Citroën CX

The Citroën CX is a large, front-engined, front-wheel-

drive executive car manufactured and marketed by Citroën Citroën CX
from 1974 to 1991. Production models took the form of a
four-door fastback sedan, station wagon (estate), and a
long-wheelbase fastback limousine. The CX is known for
its hydropneumatic self-leveling suspension system, and its
low coefficient of drag, underscored by its nameplate CX,
which references the aerodynamics symbol for drag
coefficient.
1983 Citroën CX Prestige
Voted the 1975 European Car of the Year, the CX has
been described by some enthusiasts as the last "real Overview
Citroën" before Peugeot took control of the company in Manufacturer Citroën
1976.[4][5] The CX was also the final successful model of
Production 1974–1991
the "big Citroën" era, dating back to 1934.[6]
Model years 1975-1991 (North America)
Assembly Aulnay-sous-Bois, France[1]
Arica, Chile
Contents
Vigo, Spain
History Mangualde, Portugal
Design Koper, Yugoslavia[2]
Fastback sedan Designer Robert Opron
Launch Geoff Matthews (Series 2
Development refresh)
Racing the CX Body and chassis
Replacing the CX Class Mid-size luxury / Executive
Design variations car (E)
Four door SWB fastback Body style 4-door fastback
Estate/Wagon/Break 4-door fastback long
Prestige wheelbase
Series 1 and Series 2 5-door break (estate)
Custom models Layout Transverse front-engine,
Transmissions front-wheel drive
Engine types Powertrain
International sales and production Engine 2.0L I4
CX in North America 2.2L I4
Prominent Owners 2.3L I4
2.4L I4
Parts used in other vehicles
2.5L Diesel I4
Timeline
Transmission 5-speed manual
Legacy 4-speed manual
References
 Notes 3-speed automatic
External links 3-speed semi-automatic
Dimensions
Wheelbase 2,845 mm (112.0 in)[3]
History
Length 4,666 mm (183.7 in)[3]

The CX was launched at the 1974 Paris Motor Show. Width 1,730 mm (68.1 in)[3]
Citroën was unable to schedule right-hand drive Height 1,360 mm (53.5 in)[3]
production of the car until well into 1975.[7] The CX was
Curb weight 1,265–1,520 kg (2,789–
initially a huge success in Europe, with more than 132,000
being produced in 1978. It found customers beyond the 3,351 lb)
loyal DS customer base and used the technology of Chronology
Citroën's advanced grand touring personal luxury car, the Predecessor Citroën DS
SM. Unlike its principal competitors, the CX did not have
worldwide distribution—the cost of development and Successor Citroën XM
improvements had to be met from a geographically small
sales base. According to Driving & Motoring Month[8] the CX "provides a startlingly intelligent set of
solutions to modern motoring problems".[9]

Design

The CX's flowing lines and sharp Kammback were designed by auto stylist Robert Opron, resembling its
precursor the GS. Citroën had been using a wind tunnel for many years, and the CX was designed to
perform well in aerodynamic drag, with a low coefficient of drag of 0.36. Indeed, the car's name of CX is
to refer to French term for drag coefficient, or coefficient ('C') along the X-axis ('x', being the longitudinal).
A notable feature was the concave rear window, designed to clear rain from the rear window without the
need for a rear window wiper.

Mechanically, the car was one of the most advanced of its time, combining Citroën's hydro-pneumatic
integral self-leveling suspension, speed-sensitive DIRAVI fully-powered steering (first introduced on the
Citroën SM), and a uniquely effective interior design that did away with steering column stalks, allowing
the driver to reach all controls while both hands remained on the steering wheel. A Citroën design principle
was that turning signals should not cancel themselves – this should be a conscious decision of the driver.
The CX perpetuated this feature, which is not shared by virtually any other contemporary automobile,
limiting the CX's potential use as a rental car.
 No stalks - control "Spaceship" dashboard with Series 1 dashboard
buttons reached by rotating drum speedometer in
hands on steering Series 1 CX models (1974–85)
wheel

Series 1 with suspension in

"high" position

The ability of the CX suspension to soak up large undulations and yet damp out rough surfaces resulted in
a consistent ride quality when empty or fully laden.[10] The suspension was attached to sub-frames that
were fitted to the body through flexible mountings, to improve even more the ride quality and to reduce
road noise. The British Car magazine described driving a CX as hovering over road irregularities, much
like a ship traversing above the ocean floor. The constant ground clearance component of this suspension
was used under license by Rolls-Royce on the Silver Shadow, and the Bentley T series. The Mercedes-
Benz 450SEL 6.9 was not built under license, but copied the Hydropneumatic suspension principles after
the less effective Mercedes-Benz 600 Air suspension installation.

