Citroën GSX
| Company type | Passenger car model |
|---|---|
| Industry | Automotive |
| Founded | 1970 |
| Defunct | 1986 |
| Fate | Discontinued |
| Headquarters | Paris , France |
| Products | Family cars (GS and GSA) |
| Parent | Citroën |
The Citroën GS is a front-engine, front-wheel-drive family car available in four- or five-door configurations, accommodating five passengers within the C-segment. Produced by Citroën in two distinct generations, the first spanned from 1970 to 1979 featuring fastback saloon and estate variants, while the second series, named the GSA, was manufactured from 1980 until 1986 as hatchback and estate versions following a redesign. Overall production numbers approached 2.5 million units.
Celebrated for its aerodynamic profile boasting a drag coefficient of 0.318, the GS incorporated fully independent hydro-pneumatic braking and self-leveling suspension systems paired with an air-cooled flat-four engine. Its design, crafted by Robert Opron, showcased a low front end, a two-box form, semi-covered rear wheels, and a sharply vertical Kamm-tail.
The GS earned the prestigious European Car of the Year award in 1971, praised for its cutting-edge technology, superior comfort, safety features, and aerodynamic efficiency.
Market positioning
The GS occupied a strategic niche within Citroën’s range, bridging the gap between the entry-level 2CV and Ami models and the premium DS executive sedan. Over time, the DS had moved upscale relative to its Traction Avant predecessor, placing it beyond reach for many French consumers. This shift left an open mid-market segment for roughly fifteen years, which competitors capitalized on. High development expenses associated with the DS successor CX, combined with the 1973 oil crisis and an abandoned Wankel engine initiative, culminated in Citroën’s bankruptcy in 1974.
Upon release, the GS quickly gained traction in the marketplace and became Citroën’s top-selling vehicle for several years. Production figures amounted to 1,896,742 units of the GS and 576,757 units of the GSA. Unlike other Citroën cars, the GS was never officially marketed in the United States; a nearly complete export model was shelved following Citroën’s withdrawal from that market, resulting in only a handful of cars being sold primarily to dealership staff.
Development phase
The GS’s journey from initial concept to market introduction spanned fourteen years. When launched in 1955, the DS19 was priced approximately 65% higher than its predecessor, creating a void in the mid-range segment. To address this gap between the large DS and small 2CV models, Citroën developed the C10 bubble car prototype in 1956. Early explorations included innovations such as Wankel rotary engines and hydropneumatic suspension combined with contemporary body designs. The "C60" prototype bore resemblance to an Ami 6 but featured an elongated front end.
By 1963, development progressed to "Project F," which neared production readiness; however, due to resemblances with the 1965 Renault 16 model, Project F was halted by 1967. Numerous mechanical components were then transferred to "Project G," which eventually became the GS. The design by Robert Opron exhibited smooth two-box lines reminiscent of Pininfarina’s 1967 Berlina Aerodinamica concept.
Introduction and subsequent enhancements
Citroën unveiled the GS on 24 August 1970 with a four-door Berline (saloon) body characterized by a fastback roofline and distinct Kammback rear. Its aerodynamic performance achieved one of the lowest drag coefficients among contemporaries. Key European rivals included models such as the Fiat 128, Ford Escort, Renault 6, and Vauxhall Viva.
Although its aerodynamic efficiency optimized power delivery, early impressions labeled the GS as somewhat underpowered. To address this, in September 1972 Citroën introduced an optional 1,222 cc engine that raised output from 41 kW to 45 kW while enhancing torque figures. Modifications to gear ratios resulted in increased speed per 1,000 rpm from 23 km/h to 24.5 km/h. Additionally, larger front brake discs were implemented.
Citroën CEO Pierre Bercot dismissed hatchback designs as too utilitarian; consequently, the GS retained a fastback style with a separate trunk compartment akin to that of the later Citroën CX model. The trunk offered generous space partly due to relocating the spare wheel into the engine bay.
Starting September 1971, Citroën expanded the GS range with a four-door station wagon and a two-door commercial van variant. Although prototypes for two-door coupe and three-door hatchback versions—including Bertone’s 1972 GS Camargue—were developed, these did not proceed to mass production.
Early versions of the GS (until 1976) along with all GSA models utilized rotating drum speedometers; later GS iterations switched to traditional dial instruments. The radio was centrally positioned between front seats while controls such as the parking brake and suspension height lever were mounted on the dashboard. A single-spoke steering wheel design minimized driver injury risk during collisions. The GSA introduced satellite control buttons and diagnostic indicator displays.
The GS lineup comprised four trim levels: G Special (entry-level), GS Club (mid-tier), GS X (sport-oriented), and GS Pallas (luxury). Notably, only saloon body styles were available for the GS X and Pallas trims.
GSA (1980–1986)
In 1979, the GS underwent a significant redesign, adopting a hatchback body style and receiving the new name GSA to capitalize on the growing demand for compact family hatchbacks across Europe, inspired by the success of the Volkswagen Golf. The update included a fresh grille design, plastic bumpers, revised taillights, new hubcaps, and redesigned exterior door handles. Inside, the dashboard was overhauled with auxiliary controls positioned on column-mounted pods, enabling drivers to operate them without removing their hands from the single-spoke steering wheel, a setup reminiscent of the CX.
