Citroën GS
| Company type | Automobile model |
|---|---|
| Industry | Automotive |
| Predecessor | Citroën C60 (project) |
| Founded | 1970 |
| Defunct | 1986 |
| Successor | Citroën GSA |
Area served | Europe, Spain, Portugal, South Africa, Chile, Rhodesia (Zimbabwe), Indonesia |
Key people | Robert Opron (designer), Pierre Bercot (CEO) |
| Products | Family cars (GS and GSA models) |
The Citroën GS is a front-engine, front-wheel-drive family automobile produced by Citroën between 1970 and 1986. Initially available as a fastback saloon and estate from 1970 to 1979, it was later updated and reintroduced as the GSA hatchback and estate following a facelift, continuing production until 1986. Approximately 2.5 million units were manufactured in total.
Conceived by Robert Opron, the GS showcased an aerodynamic body with a drag coefficient of 0.318, equipped with fully independent hydro-pneumatic brakes and self-leveling suspension, powered by an air-cooled flat-four engine. Its distinctive two-box profile included partially covered rear wheels and a sharply vertical Kamm-style tail.
Honored as the European Car of the Year in 1971, the GS earned acclaim for its innovative engineering, superior comfort, safety features, and aerodynamic efficiency within its category.
Market positioning
The GS occupied the intermediate segment in Citroën’s range, bridging the gap between the economical 2CV and Ami models and the premium DS executive sedan. As the DS had shifted considerably upscale compared to its predecessor, it became unaffordable for many French consumers. This created a lucrative mid-market void for about fifteen years, which competitors exploited. Coupled with the high costs involved in developing the DS’s successor, the CX, the 1973 oil crisis, and an abandoned Wankel rotary engine program, Citroën faced bankruptcy in 1974.
The GS quickly found commercial success and remained Citroën’s top-selling model for several years, with production figures reaching 1,896,742 GS units and 576,757 GSA units.
Unlike models such as the 2CV, Ami, DS, and SM, the GS was never officially marketed in the United States. Although a US-spec version was nearly finalized before Citroën exited the American market, only a limited number—just a few dozen—were imported in 1971 for evaluation and showroom demonstration before cancellation. Most of these cars were eventually sold to dealership staff.
Development phase
The development of the GS spanned fourteen years from initial concept to market launch.
Following the introduction of the 1955 DS19—priced about 65% higher than its predecessor—Citroën identified a mid-range gap in its lineup. In response, a prototype called the C10 bubble car was created in 1956 to fill this space between the large DS and compact 2CV. This prototype incorporated forward-thinking elements such as a Wankel engine and hydropneumatic suspension combined with a contemporary body style. Its successor, known as "C60," resembled an Ami 6 but featured an extended front end.
By 1963, development advanced to "Project F," which was close to production readiness. However, by 1967 Citroën halted this project because of its resemblance to the Renault 16. Many mechanical parts from Project F were repurposed into "Project G," which eventually evolved into the GS.
Robert Opron designed the GS with a sleek two-box shape inspired by Pininfarina’s 1967 Berlina Aerodinamica concept.
Introduction and continuous evolution
On August 24, 1970, Citroën unveiled the GS featuring a four-door Berline (saloon) body with fastback styling and a pronounced Kamm tail that delivered one of the best drag coefficients of its era. Key European rivals included models like the Fiat 128, Ford Escort, Renault 6, and Vauxhall Viva.
While its aerodynamic design optimized power output efficiency, early impressions labeled the GS as somewhat underpowered. To address this, an optional larger 1,222 cc engine was introduced in September 1972, boosting power from 41 kW to 45 kW along with increased torque. Gear ratios were modified to enhance speed per engine revolution from 23 km/h to 24.5 km/h per 1,000 rpm. Additionally, front brake discs were enlarged.
CEO Pierre Bercot declined proposals for a hatchback version due to perceived utilitarian connotations; thus, the GS retained a separate trunk compartment that benefited from extra space partly because the spare wheel was housed within the engine bay. From September 1971 onwards, the lineup expanded to include a four-door station wagon and a two-door commercial van variant. Although prototypes for two-door coupe and three-door hatchback versions—including the Bertone-styled GS Camargue of 1972—and collaborations with Heuliez and Ligier existed, none proceeded to series production.
Early GS models produced until around 1976 featured rotating drum speedometers; subsequent versions adopted traditional dial instruments. The radio was centrally mounted between front seats; parking brake controls were located on the dashboard alongside suspension height adjustment levers. A single-spoke steering wheel minimized injury risk during collisions. Later GSA models reconfigured controls into satellite pods accompanied by diagnostic charts.
The GS was available in four trim levels: G Special (entry-level), GS Club (mid-tier), GS X (sport-oriented), and GS Pallas (luxury), with only saloon bodies offered for X and Pallas variants.
GSA (1980–1986)
In 1979, the GS underwent a redesign that introduced a hatchback body style and was renamed the GSA to better reflect the growing demand for compact family hatchbacks across Europe, following the example set by the Volkswagen Golf. The update brought a refreshed grille, plastic bumpers, redesigned taillights, new hubcaps, exterior door handles, and a revamped dashboard. This dashboard featured auxiliary controls mounted on column-shaped pods, allowing drivers to operate them without removing their hands from the distinctive single-spoke steering wheel, a design reminiscent of the CX.