The CX has a transverse engine arrangement, in contrast to the longitudinal mid-engine layout of the
Traction Avant and DS. This brings multiple benefits: significant mechanical packaging space savings (the
CX is 20 cm (8 in) shorter than the DS); dramatically less engine noise in the cabin (Traction Avant and DS
engines are partially in the cabins of those cars); and, improved access for maintenance of many
underbonnet items.

Fastback sedan

The CX sedan was always a fastback sedan with a separate trunk,

like the current Mercedes-Benz CLS-Class four-door coupe, but
unlike almost every other 1970s sedan, which had either a
hatchback — like the successful Saab 99 and Saab 900 or the less
successful contemporaries as the Rover SD1 and Renault 20/30 —
or received an ungainly modified notchback roofline, like the Citroën CX profile view
Lancia Trevi. Hatchback conversions to the CX were offered by
Caruna and Beutler, but not available from the factory.[11]
Citroën's own small GS and the Alfa Romeo Alfasud were also released as fastback sedans, but both
received a hatchback in the late 1970s.
Launch

At launch in 1974, the CX was rushed to market, with some teething troubles. Some very early models did
not have power steering and proved difficult to drive - the CX carries 70% of its weight over the front
wheels.[12]

Originally, the CX was developed as a rotary-engined car—with several negative consequences. The CX
engine bay is small because rotary engines are compact, but the Comotor three-rotor rotary engine was not
economical and the entire rotary project was scrapped the year the CX was introduced. Citroën went
bankrupt in 1974, partly due to a series of investments like Comotor that didn't result in profitable products.
Production versions of the CX were powered by a range of inline four cylinder engines - only the very rare
122  kW (166  PS) GTi Turbo (1985–89) ever had the engine power to match the capabilities of the
chassis.[13]
At launch, the carburetor CX was positioned below the 104  kW (141  PS) DS 23 Pallas
Injection Electronique and the 132 kW (179 PS) SM Injection Electronique.

There was a choice between three differently powered versions.[14] The "Normale" CX car came with a
1985 cc version of the four cylinder engine from the predecessor model with a claimed maximum output of
75  kW (102  PS), which was slightly more than had been available from the engine when fitted in the
DS.[14] The "Economique" version of the car (reflecting the continuing impact of the 1973 oil price shock)
came with the same engine as the "Normale", but the gear ratios were changed, along with the final drive
ratio, giving rise to a 7  km/h (4  mph) reduction in top speed in return for usefully improved fuel
economy.[14] More performance came from the "CX 2200", fitted with a 2175 cm3 version of the engine
and a twin carburetor, resulting in a claimed maximum output of 82 kW (111 PS).[14]

Contemporary reports also indicated that the cost of setting up a new production facility for the CX, on the
northern edge of Paris, at Aulnay-sous-Bois, also played a role in undermining the company's finances to
the point where it was obliged to surrender its independence to the more financially cautious Peugeot
company.[15] On 12 July 2012, PSA announced the permanent closure of the Aulnay-sous-Bois plant.[16]

Development

The CX was slowly developed and improved, the key elements it needed to compete successfully in its
market segment taking years to emerge.[17]

The parent company, PSA Peugeot Citroën, was fielding three cars in the executive car segment, the slow
selling Peugeot 604, the abortive Talbot Tagora and the CX, all competing for PSA's scarce financial
resources. Developing and exploiting the CX design was not the top priority. The seeds of PSA's
competitive retreat from this traditionally important segment were sown during this period of diffused
efforts.[18]

In 1974, the DS featured a 130  PS (96  kW) fuel-injected 2.3-litre engine, while the 1974 CX 2000
generated 102 PS (75 kW), giving it acceleration from 0-60 mph of 12 seconds.[12] The 2200 improved on
this, and eventually the 2400 engine (the 2347 cm3 unit as used in the DS) arrived; originally only in the
Prestige. A regular CX 2400 arrived at the 1976 Paris Salon, subsequent to the discontinuation of the CX
2200.[19]

In 1977, the CX GTi received a modern Bosch L-Jetronic injection system, with 128 PS (94 kW).

