Citroën CX remarkably replaced DS in 1974

What did the start-up project for the CX look like?

In 1968, the expiration date even came into view for the extremely futuristic-looking Citroën ID/DS. That model already had a legendary predecessor with the Traction Avant, which made it more difficult to think of a successor that would acquire such iconic status. The expression ‘three times the charm’ sounds good, but for Citroën at that time it was little more than a trio of empty words. The challenge was given the internal name ‘Projêt L’ and was entrusted to designer Robert Opron. Together with several employees, he drew a whole series of proposals, a number of which were realized in full size in the form of a plaster model. In the first months of 1972, the design was finally ready and the first prototype was built of what turned out to be mainly a ‘bigger brother’ of the existing GS.

How was he received by the press and public?

The public unveiling took place in October 1974 at the Paris Motor Show. In addition to a few ready-to-drive examples, Citroën also showed a partially cut-away model to impress with the interior and technology of their new eyeball. The admirers on the stand included the then President of France, Valérie Giscard d’Estaing. Four months after its world debut, the Dutch public could admire the long-awaited DS successor in their own country during the AutoRAI 1975. At that time, Citroën already had the ‘Car of the Year 1975’ trophy on display. More important were the favorable, sometimes even lyrical reviews from the international car journal. Yet it was not all glory: the headroom was described as ‘poor’, without the optional power steering the entry-level steering was very heavy and the old DS engines were seriously underpowered for this car.

How revolutionary was he really?

The CX was actually a mischievous escapade by the designers. The assignment was to develop a more conventional-looking car. They did this neatly, but at the same time they secretly made the most eccentric prototypes. When the management showed moderate enthusiasm about the ‘normal’ end result, Opron pulled the curtain on the parallel project, with a cW value of only 0.36. The French term for cW explains the etymology of the model name: CX. The excellent aerodynamics immediately created an impossibly interchangeable appearance. The concave rear window and trunk lid, the sharp, low nose and the roofline sinking smoothly into the stern were responsible for this, but everything was also different inside. The highlight was the futuristic dashboard, but crazy details such as the radio that hung vertically in the center tunnel in some model years also ensured that you never forgot for a moment that you were driving a CX. Initially, the CX was supposed to have a rotary engine, but that idea failed miserably with the GS Birotor: expensive and thirsty, especially on the eve of the oil crisis. The speed-sensitive power steering ‘Diravi’ debuted in the SM, but was unique in this segment in the CX. The speedometer also indicated the braking distance associated with that speed.

What were the choices during the market introduction?

The CX was introduced with two engines. The lightest was the CX 2000 with 1,985 cc and 102 hp. In the CX 2200 you got a slightly larger four-cylinder with 2.2 liters that had 112 hp. Shortly afterwards a diesel with 66 hp was also introduced. There were also different versions. The simplest was simply called CX. Above this was the Super with, among other things, height adjustment of the driver’s seat, tachometer, electric controls for the windscreens and tinted glass. The Pallas was even more luxurious with velor upholstery, chrome hubcaps, moldings, window frames and ceiling lights. The CX Prestige was an outsider. It was not only extended by 27 cm, but also had a special 2,347 cc engine with 115 hp.

The CX had the misfortune to be born during the oil crisis. That was one of the reasons that it never got the intended rotary engine, but an Economique variant of the 2000, which was even slower, but also more economical, thanks to a modified gearbox.

What were its competitors?

The Citroën CX was fortunate to live at a time when the grande routières still ruled the French highways and beyond. A gentleman or lady of rank rode something in this class, and if they had class themselves, they preferred an outsider like the CX. But even for those for whom this car was just a bit too extravagant, there was plenty of choice. Even then, the most rational choice often came from Germany. During the market entry of the CX in the mid-1970s, the competition in this class consisted of models such as the equally unconventional compatriot Renault 16, but also the Peugeot 504, Volvo 244, Opel Commodore, BMW 5-series, Ford Granada, Audi 100 and Mercedes-Benz E-class. In short: what we today call the E-segment. In 1977 a notable competitor emerged in the form of the Rover 3500 (SD1), which, like the CX, was strongly reminiscent of Pininfarina’s BMC 1800 concept car, especially thanks to the chopped rear (Kammtail) that was supposed to improve aerodynamics. come. This certainly made an impression on the Car of the Year jury, because two years after the CX, the SD1 won the same trophy.

Any details during his life?

The CX was delivered for almost seventeen years. Citroën also considered the Maserati V6 from the SM for the CX, but that engine did not excel in reliability and when Citroën got rid of Maserati shortly after the introduction of the CX, that interesting idea died out. Another ambitious plan that failed was to bring the CX to the United States. However, there was a ban on cars with height-adjustable suspension, one of the big selling points of the CX. So long, America!

The Break followed in 1976, with its characteristic roof rise halfway between the B and C pillars, making it look like an ambulance even without flashing lights… or like the car that follows, if the ambulance is late. The Break was also available with a third row of seats, making it an 8-person means of transport. The lack of power was made up for by stuffing the 2.4-liter petrol engine from the DS under the CX hood, which was fitted with injection in 1977 to spice it up a bit further. In 1979, more modern engines made of aluminum were introduced. The second generation CX was unveiled in 1985. The CX also played a special role in the Dutch film classic Flodder, where Citroën dealer Neuteboom neighbor Kees explains the principle of petrol injection in a NSFW position against the back of his CX (“Oh neighbor, what are you doing now?”). Another well-known rascal who fell for the charms of the CX was Prince Bernhard senior.

Which version appeals most to the imagination?

Probably the most praised CX was the GTI Turbo, which appeared in 1984. With its 169 hp, this version reached 100 km/h in less than 8 seconds. It was made public with the help of style icon Grace Jones. That commercial was in danger of being taken off the air in France because Citroën was flirting with the top speed. On the other hand, the real purists are mainly enthusiastic about the earliest versions of the CX, with mainly chrome instead of the later rubber and plastic. These are the models where the special, pure shapes of the CX come into their own. The extended Prestiges are also popular. Opron and his team managed to significantly lengthen the original design without the graceful lines becoming unbalanced.

What has been the impact of the CX?

It goes too far to say that the CX was the peak in the series of top Citroëns, but it can hardly be disputed that successors XM and C6 will have a less prominent place in the history books. The CX is an icon from the 70s and 80s; a car that has made an indelible impression and that will still be remembered when many of its contemporaries have long since been forgotten. The hydropneumatic suspension system of the CX found its way into the holy of holies in automotive land of that time: the Rolls-Royce Silver Shadow. The CX occupies a special place in the hearts of true Citrophiles for many reasons. One of these is the fact that, before the market introduction, the loss-making Citroën merged with Peugeot into PSA, so you could call the CX the very last real, pure Citroën.

How many CXs are left in the Netherlands?

It would be unwise to give a tour to a full meeting of CX owners, because there are no fewer than 515 examples on the road in our time. That fleet is fairly evenly distributed across the model years. There are still 55 registered of the Break, so it is already a lot rarer. Another way to drive an extra exclusive CX is to try to get a Pallas, because there are only 37 of them left in our country. There are still 57 of the extended Limousine/Prestige on Dutch license plates. Despite its iconic image, the CX is still a reasonably affordable youngtimer. Most copies are offered for well under ten grand, especially the early versions, for which you as an enthusiast should have a slight preference. But we also found a Prestige Turbo 2 with an asking price of €17,000 and even a copy for which the dealer thinks he can get €25,000.