Citroën GSA
| Company type | Car model |
|---|---|
| Industry | Automotive |
| Predecessor | Citroën DS (market positioning) |
| Founded | 1970 |
| Defunct | 1986 |
| Successor | Citroën BX (partial), Citroën ZX (small family hatchback market) |
| Headquarters | Paris , France |
| Products | Family cars (GS and GSA) |
| Parent | Citroën |
The Citroën GS is a front-engine, front-wheel-drive family car in the C-segment, available in four or five-door configurations and seating five passengers. Produced by Citroën between 1970 and 1979, it was offered as a fastback saloon and estate. Following a redesign, the model was rebranded as the GSA from 1980 until 1986, featuring hatchback and estate variants. Overall production totaled approximately 2.5 million vehicles.
Distinguished by its aerodynamic profile—with a drag coefficient of 0.318—the GS incorporated fully independent hydro-pneumatic suspension and braking systems, along with an air-cooled flat-four engine. Its design, crafted by Robert Opron, included a low front end, a two-box silhouette, semi-covered rear wheels, and a sharply vertical Kamm-tail.
In 1971, the GS earned the distinction of European Car of the Year due to its cutting-edge technology and superior standards in comfort, safety, and aerodynamics within its class.
Market positioning
The GS was introduced to occupy the space between Citroën’s entry-level 2CV and Ami models and the higher-end DS executive sedan. As the DS had moved significantly upscale compared to its predecessor, it became financially out of reach for many French buyers. This shift left a profitable mid-market segment unserved for fifteen years, attracting competitors. Coupled with the high development expenses of the DS successor CX, the 1973 oil crisis, and the abandonment of a Wankel rotary engine initiative, Citroën faced bankruptcy in 1974.
Upon release, the GS quickly became a commercial success and remained Citroën’s top-selling vehicle for several years, with production figures reaching 1,896,742 units for the GS and 576,757 for the GSA.
Contrary to other Citroën models such as the 2CV, Ami, DS, and SM, the GS was never officially marketed in the United States. Although an export version for the US market was nearly finalized before Citroën withdrew from that region, only a few dozen cars were imported in 1971 for testing and showroom purposes; these were later mostly sold to dealership staff.
Development phase
The GS project spanned fourteen years from initial concept to production launch.
Following the introduction of the DS19 in 1955—which was priced about 65% higher than its predecessor—Citroën identified a significant gap in its range. In 1956, work began on the C10 prototype: a compact vehicle designed to fit between the large DS and small 2CV models. This prototype incorporated innovative features such as Wankel rotary engines and hydropneumatic suspension. Later versions evolved into the "C60," which resembled an Ami 6 but featured an extended front end.
By 1963, "Project F" was nearing readiness for production but was halted in 1967 due to its strong resemblance to the Renault 16. Many mechanical components from this project were carried forward into "Project G," which ultimately became the GS. Designed by Robert Opron, it adopted smooth two-box styling inspired by Pininfarina’s 1967 Berlina Aerodinamica concept.
Introduction and evolution
On August 24, 1970, Citroën unveiled the GS—a four-door Berline saloon with fastback styling and a pronounced Kamm tail—offering one of the lowest drag coefficients available at that time. Its primary rivals in Europe included models such as the Fiat 128, Ford Escort, Renault 6, and Vauxhall Viva.
Despite its aerodynamic efficiency, early versions of the GS were seen as somewhat underpowered. To address this, in September 1972 Citroën added an optional 1,222 cc engine variant that boosted output from 41 kW to 45 kW while enhancing torque. Adjustments to gear ratios increased speed per 1,000 rpm from 23 km/h to 24.5 km/h. Additionally, larger front brake discs were introduced.
CEO Pierre Bercot opposed adopting a hatchback design at launch due to concerns about utility perception; therefore, the GS featured a separate boot with ample luggage space partly enabled by locating the spare wheel within the engine bay. Starting in September 1971, Citroën expanded the lineup with a four-door station wagon and a two-door commercial van version. Although coupe and hatchback prototypes—including Bertone’s 1972 GS Camargue—were developed, they never reached series production.
Early GS models up to 1976 employed a rotating drum speedometer that was later replaced by a conventional dial in subsequent versions. The radio was centrally mounted between front seats; parking brake controls were positioned on the dashboard alongside a lever for suspension height adjustment. The single-spoke steering wheel design minimized intrusion during collisions. Later GSA variants introduced satellite controls flanking the steering wheel along with diagnostic indicator panels.
The GS was available in four trim levels: G Special (entry-level), GS Club (mid-tier), GS X (sportier), and GS Pallas (luxury). The latter two trims were exclusive to saloon body styles.
GSA (1980–1986)
In 1979, the GS underwent a redesign that introduced a hatchback body style and was renamed the GSA, reflecting the growing trend of compact family hatchbacks across Europe, influenced by vehicles such as the Volkswagen Golf. The update featured a new grille design, plastic bumpers, revised taillights, updated hubcaps, and changed exterior door handles. Inside, the dashboard received modifications with auxiliary controls positioned on column-like pods, allowing drivers to operate them without removing their hands from the single-spoke steering wheel—a design approach reminiscent of the CX.
