Citroën BX
| Company type | Product |
|---|---|
| Industry | Automotive |
| Founded | 1982 |
| Defunct | 1994 |
| Headquarters | Paris , France |
Area served | Worldwide |
| Products | Large family cars (hatchback and estate) |
| Owner | Citroën (PSA Group) |
The Citroën BX is a large family car manufactured by the French automaker Citroën between 1982 and 1994, with a total output of 2,315,739 units. Production of the hatchback ceased in 1993 following the launch of the Citroën Xantia, although the estate version continued for an additional year. The BX was designed with weight reduction in mind, incorporating fewer body components and extensive plastic parts to enhance fuel efficiency and overall performance.
History
The Citroën BX was unveiled in June 1982 and officially launched in the autumn of the same year, making its debut in Paris beneath the Eiffel Tower on 2 October 1982. It succeeded the popular Citroën GS/GSA, offering a larger alternative while the GSA remained available until 1986. The marketing campaign in France featured the slogan "J'aime, j'aime, j'aime" accompanied by music from Julien Clerc. In contrast, UK advertisements highlighted its lower maintenance expenses with the tagline "Loves Driving, Hates Garages," emphasizing its reduced servicing requirements compared to the advanced GS/GSA.
Conceived by Marcello Gandini of Bertone, the BX's sharply styled hatchback drew inspiration from his earlier designs for the Reliant FW11 and Volvo Tundra. It was the second model to benefit from the 1976 Peugeot-Citroën merger after the 1978 Citroën Visa. Sharing its platform with the Peugeot 405 (introduced in 1987), it differed by utilizing rear suspension components from the Peugeot 305 Break. Distinctive features included Citroën’s hydropneumatic self-leveling suspension system, extensive use of plastic panels for elements such as the bonnet, tailgate, and bumpers, and front and rear disc brakes.
The BX arrived in the UK market in August 1983 equipped with 1.4 and 1.6 petrol engines; by 1986, additional engine options and a five-door estate variant were introduced. It dominated as the UK’s top-selling diesel vehicle for four consecutive years starting in 1987 and ranked among the leading imported cars during the late 1980s. Despite this success, only 485 examples remained registered on UK roads as of February 2016.
Replacing the GS’s air-cooled flat-four powerplant, the BX utilized PSA’s XY, TU, and XU petrol engines ranging from 1360 cc and 1580 cc to a larger 1905 cc introduced in 1984. A less common 1124 cc engine was offered in countries where taxation was based on engine displacement (such as Ireland, Italy, Portugal, and Greece). The smaller capacity engines (1.1 and 1.4 L) employed the PSA-Renault X engine from a previous Peugeot-Renault collaboration. The 1.6 L variant marked PSA’s introduction of the short-stroke XU-series engine manufactured at their Trémery facility; this lineup later expanded to include a widely used 1.9 L version across PSA vehicles. Diesel powertrains featuring XUD engines were introduced in November 1983; these diesel and turbo diesel models became highly popular in Britain throughout the late 1980s.
Petrol variants were designated according to engine size—11, 14, 16, and 19—with diesel models typically badged as 17 for the 1769 cc unit. In certain markets, a detuned version of the 1.6 L engine carried the BX15 badge instead of BX16. The Italian-market model equipped with a 1.1 L H1A engine delivered 55 hp and was produced from 1988 until 1993.
An estate version—known as "Break" or "Evasion"—was introduced one year after the hatchback launch and was manufactured by Heuliez at Cerizay. Power steering became an optional feature starting in 1984, increasing appeal particularly among diesel variants. Updates toward the late 1980s included four-wheel drive configurations and turbodiesel engines.
Most BX versions came standard with a five-speed manual gearbox; however, a ZF four-speed automatic transmission was offered as an option on selected models beginning July 1984 and gradually extended to additional variants by July 1988.