In 1981, factory rustproofing and a fully automatic transmission were added.[20]

In 1984, turbo-powered 2.5 L diesel engine did make the CX Turbo-
D 2.5 the fastest diesel sedan in the world,[11] able to reach speeds up
to 195 km/h (121 mph). Diesels account for more than half the market
for executive cars in France.[21]

In 1985, the GTi Turbo petrol model, with a top speed of over
220  km/h (137  mph), gave the CX the powerful engine that finally
used the full capabilities of the chassis.[11]

The CX eventually acquired a reputation for high running costs, 1975 Citroën CX 2000

which over time cut sales.[22] The components standard to any

automobile (steel, door hinges, starter motors, electrical connections,
etc) proved troublesome in service, not the advanced components.[23]
The quality of construction improved too slowly to eliminate this
perception.[24]

Although the minor 1985 Series 2 changes did create initial interest
from press and public alike,[25] they did little to revive sales, with 1989 CX Prestige Turbo 2 at
35,000 units being produced in 1986 and 1987. Dresden Transport Museum

While the DS achieved its greatest sales success at age 15 (1970)[26]

the CX design was subject to more intense competitive pressures, peaking at age 4 (1978). Other
automakers succeeded in using the CX design as a template for improvement. In particular, the Audi 100
introduced an aerodynamically restyled variant in 1983.

1,170,645 CXs were sold from 1974 to 1991.

Racing the CX
Despite the challenging finances of Citroën at the time of launch, the
CX was entered in numerous rally driving events, like Tour du
Senegal and Paris-Dakar, winning five events outright.[27]

One notable achievement was in the 28,200 km (17,500 mi)[28] 1977

London–Sydney Marathon road race, where driver Paddy Hopkirk,
driving a CX 2400 sponsored by Citroën's Australian concessionaire, 1977 CX GTi rally car from
staged a come-from-behind sprint to obtain third place.[29] Citroën Conservatoire

Replacing the CX
Successful competitors in this market segment have adopted a cycle of redesign and substantial
improvement every seven years. Despite the success of the CX design (and the company's unbroken legacy
of dominance in this segment stretching back to 1934)[30] there was no new and improved "big Citroën"
model on the horizon by 1981. CX sales began to slide and, apart from a slight revival after the 1985
facelift, never recovered.[6]

Citroën tried to operate independently and design a CX replacement that updated the flowing CX design
(in 1980 and again in 1986). Each time, the parent company PSA Peugeot Citroën killed the project and
fired the Citroën designers responsible.[31]
Citroën did incur the expense of designing an entirely new petrol four-cylinder engine in 1984 for the top-
of-the-range cars, but the market demanded either inline-six or V6 engines.[32]

The CX saloon was finally replaced by the XM in May 1989. This vehicle was based on the same chassis
as the Peugeot 605. It was styled in a distinctive, angular fashion, and fitted with self-levelling
hydropneumatic suspension, and featured new electronic controls and branded Hydractive suspension. It
also featured a hatchback and a conventional interior rather than the "spaceship" instrument panel of the
CX. The XM was clearly related to the BX in layout and construction, but incorporated little design and
technology from the CX. The estate remained in production until July 1991, when an estate version of the
XM was finally launched.

The XM at first achieved annual sales similar to the modest totals of the CX in the last decade of its life,
before a total collapse in demand set in during the mid 1990s. It was retired without an immediate
replacement in 2000. Total sales were 333,000 units, less than a third of CX sales, but twice those of the
earlier Peugeot 604.

The 2006 Citroën C6, first announced as the C6 Lignage concept car in 1999, appeared to be the direct
descendant of the CX. The design of the Citroën flagship was directly inspired by the personality of the
CX. It remained in production until the end of 2012 but barely 20,000 examples were sold; the lack of an
estate version also hampered sales.

In 2016, Dongfeng Peugeot-Citroën introduced a new large sedan - the Citroën C6 (no relation to earlier
models) - a car based on the Dongfeng A9. The CX, which had briefly been sold in China, was referenced
in the promotional materials.[33]

Design variations
CX was available from the factory in three body styles, with 13 different inline-four engines.

Four door SWB fastback

The original CX design was a four-door fastback, with a shorter Wheelbase. It was sold in a variety of trim
and engine options, the highest designated Pallas. The factory never offered a conventional three-box
styling notchback, nor a hatchback.

