such as the futuristic vehicle below.

The ID and DS models were getting older. The cars were complex and therefore expensive to produce. Here is the millionth car leaving the assembly line.

In the mid-1960s, a redesign of the rear of the ID and DS was investigated. This Project, which was discontinued, may very well be the basis of the later CX in terms of lines.

gave the Bureau d’Études great freedom to research and try out the most extreme concepts. At one point, they even worked on floating cars that looked like flying saucers. The sky was the limit, nothing seemed impossible. Unfortunately, Bercot seemed less interested in commercially viable designs, so the optimism from the second half of the 1960s onward was overshadowed by the fact that Citroën did not offer a mid-range model. There was a gap between the 2cv and Ami 6 at the bottom of the range and the ID and DS at the top. This was a strategic mistake, given that in the 1960s it was precisely this segment that experienced the greatest expansion and Citroën was unable to benefit from this. The continuous growth experienced by Citroën that had started after the war, in which each year’s sales surpassed those of the preceding year, came to an end. In addition, the existing models were starting to age. Although the ID and DS received a new and modern front in September 1967, their design under the skin still dated from shortly after the war. It was very complex and relatively expensive to produce. In 1968 Citroën’s general management therefore came up with the plan to replace the ID and DS with two different models: a smaller one in the Renault 16 and Peugeot 504 class and a large one for the top segment, in much the same way the BX was replaced in the 1990s by the small ZX and the bigger Xantia. Work started with the small one: Project L. Creation | 13

December 1969. A design propos al by Luc Louis. In contrast to the designs on the previous page, there are few extravagant styling details in this model. The styling of a driveable prototype (see later in this chapter) is based on this design, and in particular on the left side.

20 | Creation

February and March 1970. While the first protot ypes were already on the road, the design process continued. These two designs were created by Henri Dargent. It is interesting to note that not only elongated Berline models have been thought of, but also a more hatchback-like design. Something that Renault and Opel/Vauxhall would also try decades later with their (not very successful) VelSatis and Signum.

Creation | 21

76 | Presentation

The presentation to Belgian dealers at Château Rixensart.

The first CX in Germany, August 26, 1974.

The Dutch dealers pick up their demonstration CXs. Next page: the presentation of the CX on the AutoRAI in Amsterdam, February 1975.

Presentation | 77

Model year 1 September 1974 to 31 August 1975

82 | Evolution - 1975

1975

Summary The CX Berline was available as the CX 2000 and CX 2000 Économique in France from 27 August 1974. The CX 2200 was added in January 1975. The biggest difference between the CX 2000 and the 2200 was the engine. Both models were equipped with a water-cooled four-cylinder engine. The CX 2000 had a displacement of 1985 cc while the CX 2200 had 2175 cc. The numbers in the model names refer to the cylinder capacity rounded up. In addition to the different engines there were a number of minor trim differences, the most noticeable being the larger wheel trims on the CX 2200. The CX 2000 Économique was all but identical to the regular CX 2000, with the exception of the gearbox. This had different gear ratios, which resulted in improved fuel consumption – a selling point given that the oil crisis was still fresh in customers’ minds. The top speed of the Économique was slightly lower than that of the standard CX, and the acceleration to 100 km/h took a fraction longer. As mentioned, only the CX 2000 and 2000 Économique* were initially available; the CX 2200 was not available until January 1975. Yet 61 of these were produced in 1974, out of a total of 11,759 CXs produced that year.

During the first model year, the CX 2000 was almost always featured in the colour Sable Cendré in press photos; the 2200 was always presented in the colour Bleu Delta. Because the CX 2200 was not available until later, the emphasis in the press photos was initially mainly on the ‘brown’ CX 2000.