Phase II (1986)
The Phase II BX debuted in 1986, featuring a revamped interior and dashboard design. This update replaced Citroën's distinctive "satellite" controls and the unconventional "bathroom scale" speedometer with traditional stalks for lighting and wipers, alongside analogue gauges. Exterior modifications included more rounded bumpers, widened wheelarches to accommodate broader tires, enhanced mirrors, and larger clear front indicators integrated smoothly with the headlights. The aging Douvrin engine was phased out in favor of the newer TU-series power units on 1.4-litre variants, although the Douvrin engine persisted in the BX11 until 1992.
The introduction of the BX Turbo Diesel in 1988 marked a significant advancement in diesel vehicles by combining smoothness with strong performance, effectively challenging the stereotype of diesel cars being sluggish and noisy. Diesel Car magazine commended it as unparalleled in blending performance, spaciousness, and fuel efficiency within the UK market.
Phase II facelift (1989)
The 1989 update brought subtle enhancements such as smoked rear lights, redesigned wheel trims, and refreshed interior upholstery.
The BX received several Towcar of the Year accolades, especially for its diesel versions, which were appreciated for their robust power output, fuel economy, and self-leveling suspension—attributes that increased their desirability as towing vehicles alongside the larger CX model.
Despite these strengths, early build quality problems impacted its reputation; approximately 25% of vehicles in 1983 required corrections before delivery. Although subsequent models saw improvements, this early perception persisted. The BX was partially replaced by the smaller ZX in 1991; however, its main successor was the slightly larger Xantia, launched in early 1993 coinciding with the discontinuation of the BX hatchback. Estate versions remained available until they were succeeded by the Xantia estate in 1994.
Sport
Between 1985 and 1987, Citroën manufactured 7,500 BX Sport units—2,500 from the initial series followed by an additional 5,000 due to strong demand. Equipped with a 126 PS engine delivering peak power at 5800 rpm and featuring dual twin-barrel carburettors tuned by Danielson, it stood as the most powerful BX of its era. The BX Sport was distinguished by a unique body kit including a rear spoiler, side skirts, and fender extensions adding 10 cm on each side to accommodate larger wheels. It came fitted with alloy wheels later adopted by the GTi model, a special dashboard layout, Pullman-style interior trim, and CX Turbo-patterned seat fabric. Offered exclusively in left-hand drive markets, it was never marketed in the UK. While praised for ride comfort, opinions on its sporty handling were mixed despite suspension enhancements.
GT
Launched in 1985, the BX GT featured a 1.9-litre Peugeot-sourced engine producing 105 PS through a single twin-choke carburettor. That same year saw the release of a limited-edition "Digit" variant based on the BX GT; this model incorporated a digital instrument panel and onboard computer system with only 4,000 units produced.
4TC
In 1986, Citroën entered Group B rally competition with the BX 4TC—a specialized rally car that bore minimal resemblance to standard BX models. It housed a turbocharged Simca Type 180 engine mounted longitudinally and downsized to 2,141.5 cc to comply with FIA regulations. The vehicle featured hydropneumatic suspension and a five-speed manual transmission sourced from the Citroën SM. Its rear axle came from the rear-wheel-drive Peugeot 505 coupled with a carbon fibre propeller shaft. To meet Group B homologation requirements, Citroën manufactured 200 road-legal versions equipped with a 200 PS powerplant.
The 4TC faced competitive challenges due to excessive weight, unfavorable weight distribution, restricted suspension travel, and absence of a central differential causing torque conflicts between front and rear axles—especially on asphalt surfaces. Its highest finish in World Rally Championship events was sixth place at the 1986 Swedish Rally. After participating in only three rallies and following Group B's ban later that year, Citroën withdrew from competition.
Sales were underwhelming; only 62 road cars were sold as issues with build quality and reliability prompted Citroën to buy back many units for destruction. With few surviving examples today, the 4TC has become a sought-after collector’s item. Although private teams campaigned an Evolution version in French rallycross until 1989, Citroën exerted pressure that brought an end to its competitive use.