Estate/Wagon/Break

The Estate (Safari in the United Kingdom; Break in France), produced from 1975 until 1991, was a 10 in
(25 cm) longer car. The same body style was also offered as the Familiale with three rows of seats, seating
seven people. These models had increased load capacity (baggage; equipment; passengers), taking full
advantage of the CX's self-levelling suspension.

The Estate was the last CX to be replaced. It was one of the largest, and because of its suspension, most
practical, family cars available in Europe. The Safari was a success with speedway riders and other
motorcycle racers, as the capacious design meant a bike could easily fit in the back.

Prestige
The CX short wheel base fastback had insufficient rear legroom to
function as a chauffeur driven limousine (a common use for the
spacious DS model), so in 1976, Citroën introduced another 25  cm
(10 in) longer version, the Prestige variant. The Prestige offered more
rear legroom than any other standard-sized sedan in the world. In
1977, it also gained a raised roofline to improve headroom. Prestiges
often came equipped with a vinyl roof. Contemporary reviews of the
Prestige were favourable. In 1976 the UK's Driver and Motorist
praised its comfort and interior fitments.[34] In 1980, a diesel engine
1977 Citroën CX 2400 Pallas
variant was introduced, the Limousine.
short wheelbase fastback

Series 1 and Series 2

The Series 1 vehicles (1974–85) were characterised by stainless steel

front and rear bumpers, hydropneumatic suspension as compliant and
soft as the DS, a "spaceship" style dashboard featuring a revolving 1990 CX Familiale S2 (7-seater
drum speedometer and similar tachometer. Station wagon) from the
Netherlands
The Series 2 vehicles (1985–91) can be distinguished by the use of
plastic bumpers. The cars lost some of their earlier distinctiveness, but
maintained the "stalk-free" layout, where turn signals, wiper controls,
horn and headlights could be operated by the driver's fingertips while
his/her hands remained on the steering wheel. The suspension became
stiffer in most models, with arguably a more aggressive look, as
opposed to the more elegant Series 1 design. Although the dashboard
retained the "pod" housing for the instrumentation, it lost the Spacious rear seat of Prestige
revolving-drum instruments and received a sloping centre dash area, long wheelbase fastback
and the radio moved to a position sideways and between the front
seats, with the height corrector and heating controls moving to the
centre console.

Custom models

The CX was frequently used as an ambulance and camera car, 1984 Citroën CX Cabriolet Orphée
applications where the cosseting suspension was especially by Deslandes
valuable.[35]

A number of CX estates were elongated and retrofitted with a second

rear axle, mostly used for high speed bulk transport such as carrying
newspapers across Europe. They are known as the "loadrunner"
variant. Most of them were prepared by the French company
Tissier.[36] Six-wheeled Citroën CX Series 2
Loadrunner Bagagère
In 1984, Guy Deslandes Design constructed four CX Orphée two-
door convertibles.[37]

The Swedish coachbuilder Nilsson produced several stretched limousines based on the Prestige for the
leader of East Germany, Erich Honecker.

Transmissions
Manual, semi-automatic ("C-Matic") and, ultimately, fully automatic transmissions were fitted, the fully
automatic ZF transmission replacing the C-Matic in 1980. Luxury trim-level models were badged as Pallas,
and sports variants as GTi. The long-wheelbase models were badged as Prestige (petrol engine) or
Limousine (diesel). The factory never produced the CX with both the powerful turbocharged petrol engine
and automatic transmission in one car.

Engine types

Both petrol and diesel-powered models were available in various engine sizes including turbocharged
versions. The top-end sports model, alongside the CX Prestige luxury model, was the CX 25 GTi Turbo,
launched in autumn 1984, rated at 122 kW (164 hp) and a top speed of 220 km/h (137 mph).

2.0 L (1985 cc) I4
2.0 L (1995 cc) Douvrin I4
2.2 L (2165 cc) Douvrin I4
2.2 L (2175 cc) I4
2.4 L (2347 cc) carburetted I4
2.4 L (2347 cc) fuel-injected I4
2.5 L (2499 cc) fuel-injected I4
2.5 L (2499 cc) fuel-injected I4 with turbocharger
2.5 L (2499 cc) fuel-injected I4 with turbocharger and intercooler
2.2 L (2200 cc) diesel I4
2.5 L (2500 cc) diesel I4 56 kW (75 hp)
2.5 L (2500 cc) diesel I4 with turbocharger 71 kW (95 hp)
2.5 L (2500 cc) diesel I4 with turbocharger and intercooler 90 kW (121 hp)

International sales and production

The CX was popular in most European nations, and also sold in
some Asian and Latin American countries.

