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Citroën CX

From Alfawiki
Citroën CX
Company typeAutomobile model
IndustryAutomotive
PredecessorCitroën DS
Founded1974
Defunct1991
SuccessorCitroën XM
ProductsExecutive car, luxury automobile

The Citroën CX is a spacious, front-engine, front-wheel-drive executive car and luxury automobile manufactured by Citroën between 1974 and 1991. It was available as a standard or extended wheelbase four-door fastback sedan, along with a longer-wheelbase station wagon (estate) variant. The CX incorporated an advanced hydropneumatic self-leveling suspension system, an enhancement of the technology introduced in its predecessor, the Citroën DS. Additionally, it achieved a low aerodynamic drag coefficient of 0.36, which contributed to improved fuel economy and driving performance.

Honored with the 1975 European Car of the Year award, the CX is frequently considered the last authentic "true Citroën" prior to Peugeot’s acquisition in 1976. It signified the final triumph of the "large Citroën" lineage that began in 1934, playing a pivotal role in the brand’s executive car heritage.

History

Unveiled at the 1974 Paris Motor Show, the CX’s right-hand drive production did not commence until 1975. The model rapidly gained popularity across Europe, with production surpassing 132,000 units in 1978 alone. By integrating technology derived from Citroën’s sophisticated grand touring personal luxury car, the SM, it appealed to a broader audience beyond the traditional DS enthusiasts. Unlike many rivals, however, the CX was not marketed globally, which constrained its sales potential and meant that development expenses had to be recovered from a more limited customer base. The publication Driving & Motoring Month commended the CX for its inventive approach to addressing contemporary automotive challenges.

Design

Conceived by Robert Opron, the CX displayed smooth contours and a pronounced Kammback rear end reminiscent of its predecessor, the GS. Extensive aerodynamic testing in wind tunnels resulted in a remarkably low drag coefficient of 0.36—the vehicle’s name references this French term for drag coefficient. A uniquely shaped concave rear window was engineered to shed rainwater without requiring a wiper.

Technologically advanced for its era, the CX featured Citroën’s hydropneumatic self-leveling suspension system combined with speed-sensitive DIRAVI fully powered steering (originally introduced on the SM). Its innovative cabin design eliminated traditional steering column stalks, enabling drivers to operate controls without removing their hands from the wheel. Notably, turn signals had to be manually canceled—a distinctive trait that somewhat limited its desirability as a rental car.

The suspension system excelled at smoothing out large bumps while effectively damping rough road surfaces, ensuring consistent ride comfort regardless of load conditions. Flexible sub-frame mountings minimized road noise and enhanced overall refinement. British Car likened the ride quality to gliding over waves like a vessel on water. This suspension technology was licensed by Rolls-Royce for use in their Silver Shadow and Bentley T series models; later on, Mercedes-Benz independently developed comparable systems.

Departing from earlier Citroën designs such as the Traction Avant and DS that used longitudinal mid-engine layouts, the CX employed a transverse engine configuration. This arrangement saved space—making the CX shorter than the DS—reduced noise levels inside the cabin, and simplified engine maintenance.

The saloon version of the CX featured a fastback silhouette with a trunk lid hinged below the rear window—a design choice differing from many 1970s sedans that favored hatchbacks or liftbacks like those on the Volkswagen Passat or Saab 900. Aftermarket companies such as Caruna and Beutler offered hatchback conversions. While Citroën's smaller GS and competitors like Alfa Romeo Alfasud initially adopted fastback sedans, they eventually transitioned to hatchback designs in response to evolving market preferences.

Launch

Debuting in 1974, the CX was hurriedly brought to market and encountered initial challenges, such as early versions lacking power steering, which made maneuvering difficult due to the front wheels bearing approximately 70% of the vehicle’s weight.

The CX’s engine compartment was initially compact, reflecting its original design for a rotary Wankel engine. However, the Comotor three-rotor rotary engine project was abandoned the same year after being deemed financially unviable. Citroën's bankruptcy in 1974 was partially attributed to costly ventures like Comotor. Instead, production CX models were equipped with inline four-cylinder engines, with only the uncommon GTi Turbo (1985–89) providing power that matched the chassis performance. At its introduction, the carbureted CX was positioned below the DS 23 Pallas Injection Electronique and SM Injection Electronique in Citroën’s lineup.