GTi
The BX19 GTi represented a sportier iteration of the BX GT, equipped with a 1.9 L eight-valve fuel-injected engine generating . This powerplant, closely related to the one found in the Peugeot 205 GTi but distinguished by a unique inlet manifold and cylinder head design, was also utilized in the Peugeot 405 SRi. Enhancements for this model included a rear spoiler and firmer suspension spheres complemented by an anti-roll bar, enabling it to reach a maximum velocity of 198 km/h. Additionally, a specialized export version known as the BX16 GTi incorporated the XU5JA engine from the Peugeot 205 GTi 1.6, achieving .
16V
Launched in May 1987, the BX 16V was notable as the first French production car to feature a 16-valve engine on a large scale. This model combined a DOHC twin-exhaust port cylinder head, inspired by the Peugeot 205 Turbo 16 rally vehicle, with an upgraded 1905 cc XU9 aluminum block. The resultant XU9J4 engine delivered and , producing an impressive specific output of 84 bhp per litre—remarkable for a naturally aspirated unit during that era. Performance figures included acceleration from 0 to 100 km/h in 7.6 seconds and a top speed of . Standard equipment featured anti-lock braking systems and distinctive side skirts.
The 1990 update introduced fibreglass bumpers, anthracite-colored wheels, smoked rear lights, and a redesigned rear spoiler to the 16V. Suspension improvements encompassed a firmer setup and a thicker anti-roll bar, enhancing handling dynamics.
In terms of competition, the BX 16V outperformed its corporate counterpart, the Peugeot 405 Mi16, during track evaluations conducted by Swedish publication Teknikens Värld. Rally driver Magnus Gustafsson also achieved notable results in Sweden piloting a Group A tuned BX 16V with an output of , securing second place in category A7 at the 1993 Swedish International Rally.
Engines
| Citroën BX Petrol (gasoline) engines | ||||||||||||
|---|---|---|---|---|---|---|---|---|---|---|---|---|
| Model | Engine family/type | Engine capacity cc |
Max. Power | Max. Torque | Fuel feed | Catalytic converter | 0–100 km/h (0-62 mph) | Top speed | Years | |||
| BX 11 | PSA-Renault XW3 | 1124 | 43 kW at 6250 rpm | 79 Nm at 2750 rpm | 1 chamber carburettor | No | 17.3 s | 150 km/h (93 mph) | 1986–1988 | |||
| BX 11 | PSA TU1/K | 55 PS at 5800 rpm | 89 Nm at 3200 rpm | 1 chamber carburettor | No | 16.3 s | 154 km/h (96 mph) | 1988–1991 | ||||
| BX 14 | PSA-Renault XY7 | 1360 | 46 kW at 5500 rpm | 108 Nm at 2500 rpm | 2 chamber carburettor | No | 14.1 s | 162 km/h (101 mph) | 1982–1986 | |||
| BX 14 | PSA-Renault XY7 | 55 PS at 5000 rpm | 103 Nm at 2500 rpm | 1 chamber carburettor | Yes | 18.5 s | 154 km/h (96 mph) | 1986–1989 | ||||
| BX 14 | PSA-Renault XY6B | 53 kW at 5750 rpm | 108 Nm at 3000 rpm | 2 chamber carburettor | No | 13.5 s | 163 km/h (101 mph) | 1982–1989 | ||||
| BX 14 | PSA TU3 A/K | 53 kW at 5600 rpm | 111 Nm at 3400 rpm | 1 chamber carburettor | No | 14.9 s | 167 km/h (104 mph) | 1989–1992 | ||||