In 1984, Citroën sold 2,500 CXs to China and nearly succeeded in

getting the "large car" contract that would have made the CX the
most common vehicle in the People's Republic, which only had
20,000 private vehicles at the time.[38][39][40] The Chinese
government decided to award this contract to the Shanghai
Volkswagen joint venture, and instead gave Citroën the rights to the
"compact car" segment.[40] This joint venture, located in Wuhan, is 1983 Citroën CX built in Chile
today known as the Dongfeng Peugeot-Citroën Automobile
factory, producing over 700,000 cars a year. Ironically, Dongfeng
Motor rescued the ailing PSA Peugeot Citroën in 2014, with a cash injection in exchange for an interest in
the control of PSA.[41]

The CX was assembled in South America from 1978–1984 starting with the CX 2000 Super in Citroën's
facility of Arica, Chile. The car achieved good sales numbers despite being one of the most complex cars
built in the Americas.[42]

In Australia and South Africa, the CX was imported, unlike the DS, which was assembled locally.
CX in North America
PSA Peugeot Citroën had initially engineered the CX models to meet
then current US regulations. One specific circumstance led to Citroën’s
permanent withdrawal from the US market at the end of 1973, the
January 1, 1974 US regulation wording related to 5 mph bumpers being
drafted in such a way that height adjustable suspension was de facto
illegal for passenger vehicles.[43][44] The 1974 Citroëns actually built
for the U.S. market could not be supplied to Americans due to the
effective date of the bumper regulation.[45] 1980 Citroën CX 2500 Diesel
Pallas from Trend Imports
More specifically, the newly updated US regulations (FMVSS No. 215)
mandated 5-mph bumpers at both ends of passenger vehicles, with the
bumper height to be standardized and maintained at constant height for
the 1974 model years - with no distinction for operating ride height, as
there was in later EU legislation, since Citroëns are common
automobiles in Europe.[46][47] The height-adjustable suspension was
integral to the CX design. Even the Mercedes-Benz Congressional
lobby had no impact on this mandate, and they had to disable the height
adjustment feature for the US-bound W116 S-Class saloons and S123
estates.[48] In 1981, the standardised bumper height and 5-mph bumper
requirements failed Cost–benefit analysis and were rescinded.[49]

In addition, the situation for Citroën in the North American market was 1988 CXA GTi sold new in the
worsened by Citroën’s corporate financial situation and the cost of U.S. United States
and Canadian design legislation.[50]
People with Diplomatic immunity
are not subject to lawsuit or prosecution under the host country's laws,
so diplomats in the U.S. still had access to the CX. So did foreign tourists under the personal use
exemption, bringing in the CX for temporary use.

From 1979 on, Americans obtained the CX through grey import specialists, including the firm Trend
Imports, who modified them to comply with US regulations.[50]

Beginning in 1983, CxAuto (CXA), based in Lebanon, New Jersey, remanufactured the CX in the
Netherlands before exporting them to the United States with full US compliance.[51][52] The cars were
crash tested as required by NHTSA. The bumpers were fitted with shock absorbing elements, the
passenger doors were fitted with side impact bars, the form-fitting headlamps were replaced with four
round capsule headlamps and fog lamps, the exhaust system was fitted with oxygen sensor and catalyst,
and so forth. They offered a 5-year/50,000-mile warranty and sold the CX cars in 49 states except
California (due to stricter emission regulations).[53][54] CxAuto removed the Citroën and CX badges and
double chevron logos and marketed them as the CXA.

The CXA retail price was $39,900 for CX 25 GTi and was $49,800 for CX 25 Prestige, at a time when the
similar 1988 Peugeot 505 GLS sedan had an MSRP of $17,775.[55][56] The higher price was due to the
unwillingness of PSA Peugeot Citroën to sell CX at wholesale price, and due to the high cost of
engineering and modification work to meet US regulations.