Three engine options were available: the "Normale," powered by a 1985 cc four-cylinder engine delivering slightly more output than its DS predecessor; the "Economique," which used the same engine but featured revised gear ratios to enhance fuel efficiency at a marginal cost to top speed; and the "CX 2200," fitted with a 2175 cc twin-carburetor engine producing .

Citroën's substantial investment in a new manufacturing plant at Aulnay-sous-Bois near Paris placed significant financial strain on the company, eventually contributing to its takeover by Peugeot. The Aulnay facility remained operational until PSA announced its final closure on 12 July 2012.

Development

The CX underwent gradual development, with important competitive attributes emerging over several years. PSA Peugeot Citroën managed three executive models—the sluggish-selling Peugeot 604, the unsuccessful Talbot Tagora, and the CX—all vying for limited funding. Consequently, development of the CX was not a priority, influencing PSA’s withdrawal from this market segment.

In 1974, the CX 2000 featured an engine producing , achieving 0–60 mph in about 12 seconds; performance improved with the introduction of the 2200 and later the 2400 engine (2347 cc) offered in the Prestige variant. The standard CX 2400 replaced the CX 2200 and was unveiled at the 1976 Paris Motor Show.

The 1977 CX GTi incorporated a Bosch L-Jetronic fuel injection system generating . By 1981, factory-applied rustproofing and fully automatic transmissions became available. In 1984, the turbocharged 2.5 L diesel version made the CX Turbo-D 2.5 the fastest diesel sedan worldwide at speeds up to , leveraging France’s strong executive diesel market.

The petrol-powered GTi Turbo introduced in 1985 produced over , fully exploiting the chassis’ potential. Despite this, the CX gained a reputation for costly maintenance that negatively impacted sales; these issues were related more to standard parts than to advanced technology. Build quality improved gradually but failed to overcome this perception.

A minor Series 2 refresh in 1985 sparked some renewed interest but did not significantly boost sales, which remained around 35,000 units annually in 1986 and 1987. While the DS reached peak sales at age 15 (in 1970), the CX faced fierce competition early on and peaked at just four years old (in 1978). Competitors such as Audi regarded the CX as a design reference; notably, Audi launched an aerodynamically optimized version of their Audi 100 in 1983 inspired by it.

Overall, production of the CX totaled 1,170,645 units between 1974 and 1991.

Racing

Although Citroën faced financial difficulties at the CX's debut, the model participated in a variety of rally competitions, including the Tour du Senegal and Paris-Dakar, securing five overall victories.

A significant highlight was the 1977 London–Sydney Marathon, where driver Paddy Hopkirk achieved third place behind the wheel of a CX 2400 backed by Citroën’s Australian dealer.

The CX also took part in the 2022 Dakar Rally and 2023 Dakar Rally events.

Replacements

In this market segment, leading contenders generally introduced comprehensive redesigns approximately every seven years. Despite the CX’s strong performance and Citroën’s established leadership since 1934, no successor to the large Citroën model appeared by 1981. Sales of the CX dwindled, with only a brief resurgence following a 1985 update.

Citroën pursued independent replacement projects in 1980 and 1986; however, both were terminated by parent company PSA Peugeot Citroën, resulting in the dismissal of several designers involved.

A new four-cylinder petrol engine was developed in 1984 for high-end models, but consumer preferences leaned towards inline-six or V6 powertrains.

Ultimately, the CX was succeeded by the Citroën XM in May 1989. Built on the Peugeot 605 platform, the XM introduced sharper styling, an advanced self-leveling hydropneumatic suspension system with electronic Hydractive controls, a hatchback design, and a more conventional cockpit layout replacing the CX’s unique dashboard. The estate variant debuted in July 1991.

Early sales of the XM matched those of the later CX years but declined sharply during the mid-1990s. Production ended in 2000 with total sales of 333,000 units—approximately one-third of CX sales but double that of the Peugeot 604.

The 2006 Citroën C6, initially previewed as the C6 Lignage concept in 1999, was marketed as the direct successor to the CX. Drawing inspiration from the CX’s essence, it remained available until 2012 but sold just over 20,000 units; its lack of an estate version limited consumer interest.

In 2016, Dongfeng Peugeot-Citroën introduced a new large sedan named Citroën C6 (unrelated to previous models), based on the Dongfeng A9. Marketing materials referenced the heritage of the CX.

Design variations

The CX came in three distinct body styles and featured thirteen different inline-four engine configurations.

Saloon

The initial CX was a four-door fastback saloon with a shorter wheelbase, offered across multiple trim levels and engine options; its highest trim was known as Pallas. Citroën never produced a traditional three-box notchback or hatchback version.