* The CX 2000 Économique was not available in all markets. Evolution - 1975 | 83

The CX Pallas was identical to the CX Super, with: • chrome * trim strips on the top of the doors; • chrome-plated bezels with a black edge around the windows; • a chromed exterior mirror; • a chrome-plated exhaust tail pipe; • chromed sill plating; • longitudinal protective strips along almost the entire flank; • protective strips on the bumpers and bumper corners; • a cover under the rear bumper; • specific star wheel trims; • a ‘Pallas’ badge on the boot lid and the rear pillars; • velour upholstery (leather upholstery was an option);

100 | Evolution - 1976

• front headrests; • front seats with map pockets at the rear of the backrest; • a ‘Pallas’ badge in the centre of the steering wheel; • a chromed frame between the top and the lower part of the dashboard; • a brushed aluminium ornament on the ashtrays; • Tarragone headlining and sunvisors; • interior lighting working on all doors; • a map reading light in the front; • rear interior lamps; • long pile moquette floor covering; • door panels, dashboard, steering wheel and console trimmed with leather-like material; • velour moquette on the parcel shelf; • carpet lining in the boot on the wheel arches; • deep pile carpets.

Citroën had the Pallas captured in extensive photo sessions. If you look closely at the interior photo at the bottom right of this page, you will see that this car is still a prototype from 1975, because the two central air vents are missing.

* In the documentation consulted in compiling this book, the distinction between chrome and stainless steel was not always carefully made. A part that was described as stainless steel in 1975 can suddenly be called chrome-plated in 1976, without it being clear whether anything had really changed. It has been decided to use the descriptions from the Citroën documentation in this book, even if they are sometimes inconsistent. Evolution - 1976 | 101

They also had big plans for the interior. For example, this new dashboard was intended to lift the Prestige to a higher level than the regular CX. Not only the dashboard, but also the door panels have been redesigned. The fact that Citroën ul timately stayed much closer to the standard CX with the Prestige trim is undoubtedly due to the cost of producing these new parts.

112 | Evolution - 1976

The car in the photo is not symmetrical: on the left side it says ‘Prestige’ on the C-pillar; on the right the car is called Pallas. Did Citroën plan to supply the Pallas in two lengths and it was only decided at a later stage to call the longer version Prestige?

November 1974: the near definitive prototype of the Prestige is ready. Only a few details, such as the mirror and the badges on the boot lid and the C-pillars, still differ. Also the vinyl roof covering has a seam, which would be missing on the production versions. This prototype was equipped with a glass panel between the front and rear seats.

Evolution - 1976 | 113

Model year 1 September 1976 to 31 August 1977

130 | Evolution - 1977

1977

Summary The CX continued to be popular in 1977 with the diesel models accounting for slightly more than a third of sales. The factory was running flat out and the 200,000th CX was produced in model year 1977. In Germany the design was awarded the Bundespreis Gute Form 19761977, a prestigious design prize awarded for the first time to a nonGerman car.

Minister Friedrich of Economic Affairs presents the Gute Form prize to Jacques Sonnery of Citroën Germany.

The small changes in specifications and equipment that Citroën made at the beginning of model year 1977 did not result in any name changes. On the technical front, the most important news was that the 2347 cc engine from the CX Prestige could now also be supplied in the Super and Pallas. These 2400 models replaced the 2200 versions. At the end of 1976, the CX Break Familiale became available, which, thanks to a row of additional seats between the rear and front seats, offered space for eight people. The biggest news in 1977, however, was the arrival of the CX GTi in May. This car was equipped with the Prestige engine, coupled with a five-speed gearbox and an injection system. A car that appealed to the imagination, especially when supplied with alloy wheels and beautiful black and white leather upholstery...

On 5 April 1977, the 250,000th CX left the factory. Evolution - 1977 | 131

Evolution during model year 1985 In October 1984, Citroën presented the CX 25 GTi Turbo at the Paris Motor Show. Thanks to a turbocharger, it achieved even better performance than the GTi: more power (168 bhp instead of 138), 40% more torque (the highest in its class) and an even higher top speed: up to 220 km/h (136.7 mph) and acceleration from 0-100 km/h (62 mph) in just 8 seconds. 248 | Evolution - 1985

Citroën had done more than just fit a turbo to the existing engine: large parts of the engine block had been redesigned. In addition, several other components were adapted to the higher performance: the anti-roll bars were thicker, the suspension was changed and the cooling of the brakes was improved.