Starting in 1982, the GSA was progressively succeeded by the larger BX, though production of the GSA continued at lower levels until 1986. Citroën later re-entered the compact family hatchback segment with the introduction of the ZX in 1991.
One of the GSA’s standout features was its hydropneumatic suspension system, which provided exceptional ride comfort by effectively smoothing out road irregularities beyond what traditional suspension setups could achieve.
Mechanics
The GSA was equipped with front-wheel drive and powered by air-cooled flat-four engines ranging from 1,015 to 1,299 cc, delivering power outputs between and . The engines were mated either to a four-speed manual transmission or Citroën’s 3-speed C-Matic semi-automatic gearbox. Later on, a five-speed manual transmission became available, enhancing fuel efficiency and high-speed performance by increasing the vehicle’s top speed to .
Its suspension system combined independent four-wheel setup with double wishbones at the front and trailing arms at the rear, mounted on rigid subframes. This configuration ensured excellent ride quality and handling despite being fitted with relatively narrow Michelin ZX 145SR15 tires as standard.
A centralized hydraulic system powered four inboard disc brakes and an advanced hydro-pneumatic self-leveling suspension derived from the Citroën DS. This braking system automatically adjusted pressure depending on cargo weight without altering pedal feedback. The hydraulic suspension allowed for adjustable ground clearance to tackle rough surfaces and facilitated easy access to partially enclosed rear wheels. Additionally, relocating the handbrake to the dashboard created space for optional audio systems inside the cabin. When parked and turned off, the hydraulic system slowly depressurizes over several hours, causing the car to settle gradually onto its bump stops.
The GS’ 1.3-litre engine was also adapted for use in the French BFG 1301 "Odyssée" motorcycle. This version featured a Solex carburetor and a custom five-speed shaft-drive transmission. Approximately 650 units were manufactured between 1981 and 1988, mainly serving French law enforcement agencies.
GS Birotor (1973–1975)
In 1973, Citroën introduced the GS Birotor (also known as Citroën GZ), equipped with a robust Wankel twin-rotor engine developed through the NSU-Citroën Comotor partnership. This engine offered smooth power delivery that complemented the GS’s hydropneumatic suspension system. Its relatively small displacement provided advantages under French Tax horsepower regulations.
The Birotor underwent significant modifications to accommodate the Comotor 624 engine. These included ventilated front disc brakes mounted externally, five-bolt wheel hubs, a three-speed semi-automatic transmission, widened fenders, and an upgraded interior to distinguish it from standard GS versions.
Despite being priced similarly to the larger Citroën DS and costing roughly 70% more than a regular GS, the Birotor suffered from poor fuel efficiency—worse even than the DS23EFI model. Introduced during the 1973 oil crisis, sales were limited to just 847 units before production ceased.
Following Peugeot S.A.’s acquisition of Citroën in 1975, PSA initiated a buyback program to reclaim and dismantle all Birotor vehicles and declined to provide spare parts for them. Nevertheless, some examples remain in collectors’ hands today, often lacking official documentation due to PSA’s unwillingness to acknowledge these models.
GS production overseas
The GS and GSA models were manufactured in multiple countries beyond France, including Spain, where a total of 385,000 units were produced in the Vigo facility. Additional assembly or production took place in Portugal, South Africa, Chile, and Rhodesia (present-day Zimbabwe). Notably, the South African market received a special edition dubbed the "GS-X2 Le Mans," equipped with a 1,222 cc engine featuring high compression pistons and a Weber carburetor, generating . This edition was offered in silver, red, or black exterior colors paired with an all-white interior. Unique design elements included exclusive wheel trims, dual side stripes bearing X2 badges, a rear spoiler, window louvers, and four round headlights set within black housings.
In Indonesia, PT Alun Indah located in East Jakarta produced all three GS and GSA body variants until at least 1990. These Indonesian versions commonly displayed twin-headlight configurations characteristic of Grande Exportation (GE) models and were structurally reinforced to endure the hot climate, dusty environments, and challenging road conditions typical of emerging markets.
In Yugoslavia (now Slovenia), the GS saloon was assembled by the moped manufacturer Tomos at their Koper factory. In 1973, Citroën collaborated with Iskra and Tomos to establish Cimos, which assumed production responsibilities. Slovenian GS versions frequently featured twin-headlight setups intended for export models (excluding the premium Pallas trim) and were often finished in the "campus beige" color. Within Yugoslavia, the GSA was marketed under the name GA.
GSA availability in East Germany
From 1979 to 1983, approximately 5,500 GSAs were exported to East Germany, making it one of the rare Western automobiles accessible there. The East German leader Erich Honecker also utilized a fleet of larger CX vehicles alongside various Volvo models.
Documentary
- The manufacturing process of the GS is documented in the Louis Malle film Humain, trop humain.
See also
- PSA Rennes Plant, the facility responsible for producing the GS located in southwest Rennes.
- Citroën GS Camargue, a two-door concept vehicle designed by Bertone
Further reading
External links
- Citroën GS – Citroën Origins
- Citroën GS and GSA website Detailed information including production statistics, technical specifications, and club resources.
- la page de la GS
- Citroën World – Resources on GS & GSA
- GS at Citroënët
- GSA at Citroënët