Estate/Wagon/Break

Manufactured between 1975 and 1991, the Estate (called Safari in the UK and Break in France) was longer than the saloon and also available in a seven-seat Familiale variant. These models took full advantage of the CX’s self-levelling suspension to support heavier loads, ranking among Europe’s largest and most versatile family vehicles. The Safari became popular with motorcycle racers due to its extensive cargo space.

Prestige

To remedy limited rear legroom for chauffeur-driven use in the saloon, Citroën launched the Prestige version in 1976, extending the wheelbase by . This model offered more rear passenger legroom than any other standard-sized sedan worldwide and included a raised roofline from 1977 to enhance headroom. Frequently equipped with vinyl roofs, the Prestige received acclaim for its comfort and interior quality. In 1980, a diesel-powered Limousine variant was introduced.

Series 1 and Series 2

The Series 1 models (1974–85) were distinguished by their stainless steel bumpers at both front and rear, a hydropneumatic suspension system similar to that of the DS, and a unique "spaceship"-inspired dashboard featuring revolving drum-style speedometer and matching tachometer instruments.

For the Series 2 vehicles (1985–91), plastic bumpers replaced the earlier metal ones, resulting in a less distinctive appearance, though the "stalk-free" control design was preserved. This layout enabled drivers to operate turn signals, wipers, horn, and headlights without removing their hands from the steering wheel. The suspension was firmed up to complement a more assertive styling compared to the refined Series 1. While the dashboard maintained its "pod" instrument cluster, the rotating drum gauges were replaced by a slanted central dash panel; additionally, the radio was repositioned sideways between the front seats, with height corrector and heating controls relocated to the center console.

Custom models

Thanks to its smooth suspension, the CX found extensive use as an ambulance and camera car.

Certain CX estate versions were extended and equipped with an additional rear axle for rapid bulk transport tasks, particularly for newspaper distribution across Europe. These specialized "loadrunner" vehicles were primarily developed by the French firm Tissier.

In 1984, Guy Deslandes Design crafted four CX Orphée two-door convertible models.

Between 1978 and 1989, Swedish coachbuilder Nilsson produced 15 stretched limousines based on the Prestige variant for East German leader Erich Honecker. Ahead of a planned visit by French President François Mitterrand in 1989, three 1985 models were modified; however, only two arrived in East Berlin before the fall of the Berlin Wall. These vehicles were subsequently sold off by East Germany’s government via the Treuhandanstalt.

Transmissions

The CX lineup offered manual gearboxes, semi-automatic ("C-Matic"), and fully automatic transmissions. In 1980, the ZF 3HP22 automatic transmission replaced the C-Matic system. Higher-end trims bore the Pallas badge, sportier versions carried the GTi designation, while extended-wheelbase editions were named Prestige (petrol) or Limousine (diesel). Notably, turbocharged petrol engines were never paired with automatic transmissions in factory configurations.

Engine types

The CX was available with multiple petrol and diesel powerplants in various displacements, including turbocharged variants. The flagship sports-luxury model launched in late 1984 was the CX 25 GTi Turbo, delivering and capable of reaching .

  • 2.0 L (1985 cc) inline-four
  • 2.0 L (1995 cc) Douvrin inline-four
  • 2.2 L (2165 cc) Douvrin inline-four
  • 2.2 L (2175 cc) inline-four
  • 2.4 L (2347 cc) carburetted inline-four
  • 2.4 L (2347 cc) fuel-injected inline-four
  • 2.5 L (2499 cc) fuel-injected inline-four
  • 2.5 L (2499 cc) turbocharged fuel-injected inline-four
  • 2.5 L (2499 cc) turbocharged fuel-injected inline-four with intercooler
  • 2.2 L (2175 cc) diesel inline-four
  • 2.5 L (2499 cc) diesel inline-four
  • 2.5 L (2499 cc) turbocharged diesel inline-four
  • 2.5 L (2499 cc) turbocharged diesel inline-four with intercooler

International sales and manufacturing

The CX enjoyed considerable popularity throughout Europe and was also marketed in select countries across Asia and Latin America.