| BX 14 | PSA TU3 | 55 kW at 6200 rpm | 109 Nm at 4000 rpm | Fuel injection | Yes | 13.3 s | 170 km/h (106 mph) | 1989–1994 | ||||
| BX 15 | PSA XU5 1C | 1580 | 59 kW at 5600 rpm | 132 Nm at 2800 rpm | 1 chamber carburettor | No | 12.6 s | 170 km/h (106 mph) | 1986–1992 | |||
| BX 15 | (variant) | 1580 | 53 kW at 5600 rpm | 111 Nm at 3400 rpm | 1 chamber carburettor | Yes | 14.1 s | 165 km/h (103 mph) | 1988–1990 | |||
| BX 16 | (variants) | 1580 | 90-94 PS range | 2 chamber carburettor mostly, some fuel injection options | 11.5-14.9 s range | 176-174 km/h range | 1982–1994 | |||||
| BX 16 TGI | (fuel injection) | 1580 | 88 PS at 6000 rpm | Yes | 12.6 s | 174 km/h (108 mph) | 1989–1994 | |||||
| BX 16 JA (B6D) | (Bosch Jetronic fuel injection) | 1580 | 83 kW at 6250 rpm | No | 10.2 s | 194 km/h (121 mph) | 1988–1992 | |||||
| BX 19 | (variants) | 1905 | 105-122 PS range | Carburettor or fuel injection options | 9.1-14.1 s range | 180-196 km/h range | 1984–1994 | |||||
| BX Sport | (dual carbs) | 1905 | 93 kW at 5800 rpm | No | 8.9 s | 195 km/h (121 mph) | 1985–1986 | |||||
| BX GTi/TZi | (Bosch fuel injection variants) | 1905 | 123-125 PS range | Mostly Bosch Jetronic or Motronic fuel injection | 8.5-8.9 s range | 198-196 km/h range | 1986–1994 | |||||
| BX MI16 | (Motronic fuel injection) | 1905 | 147-160 PS range | Yes/No catalytic converter options | 8.6-9.6 s range | 215-220 km/h range | 1987–1993 | |||||
| BX 4TC | (Group B rally turbocharged special) | 2141 turbocharged | 200 PS at 5250 rpm | 294 Nm at 2750 rpm | Bosch K-Jetronic Fuel injection | No | 7.5 s | 220 km/h (137 mph) | 1985 | |||
| Citroën BX Diesel engines | ||||||||||||
| Model | Engine family/type | Engine capacity cc |
Max. Power | Max. Torque | Fuel feed | Catalytic converter | 0–100 km/h (0-62 mph) | Top speed | Year | |||
| BX 17 D | (PSA XUD7/K) | 1769 | 44 kW at 4600 rpm | 110 Nm at 2000 rpm | Swirl chamber diesel | No | 17.2 s | 155 km/h (96 mph) | 1985–1992 | |||
| BX 17 D Turbo | (PSA XUD7 TE) | 1769 | 66 kW at ~4300 rpm | 180 Nm at ~2000 rpm | Swirl chamber diesel | No/Yes from ’92 on | 10.8-11.0 s | 180 km/h (112 mph) | 1988–1994 | |||
| ’’’BX 19 D’’’ | (PSA XUD9 variants) | 1905 | 48-52 kW range | 120-123 Nm range | Swirl chamber diesel | No | 15.5-16.3 s | 157-165 km/h range | 1983–1992 | |||
BX Van
Manufactured in Finland, the BX Van was designed with a raised fiberglass roof and omitted rear seating to satisfy Finnish tax laws that favored vans instead of passenger vehicles. According to local regulations, vans needed to offer cargo space with a minimum height of 130 cm and a volume of at least 2.5 m3, measured longitudinally from the inside of the boot lid to the steering wheel’s base. To meet these criteria, the original steel roof of the BX was substituted with a sizable fiberglass extension, allowing it to qualify for van classification. This modification gained significant popularity, resulting in sales exceeding 2,000 units.
Additionally, a unique van variant was sold in Ireland, derived from the estate model but modified by removing the rear doors and windows.