Starting in 1982, the GSA was progressively supplanted by the larger BX, though its production continued at lower levels until 1986. Citroën later re-entered the small family hatchback market with the introduction of the ZX in 1991.
The GSA earned recognition for its exceptionally smooth ride, largely due to its sophisticated hydropneumatic suspension system that effectively absorbed road irregularities while minimizing body movement.
Mechanics
The GSA was equipped with a front-wheel drive configuration powered by air-cooled flat-four engines ranging between 1,015 and 1,299 cc, producing outputs from 40 to 49 kW. These engines were mated either to a four-speed manual transmission or Citroën’s three-speed C-Matic semi-automatic gearbox. A five-speed manual option introduced in the GSA enhanced fuel efficiency at higher speeds and increased the vehicle’s top speed to 164 km/h.
Its suspension system consisted of fully independent four-wheel setups: double wishbones at the front and trailing arms at the rear, both mounted on rigid subframes that contributed to superior ride comfort and handling despite the narrow original tires (Michelin ZX 145SR15).
A centralized hydraulic system operated four disc brakes—ventilated and outboard-mounted at the front instead of inboard—to reduce unsprung mass and incorporated an advanced hydro-pneumatic self-leveling suspension derived from the Citroën DS. This system dynamically adjusted braking pressure according to load without altering pedal feedback and allowed for variable ride height adjustments to handle rough terrain or facilitate wheel maintenance. The handbrake lever was positioned on the dashboard, freeing up space for optional audio equipment. When parked, hydraulic pressure gradually decreased over several hours, causing the car to settle slowly.
The GS’s 1.3-litre engine was also utilized in the French BFG 1301 "Odyssée" motorcycle, which featured a single Solex carburetor and a unique five-speed shaft-driven transmission. Approximately 650 units were manufactured between 1981 and 1988, primarily serving French law enforcement agencies.
GS Birotor (1973–1975)=
In 1973, Citroën introduced the GS Birotor (also known as Citroën GZ), equipped with a Wankel birotor engine developed through the NSU-Citroën Comotor collaboration. This powerplant delivered smooth acceleration that matched well with the hydropneumatic suspension’s refined ride quality. Its relatively small displacement compared to output provided an advantage under France’s Tax horsepower regulations.
The Birotor underwent significant engineering changes to accommodate the Comotor 624 engine, including upgraded disc brakes on all wheels—ventilated at the front and outboard-mounted rather than inboard as on standard GS models. It also featured five-bolt wheels, a three-speed semi-automatic gearbox, a more upscale interior trim, and widened fenders distinguishing it from other GS variants.
Priced similarly to the larger Citroën DS and costing approximately 70% more than a standard GS, its fuel consumption was less efficient than that of the DS23EFI. Released at the onset of the 1973 oil crisis, it experienced poor market performance with only 847 units sold before production ceased.
Following Peugeot S.A.’s acquisition of Citroën S.A. in 1975, PSA initiated a buyback program aimed at scrapping all Birotor vehicles to avoid supporting spare parts. Nonetheless, some examples have survived in collectors’ possession—often lacking official documentation due to PSA’s refusal to formally acknowledge this model.
GS production internationally
The GS and GSA models were manufactured beyond France in multiple nations. A significant number, approximately 385,000 units, were produced in Vigo, Spain. Additional production or assembly took place in countries such as Portugal, South Africa, Chile, and Rhodesia (present-day Zimbabwe). In the South African market, a special edition called the "GS-X2 Le Mans" was available, featuring a 1,222 cc engine outputting , achieved through components like high compression pistons, circular inlet manifolds, a Weber carburetor, and reinforced driveshafts. This model also boasted unique wheel covers, dual side stripes with an X2 badge, a rear spoiler, window louvres, and four round headlights housed in black casings.
In Indonesia, all GS and GSA variants were assembled by PT Alun Indah located in Cakung, East Jakarta, with production extending at least until 1990. Many Indonesian cars incorporated twin-headlight setups typical of Grande Exportation (GE) editions and were specially adapted to withstand hot climates, dust exposure, and rough terrain common to emerging markets.
In the former Yugoslavia (now Slovenia), the well-known moped manufacturer Tomos was responsible for assembling the GS sedan at their facility in Koper. In 1973, a joint venture named Cimos was established between Citroën, Iskra, and Tomos to manage production. Similar to Indonesian versions, some Cimos-produced GS models featured twin-headlight arrangements aimed at export markets (with the exception of the upscale Pallas trim). Slovenian GSs frequently came finished in "campus beige," while the GSA was marketed locally under the name GA.
GSA availability in East Germany
From 1979 through 1983, roughly 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 the larger CX model alongside several Volvo vehicles.
Documentary
- The manufacturing process of the GS is documented in Louis Malle’s film Humain, trop humain.
See also
- PSA Rennes Plant, the facility where the GS was produced.
- Citroën GS Camargue, a two-door concept vehicle designed by Bertone
Further reading
External links
- Citroën GS – Citroën Origins
- Citroën GS and GSA website Comprehensive production statistics, technical specifications, historical insights, and club details.
- la page de la GS
- Citroën World – Resources on GS & GSA
- GS at Citroënët
- GSA at Citroënët