More power, more torque, more speed... The CX GTi Turbo was a strong weapon in Citroën’s struggle to give the CX a sportier image.

Evolution - 1985 | 249

These designs from 1982 show the quasi-definitive interior of the CX Series 2, although the keyboard above the rear-view mirror would not be taken forward.

260 | Series II

In addition to the interior, work had also been carried out on a modernisation of the exterior from the end of the 1970s. The first proposal for this, however, was not from Citroën itself, but came from the coachbuilder Heuliez, who had gone to Citroën with a design of a facelifted CX. Heuliez designer Yves Dubernard had made a proposal with less chrome, a lot of matte black, a new grille and modified bumpers. Citroën was enthusiastic and Heuliez even built a prototype that remained at Citroën for a while, but in the end it went no further. The same fate also befell a design by Bertone.

Left: the prototype Heuliez built had different bumpers and a lot of matte black instead of chrome. Above: Bertone also came up with a proposal. Series II | 261

Model year 1 July 1985 to 30 June 1986

266 | Evolution - 1986

1986

Summary On 28 June 1985, Citroën issued a press release with information about the modified Series 2 CX range. The information was embargoed until 10 July, the date on which the new models were to be launched in France. In other countries, delivery started a bit later. The Series 2 had undergone a number of important changes, including a new dashboard that was more practical and plastic bumpers that were ‘more 80s’ than the chrome bumpers of the CX Series 1. In addition, there were some changes to type designations. and a few new versions were announced, of which the CX 25 Prestige Turbo and the CX 22 TRS were the most important. The official introduction of the Series 2 took place at the Frankfurt Motor Show. By that time, the advertising campaign had also started, and as in 1985 Grace Jones was once again in the lead role. Here Citroën benefited nicely from the fact that Jones had enjoyed additional fame since spring 1985 thanks to her role in the latest James Bond film ‘A View To A Kill’. At the launch of the revised model, Citroën stated that the anticipated production in 1986 would be 42,000 units of which 55% would be exported. To use up the remaining stock of Series 1 bodies, a new series of Leader models, based on the 1985 CX model year, soon appeared. In addition, Citroën built the CX Concorde, a special series of luxury CXs in collaboration with Air France. However, that project died an early death and only a handful of Concordes were produced.

Evolution - 1986 | 267

Colours and upholstery

314 | Colours and upholstery

Colour and trim Model year 1975 Body colour

Code

CX 2000

CX 2200

Front and rear seats

Rear and sides simili Seat and backrest Jersey

Jersey Venitien

Beige Vanneau

AC 083

Caramel

Blanc Meije

AC 088

Rouge Vermillon

Bleu Delta *

AC 640

Bleu Vert

Bleu Lagune

AC 639

Bleu Vert

Gris Largentière *

AC 082

Bleu Vert

Noir

AC 200

Bleu Vert

Rouge Soleil

AC 432

Rouge Vermillon

Sable Cendré *

AC 330

Caramel

Vert Guerande

AC 530

Caramel

CX Confort CX Super

CX Pallas

CX Prestige

Front and rear seats

Rear and sides simili Seat and backrest Jersey **

Jersey Velours ***

Rhovyline ***

Colour and trim Model year 1976 Body colour

Code

* Metallic paint ** Option Targa Tabac *** Option cuir Caramel on Pallas, cuir Chamois on Prestige

Beige Vanneau

AC 083

Caramel

Blanc Meije

AC 088

Bleu Vert

Bleu Delta *

AC 640

Brun Roque-Brune *

AC 430

Bleu Vert Caramel Bleu Vert Caramel Rouge Vermillon -

Bleu Vert Caramel Bleu Vert Caramel Caramel Caramel

Chamois Chamois Chamois -

Gris Largentière *

AC 082

Gris Vulcain *

AC 080

Noir

AC 200

Rouge Soleil

AC 432

Vert Iroise *

AC 534

Colours and upholstery | 315

De originele CX Citroën CX Citroën

ISBN 978-90-831417-4-9

9 789083 141749

aerodynamic elegance

Michael Buurma

citrovisie

CITROËN CX

Michael Buurma Julian Marsh