Starting in 1982, the GSA was gradually phased out in favor of the larger BX, although production continued at reduced levels until 1986. Citroën did not return to the small family hatchback market until 1991 with the launch of the ZX.
The model earned accolades for its exceptionally smooth ride, largely due to its hydropneumatic suspension system that effectively absorbed road irregularities while minimizing body movement.
Mechanics
The GSA utilized a front-wheel drive configuration powered by air-cooled flat-four engines ranging from 1,015 to 1,299 cc, producing between and . 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 was introduced with the GSA, enhancing high-speed efficiency and increasing top speed to .
Its suspension featured fully independent four-wheel setups with double wishbones at the front and trailing arms at the rear, all mounted on rigid subframes. This arrangement delivered outstanding ride comfort and handling despite being fitted with relatively narrow Michelin ZX 145SR15 tires.
A centralized hydraulic system operated four disc brakes—front brakes were inboard-mounted to reduce unsprung weight—and an advanced hydro-pneumatic self-leveling suspension derived from the Citroën DS. The braking system automatically adjusted pressure according to vehicle load without altering pedal feedback. The hydraulic suspension allowed the driver to modify ride height for rough roads or easier wheel maintenance. Among its distinctive elements was a handbrake lever located on the dashboard, which freed up space for entertainment components inside the cabin. When switched off, the hydraulic system depressurized slowly, causing the car to settle onto bump stops.
The GS’s 1.3-litre engine was also adapted for use in the French BFG "Odyssée" motorcycle, equipped with a single Solex carburetor and a bespoke five-speed shaft-drive transmission. Around 650 units were manufactured between 1981 and 1988, primarily serving French law enforcement.
GS Birotor (1973–1975)=
In 1973, Citroën launched the GS Birotor (also referred to as Citroën GZ), which featured a robust Wankel birotor engine produced through the NSU-Citroën Comotor partnership. This compact powerplant delivered smooth performance that complemented the GS’s hydropneumatic suspension and benefited from advantageous French tax horsepower classifications.
The Birotor underwent extensive modifications to accommodate the Comotor 624 engine. These included ventilated disc brakes mounted outboard at the front wheels, five-bolt wheels replacing the standard three-bolt design, a three-speed semi-automatic transmission, an upgraded interior with luxury appointments, and widened fenders setting it apart from other GS variants.
Priced similarly to the larger Citroën DS and approximately 70% more expensive than a regular GS, its fuel consumption was worse even than that of the DS23EFI. Introduced during the 1973 oil crisis, poor market reception resulted in only 847 units being sold before production ceased.
After Peugeot S.A. acquired Citroën in 1975, PSA initiated a buyback program aimed at scrapping all Birotors to avoid supporting parts supply. Nevertheless, several examples have survived in private collections—often without official documentation due to PSA’s refusal to formally acknowledge this model.
GS production outside France
The GS and GSA models were manufactured beyond French borders in multiple nations. A significant number, approximately 385,000 units, were produced in Vigo, Spain. Additionally, assembly or production took place in Portugal, South Africa, Chile, and Rhodesia (currently Zimbabwe). In the South African market, a special edition named "GS-X2 Le Mans" was offered, equipped with a 1,222 cc engine producing , achieved by utilizing high compression pistons, circular inlet manifolds, a Weber carburetor, and reinforced driveshafts. This edition was characterized by unique wheel covers, dual side stripes featuring an X2 badge, a rear spoiler, window louvers, and four round headlights housed in black casings.
In Indonesia, PT Alun Indah in East Jakarta assembled all three GS and GSA body styles until at least 1990. Many Indonesian versions displayed twin-headlight setups typical of Grande Exportation (GE) models and included structural reinforcements and adjustments to endure the warm climate, dusty conditions, and challenging road surfaces prevalent in developing regions.
In Yugoslavia (present-day Slovenia), the well-known moped manufacturer Tomos handled assembly of the GS saloon at their Koper facility. In 1973, Citroën collaborated with Iskra and Tomos to establish Cimos, which assumed production responsibilities. Slovenian GS variants frequently featured export-market twin-headlight designs (with the exception of the premium Pallas trim) and were often painted in the color "campus beige." The GSA was sold under the name GA within Yugoslavia.
GSA presence in East Germany
From 1979 through 1983, roughly 5,500 GSAs were exported to East Germany, making it one of the rare Western vehicles accessible there. The East German leader Erich Honecker also operated a fleet of larger CX models alongside various Volvo automobiles.
Documentary
- The GS production process is documented in Louis Malle’s film Humain, trop humain.
See also
- PSA Rennes Plant, where GS manufacturing took place.
- 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 information, and club details.
- la page de la GS
- Citroën World – Resources on GS & GSA
- GS at Citroënët
- GSA at Citroënët