In 1984, Citroën shipped 2,500 CX units to China and was close to securing a contract to dominate the "large car" category, which would have positioned the CX as the most prevalent vehicle in China during an era when private automobile ownership was rare. Ultimately, the contract was awarded to the Shanghai Volkswagen joint venture, while Citroën received rights for the "compact car" segment. This partnership, headquartered in Wuhan, developed into the Dongfeng Peugeot-Citroën Automobile facility, which currently produces more than 700,000 vehicles annually. Importantly, Dongfeng Motor later acquired a stake in PSA Peugeot Citroën in 2014, contributing to the group's financial turnaround.

Between 1978 and 1984, the CX was assembled in South America beginning with the CX 2000 Super at Citroën’s plant located in Arica, Chile. Despite its technical complexity, it achieved respectable sales figures.

In markets such as Australia and South Africa, the CX was imported rather than produced locally, differing from its predecessor, the DS model.

CX in North America

PSA Peugeot Citroën initially designed the CX to comply with US safety regulations; however, a 1974 rule requiring fixed-height bumpers effectively prohibited the use of the CX’s signature height-adjustable suspension system. This regulation compelled Citroën to exit the US market. The 1974 US bumper standard (FMVSS No. 215) mandated consistent bumper height without exceptions for adjustable suspensions—a fundamental feature of the CX’s engineering. Efforts by Mercedes-Benz to influence regulatory changes were unsuccessful, and the rule was only repealed in 1981 after an unfavorable cost–benefit review.

Financial challenges faced by Citroën combined with steep compliance expenses further limited its presence in North America. While diplomatic immunity and personal exemptions allowed some CX vehicles to enter the US, official sales were discontinued.

Starting in 1979, grey market importers such as Trend Imports adapted CX models for American regulatory approval. By 1983, CxAuto, based in Lebanon, New Jersey, undertook complete remanufacturing of CX cars in the Netherlands to meet US standards. These modifications included crash-tested shock-absorbing bumpers, side impact protection bars, updated lighting systems, and emissions control equipment. CxAuto provided a 5-year/50,000-mile warranty and distributed vehicles across 49 states—excluding California due to stricter emissions requirements. They rebranded these cars as CXA by removing original Citroën badges.

The retail price for the CXA ranged from $39,900 for the CX 25 GTi model up to $49,800 for the CX 25 Prestige variant—substantially higher than comparable vehicles like the 1988 Peugeot 505 GLS priced at $17,775. This premium reflected PSA Peugeot Citroën’s refusal to supply wholesale units combined with costly adaptations needed for US regulatory compliance.

Another entity, Citroen Importers of North America (CINA), operating out of Atlanta also modified and sold CX vehicles before receiving cease-and-desist directives from PSA Peugeot Citroën.

Despite minimal marketing efforts, limited service infrastructure, and elevated prices, Trend Imports along with other grey market dealers such as CxAuto and CINA collectively delivered around 1,000 CX units to customers within the United States during the 1980s.

Prominent owners

In France, the CX Prestige was adopted by the French government, notably including former president Jacques Chirac, who officially continued its use well after the model ceased production.

Within East Germany, aside from the 15 CX limousines converted for official purposes between 1978 and 1989 under Erich Honecker’s regime, numerous high-ranking SED members and government agencies operated CX Prestige Turbos. Notably, 13 of these vehicles were part of the Stasi fleet.

Elena Ceaușescu, Romania’s Deputy Prime Minister and spouse of Communist leader Nicolae Ceaușescu, was gifted a CX Prestige by King Juan Carlos I of Spain, which she utilized until her execution in 1989.

Rainier III, Prince of Monaco and his wife Grace Kelly possessed two Citroën CXs—a 1981 CX Reflex D Break and a 1980 CX 2400 Pallas—both later auctioned in July 2012.

Distinguished political personalities who drove CXs included Mário Soares, Prime Minister of Portugal (bearing the license plate POR), and Henrik, Prince Consort of Denmark, whose vehicle was marked Crown 101. For his nuptials in 1981, Henri, Grand Duke of Luxembourg commissioned a bespoke Landaulet from coachbuilder Henri Chapron.

Other eminent users encompassed royalty and heads of state such as Harald V, King of Norway, Panamanian dictator Manuel Noriega, Chilean dictator Augusto Pinochet, Prince Bernhard of The Netherlands, and Prince Alphonse, Duke of Anjou and Cádiz.

Italian investigative journalist Carmine Pecorelli was fatally shot while driving his CX in Rome in March 1979 amid his probe into former prime minister Aldo Moro's abduction and assassination.

Additional notable owners included musicians like Carlos Santana and football icon Johan Cruyff.