Another specialist, Citroen Importers of North America (CINA), based in Atlanta, Georgia, also imported
CX and modified them for US regulations.[57] They received cease-and-desist letters from PSA Peugeot
Citroën to stop selling CX cars to Americans. CINA was allowed to sell the remaining CX in stock before
terminating the sales permanently.
Despite lack of advertisement, minimal service network, and higher retail price, Trend Imports, individuals
on the grey market, CxAuto, and CINA managed to supply Americans with about 1,000 CX units during
the 1980s.[52]

Today, all CXs are over 25 years old, so the federal government no longer criminalizes their import or
possession.[58]

Prominent Owners
In France, the CX Prestige model was used by the French
government, including former president Jacques Chirac, who kept
using the CX officially many years after it had left production.[59]

In addition to the 15 CX models used between 1978 and 1989 by

Erich Honecker, head of East Germany, many other senior party
officials also found the car suitable.[60] (Furthermore, during 1981
the East German government purchased 5,000 of the smaller
Citroën GS models.[61]) 1984 stretched limousine originally
used by East German head of state
Elena Ceaușescu, Deputy Prime Minister of Romania (and wife of Erich Honecker
Romania's Communist leader Nicolae Ceaușescu), was given a CX
Prestige by King Juan Carlos I of Spain, which she used until her
execution in 1989.[62]

Rainier III, Prince of Monaco and his wife Grace Kelly owned two CXs, a 1981 CX Reflex D Break and a
1980 CX 2400 Pallas, which were both auctioned in July 2012.[63][64][65]

Mário Soares the Prime Minister of Portugal used a CX with the license plate POR, while the CX of
Henrik, Prince Consort of Denmark sported the license plate Crown 101.[66][67]

Henri, Grand Duke of Luxembourg, had a special Landaulet created by Henri Chapron for his 1981
wedding.[68]

Other royal and government figures who drove CXs include Harald V, King of Norway, Panamanian
dictator Manuel Noriega, Chilean dictator Augusto Pinochet, and Prince Bernhard of The Netherlands.

Italian investigative journalist Carmine Pecorelli was investigating former prime minister Aldo Moro's 1978
kidnapping and murder, when he himself was shot and killed by an unknown assailant, while driving his
CX in Rome, in March 1979.[69]

Prominent owners also include Carlos Santana and Johan Cruyff.[70][71]

Parts used in other vehicles

Common parts from the CX were used in other more exclusive cars. For instance, the rear view mirrors of
the "Series 2" CX were found on many – mostly British – sports cars, like the Lotus Esprit, the Jaguar
XJ220, the TVR Chimaera and the (French) MVS Venturi.[72]
The gearbox of the Citroën CX was used in
the Matra Murena.[73]
In 1982, Robert Cumberford built the Cumberford Martinique, an open two seater with engine and
transmission from a BMW 733i, and steering and suspension from the CX.[74] Pricing was 60% higher
than its closest competitor, from Clénet Coachworks, and only two cars were built.[75] Both still exist, one
in France and one in San Diego.[76]

