Citroën CX at 50: style meets sophistication

By Andrew Roberts

| 19 Nov 2024

Classic & Sports Car – Citroën CX at 50: style meets sophistication

If it is difficult to imagine that the final Citroën CX departed the factory in 1991, it is nearly impossible to believe that the model first entered production a full 50 years ago.

The CX was Citroën’s last entirely in-house creation, and that it still looks contemporary is a testament to its designer, Robert Opron, and the vision of the double-chevron marque.

The oldest member of our quintet today is also believed to be the earliest surviving UK-market CX.

‘Beneath the Citroën CX’s lithe silhouette were front-wheel drive, a transverse engine and hydropneumatic self-levelling suspension’

To look at Philip Hanson’s 1975 2200 Super is to marvel at its impact on motorists five decades ago.

At that time, the Triumph 2500S was a highly agreeable car, but its Michelotti styling harked back to the early 1960s.

Meanwhile, the Vauxhall Ventora FE epitomised pseudo-Americana, the Ford Granada Ghia revelled in its conventionalism and rumours were already circulating about the SD1 successor to the Rover 2200 TC.

Then there was the Citroën CX.

The Citroën CX 2200 Super’s plush interior

Beneath its lithe silhouette were front-wheel drive, a transverse engine – a first for Citroën – and self-levelling hydropneumatic suspension, plus a ‘cyclops eye’ speedometer.

Your dealer could boast it was 1975’s European Car of the Year, while one advertisement proclaimed: ‘The car of the year is the best car for the job – now and for the years ahead.’

There was even a conventional brake pedal in place of the ‘mushroom’, although that ‘STOP’ warning light was slightly disconcerting.

The Citroën CX 2200 Super’s wiper and horn switches are on the dashboard

Naturally, in the great Citroën tradition, little was straightforward about its development.

Work commenced at the end of the 1960s on Projet L, and Opron reflected that it needed to be easier to build in mass production than the DS.

In addition, Citroën collaborated with Lancia between 1970 and 1973, but plans for cross-pollination between the CX and the Gamma came to nothing.

By 1974, the famous marque had become part of the Peugeot empire, following years of financial challenges.

Period radio in the Citroën CX 2200 Super

When the Citroën CX made its debut in August 1974, amid these corporate upheavals, it was a minor sensation.

Its name derived from the French for drag coefficient, because this latest Citroën flagship was the world’s most aerodynamically efficient saloon.

Motor described it as: ‘One of the world’s most beautiful production cars of all time.’

A CAR test the following year stated that the Citroën was: ‘One of the few cars that belongs to the future as much as it does to 1975.’

The stylish Citroën CX 2200 Super offers 110bhp from its 2175cc ‘four’

And it appeared to anticipate a new future for Citroën.

Despite being shorter than a DS – the transverse engine saves space – Philip’s 2200 Super has a presence equal to its famed ancestor.

For £3775, it was proclaimed to offer ‘unparalleled elegance, comfort and safety’, along with metallic paint, a rev counter and, the embodiment of 1970s affluence, electric front windows.

Plus, of course, a ride-height adjuster positioned between the front seats.

The Citroën CX 2200 Pallas glides along with understated class

Philip bought his CX Super in 2019, and it then underwent a two-year restoration.

He revels in its suspension and brakes, even if the lack of optional DIRAVI power assistance can make the steering heavy at low speeds.

In any case, aside from the underrated Wolseley ‘wedge’, it had no British rivals in 1975.

The Citroën CX really did not belong in the realm of Angus Steakhouses and Luncheon Vouchers.

The Citroën CX 2200 Pallas benefited from power steering

The same applies to Paul Hegarty’s 1976 Pallas.

This was the original range-topper, and I can remember being mesmerised by its doppelgänger in my youth.

To witness a CX, with those ultra-stylish hubcaps, gliding through a Southampton of decaying Morris Oxford ‘Farina’ taxis and ageing Teddy Boys mourning the loss of rock ‘n’ roll was to be granted a vision of an alternative universe.

One journalist called the Pallas ‘a serious competitor in the executive company car market’ even if it was ‘not the sort of car with which everyone can expect to get on’.

The Citroën CX 2200 Pallas has pleated door pockets

Paul’s is one of the oldest examples of the Pallas left, and won Best in Show at this year’s Citroën Car Club CX 50th-anniversary rally.

He bought it in 2022, and has recently acquired a ‘2200 CX’ numberplate for it.

When new, its specification would have prompted gossip throughout suburbia, from velour upholstery and deep-pile carpet to a map-reading light and those ‘special overall wheel trims’.

That was all before the buyer considered the merits of its concave rear ’screen, devised by Opron to enhance the car’s aerodynamics.

The Citroën CX 2200 Pallas exudes understated class

But, even more than the brushed-aluminium ashtrays, there were two principal reasons for buying a Pallas.

The first was the enhanced social status, the second was powered steering as standard.