Parts used in other vehicles

Several components from the CX found applications in other luxury automobiles. The "Series 2" rearview mirrors from the CX were fitted on British sports cars such as the Lotus Esprit, Jaguar XJ220, and TVR Chimaera, as well as on French manufacturer Venturi models. The CX’s transmission was incorporated into the drivetrain of the Matra Murena.

In 1982, designer Robert Cumberford created the Cumberford Martinique, an open two-seater that combined a BMW 733i engine and gearbox with CX steering and suspension systems. Priced approximately 60% higher than its nearest competitor from Clénet Coachworks, only two units were ever built; both still exist today—one located in France, the other in San Diego.

Timeline

  • 1974: 28 August: Debut of 2000 and 2200 fastback models featuring engines derived from the Citroën DS, positioned between DSuper and DS 23 Pallas trims.
  • 1975: European automotive journalists award CX 'Car of the Year'. July: Introduction of long-wheelbase Prestige sedan. October: Release of Estate variant.
  • 1976: January: Launch of 2200 Diesel saloon and estate; semi-automatic "C-Matic" transmission offered as option. July: Addition of 2400 Carburettor model. September: Introduction of CX Ambulance. October: Release of seven-seat Familiale Estate. December: French President receives a CX equipped with electronic fuel injection, five-speed gearbox, and raised roof.
  • 1977: May: Presentation of 2400 GTi featuring fuel injection and DS 23 engine. July: Upgraded Prestige with elevated roofline, fuel injection, five-speed gearbox; optional five-speed transmission available across all 2400 variants. December: Launch of 2400 Pallas Injection with semi-automatic gearbox and variable power steering.
  • 1978: January: Introduction of 2500 Diesel. July: Five-speed gearbox option extended to diesel models.
  • 1979: July: Entry-level 2000 Reflex and Athena sedans replace earlier versions; powered by new 1995 cc Douvrin engine shared with Renault 20 TS; Reflex features four-speed gearbox, Athena includes five-speed unit. November: Debut of 2500 Diesel Limousine, combining Prestige bodywork with diesel engine.
  • 1980: July: Increased output for 2400 engine; standard five-speed transmissions on Athena, Diesel, Super, Pallas; revised ratios for Break, GTi, Prestige; rear spoiler added to GTi model.
  • 1981: ZF automatic transmission replaces C-Matic on Pallas and Prestige; front track widened; new Reflex Safari and Familiale estates launched; cruise control offered on Pallas, Prestige automatic, GTi.
  • 1982: Enlarged front wheel arches accommodate wider track and Michelin TRX tires; TRX tires standard on GTi, optional on injected Pallas and Prestige models.
  • 1983: Model renaming—Reflex becomes CX20, Reflex D renamed CX25D, Reflex IE to CX IE, Athena rebranded as CX20 Pallas. July: Gasoline engine capacity increased from 2347cc to 2499cc.
  • 1984: March: Introduction of business-focused CX Entreprise models featuring cargo-oriented rear design; April: Limited edition CX20 Leader released (700 units); October: Premiere high-performance model, the CX25 GTi Turbo, unveiled.
  • 1985: March: ABS available as option on 25 GTi Turbo; July: Launch of restyled Series 2 (S2) featuring plastic bumpers, updated interior trim, redesigned mirrors, protective side moldings; new base-level CX20 sedan and CX22 TRS (2165cc aluminum engine) added to lineup.
  • 1986: Arrival of enhanced gasoline variants 25 GTi Turbo 2 and Prestige Turbo 2 equipped with intercoolers; all Turbo models come with five-speed manual transmissions.
  • 1989: Production ceases at Aulnay-sous-Bois plant; saloon versions discontinued; coachbuilder Heuliez continues manufacturing estate versions; rebadged 25 TGI Familiale estate introduced.
  • 1990: Estate variants launched: 22 TGE Safari, 25 TGI Safari, plus turbocharged diesel version 25 TGD Safari Turbo Diesel.
  • 1991: Final cessation of estate model production.

Legacy

The market value of the Citroën CX varies widely depending on its condition, a reflection of its nature as a mass-produced vehicle with intricate mechanical systems. For example, in 2015, an exceptional 1984 CX 2500 Injection Prestige that had belonged to Erich Honecker achieved a sale price of EUR 95,360 (approximately US$108,621) at an Artcurial auction. Likewise, in 2018, a Chapron-bodied CX Landaulet reached an identical amount. Among the most sought-after models are the limited Series 1 GTi Turbo and the Series 2 Prestige Turbo editions.

References

External links

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