Timeline
1974: 28 August: Introduction of the 2000 and 2200 fastbacks, with engines inherited from
the Citroën DS – positioned between the bottom of range DSuper and the exclusive DS 23
Pallas
1975: CX voted 'Car of the Year' by 49 journalists from 14 European countries. July:
Introduction of the long-wheelbase saloon, the CX Prestige October: Introduction of the
Estate version .
1976: January: Introduction of the 2200 Diesel saloon and estate. Semi-automatic "C-Matic"
transmission introduced as an option. July: Introduction of CX 2400 Carburettor model.
September: Introduction of the CX Ambulance. October: Introduction of the CX Familiale
Estate, a 7-seater version. December: The President of France receives a CX with
electronic fuel injection, 5-speed gearbox and a raised roof.
1977: May: Introduction of the 2400 GTi with fuel injection and the larger motor from the DS
23. July: The CX Prestige receives a raised roofline and fuel injection as well as a 5-speed
gearbox. All CX 2400 models are given the optional extra of a 5-speed gearbox. December:
Introduction of the CX 2400 Pallas Injection with semi-automatic, C-Matic transmission and
vari-power steering as standard.
1978: January: Introduction of the CX 2500 Diesel model. July: CX 2500 Diesel saloons and
estates have the option of a 5-speed gearbox.
1979: July: Introduction of the bottom of range 2000 Reflex and 2000 Athena Saloons, as
replacements for the previous 2000 Super and 2000 Confort Saloons. Reflex and Athena
have the new 1995 cc Douvrin engine shared with the Renault 20 TS, with a 4-speed
gearbox on Reflex and a 5-speed on the Athena. November: Introduction of the CX 2500
Diesel Limousine, which combines the CX Prestige bodywork and the engine and
transmission of the CX 2500 Diesels.
1980: July: The CX 2400 engine receives power and torque performance increase. 5-speed
gearboxes are standard fitting on the Athena, CX Diesel, Super, and Pallas. New gearbox
ratios for the CX Break, GTi and Prestige. Rear aerodynamic spoiler fitted to the CX GTi.
1981: Automatic transmission made by ZF Friedrichshafen AG replaces C-Matic as an
option - available on CX Pallas and Prestige models (both carburettor and injection). Wider
front track introduced throughout the range to accommodate the ZF automatic. Introduction of
the 2000 Reflex Safari, 2000 Reflex Familiale, 2400 Reflex Safari and 2400 Reflex
Familiale Estates. July: Cruise control offered as option on the CX Pallas (5-speed manual
and automatic), CX Prestige automatic and CX GTi.
1982: New enlarged front wheel arches are introduced throughout the range to match the
wider front track introduced 6 months earlier and allow for the fitment of wider Michelin TRX
tyres. Michelin TRX tyres are standard on the CX GTi and optional on the fuel injected
Pallas and Prestige models.
1983: CX Reflex becomes CX20, CX Reflex D becomes CX 25D, CX Reflex IE becomes
CX IE, CX Athena became CX 20 Pallas.
1983: July gasoline 2400 (2347ccm) engine replaced with 2500 (2499ccm) engine.
1984: March: Introduction of the CX Entreprise models, the CX 20 Entreprise and the CX
25D Entreprise, having only front seats fitted and the rear lined for carrying loads and
targeted towards businesses. April: The limited edition CX 20 Leader is launched. 700
examples are produced and the model has the same technical characteristics to the 5-speed
CX 20. October: The CX 25 GTi Turbo is introduced — the first genuinely fast CX model.
 1985: March: ABS braking becomes optional on the CX 25
GTi Turbo. July: Introduction of the model year 1986 S2
(Series 2) CX, restyled in appearance. Plastic bumpers, a
completely revised interior, new mirrors, and protective
body strips are among the most obvious changes. The new
Series 2 model CX 22 TRS (2,165 ccm aluminum Douvrin
engine) in addition to entry level CX 20 sedan.
1986: Introduction of the gasoline models 25 GTi Turbo 2
and Prestige Turbo 2, with new Intercooler and improved
performance. All Turbo models are 5 speed manual. 1975 CX 2200 - The oldest
continuously registered CX in
1989: CX production at the Aulnay-sous-Bois factory
Britain
ceased. All saloon models discontinued. Heuliez, famous
French coachbuilders, were given the contract for
continuing to produce CX estate models. Introduction of the
re-badged 25 TGI Familiale estate, formerly the TRI.
1990: Introduction of the 22 TGE Safari, 25 TGI Safari, and
25 TGD Safari Turbo Diesel estates.
1991: Last estate models discontinued.
1970's S1 CX Ambulance -
Legacy Station wagon body shell

Citroën CX values strongly reflect condition, as befits a high volume

car with complex components.[25] Value was bolstered in 2015, when
one of the Erich Honecker CX's, a 1984 CX 2500 Injection Prestige,
was sold for EUR €95,360 (US$108,621) at Artcurial.[77]
In 2018,
another CX, Landaulet by Chapron, sold for EUR 95,360 as well.[78]

The most collectible CX models are the very rare Series 1 GTi Turbo, 1982 Citroën CX Prestige
and the Series 2 Prestige Turbo.[24]

References
"Car Magazine" (UK) March 1981
"Car Magazine" (UK) March 1986
"Car & Driver" magazine (U.S.) March 1987
Series 2 dashboard (1986-91)
Broustail, Joël (2020). Citroën et le citroënisme : essai
historique sur la passion automobile et l'innovation [Citroën
and Citroenism: Essay on the History of Automobile and
Innovation] (in French). Paris: Au Pont 9.
ISBN 9791096310609.

Notes 1988 Citroën CX 22 TRS

1. Citroën GS: Citroen build with care (Anglophone brochure

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External links
Citroën CX - Citroën Origins (http://www.citroenorigins.co.uk/en/cars/cx/)
Citroën CX at Citroënët (http://www.citroenet.org.uk/passenger-cars/psa/cx/cx-index.html)
Citroën CX (http://www.imcdb.org/vehicles_make-Citroen_model-CX&sortBy=4.html) at the
Internet Movie Cars Database
The Pininfarina 1800 design study (http://www.landcrab.net/mainframes/main_pinafarina180
0.htm)

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