Paul believes that this completes the Citroën CX.

“How many other cars in 1976 had self-centring power steering?” he beams. “It’s my first CX, although I had previously owned a GS and a Dyane 6, and it more than lives up to expectations.”

Inside, the lavish Citroën CX 2200 Pallas has a map-reading light, velour upholstery and soft carpet

“In terms of driving, it could do with an extra gear ratio, and it’s a shame that Citroën didn’t realise its plan to install a six-cylinder engine,” he continues.

“I do wonder about how a CX with the ‘Douvrin’ V6 found in the 604 would have fared, but then Peugeot did appear to want to keep such technology for itself.”

By 1976, the Citroën CX was available with the C-Matic semi-automatic gearbox and a 2.4-litre engine, while in May 1977 the GTi was launched for drivers with visions of being the next Didier Pironi.

This rare 1979 Citroën CX 2400 GTi is a barn-find restoration; fuel injection gives 128bhp and 145lb ft

In place of the standard twin-choke Weber carburettor, the GTi’s 2437cc ‘four’ was fitted with Bosch L-Jetronic fuel injection.

UK sales commenced in September and, according to Citroën, it represented: ‘A synthesis of all the qualities you want, and need, in a car today.’

If that was not enough, the owner could revel in the alloy wheels, front foglights and five-speed gearbox.

Autocar raved that the GTi was: ‘Perfectly capable of being cruised all day flat-out, carrying its passengers in near-perfect comfort.’

The sporting Citroën CX 2400 GTi gets a five-speed gearbox, but it’s still comfy

Neil Osborn, the owner of ‘our’ 1979 GTi, concurs: “It’s fast and comfortable – a car for driving 600-plus miles to Berlin and still having the energy for some sightseeing.”

When Neil found his 2400 GTi in 2016, it was in a less-than-pristine state, having resided in a Norfolk barn for 19 years.

He was undeterred. “I wanted a Series 1, preferably a fuel-injected car, to share garage space with my DS,” he recalls.

“This was exactly what I wanted: a GTi with optional air conditioning, cloth rather than leather, and no sunroof.”

The Citroën CX 2400 GTi’s subtle badging with futuristic script

Jack Andrews Cars of Leeds supplied this S1 GTi, and only eight are now thought to be on the road in the UK.

Neil adds: “The CX is quite anonymous compared with a DS.

“Everyone recognises the older car and compliments it; the CX slips past relatively unnoticed, maybe because its profile is still very modern.”

The third major development of 1976 was the Prestige, aimed at corporate magnates, senior diplomats and French presidents.

“It’s fast and comfortable – a car for driving the 600 miles to Berlin and still having the energy for some sightseeing”

Indeed, when Citroën showed 1974-’81 President Valéry Giscard d’Estaing the ultimate CX, he liked the 10in extended wheelbase but thought it needed more headroom.

Citroën raised the roofline by almost an inch from 1977.

The CX was facelifted as the Series 2 in 1985, and enthusiasts still debate whether the plastic bumpers befit the Prestige’s status.

The Citroën CX Prestige Turbo 2 is big and imposing, but surprisingly quick

Citroën did market it in the UK, but this majestic CX was destined to be a niche product on this side of the Channel.

In 1987, Clive Pugh’s Prestige Turbo 2 cost £20,498 – nearly £2000 more than a Rover Sterling.

He acquired it two years ago, and to say that it is rare is akin to noting that Confessions from a Holiday Camp is a very bad film.

Clive’s Citroën is the sole survivor from a batch of five right-hand-drive examples.

This Citroën CX Prestige Turbo 2 is the sole survivor from a batch of five right-hand-drive cars

What appeals about the Prestige is not merely the detailing, such as the rear sunblinds and radio controls that appear to hail from the sci-fi world of Blake’s 7.

The impression is also of a car with an innate sense of grandeur, while retaining an ability to streak past startled Ford Escort XR3i owners.

It is easy to understand why the Prestige was the official transport of choice for Jacques Chirac and several other politicians whom history has not judged quite so kindly.

More recently, an onlooker asked Clive if his Citroën CX was the Back to the Future car.

The Citroën CX Prestige Turbo 2’s turbocharged 2.5-litre ‘four’

As for the Prestige 2’s road manners, Clive says: “Someone once said, ‘The first time you drive a CX, you hate it and never want to drive it again; after the second time, you never want to drive anything else.’

“It’s surprisingly smooth; Citroën’s ‘magic carpet’ ride ensures you travel in style.

“It is very long, but, even so, like most cars the back follows the front. You get used to parking it – but avoid multi-storey car parks.”

Leather trim and late-’80s tech in the Citroën CX Prestige Turbo 2

His CX recently had an unfortunate encounter with such an edifice, but has now happily been returned to a more prestigious state.

The final member of our group is Patrick Carney’s 2.5 DTR Turbo 2 Familiale, and it is an imposing machine.

Even among the bloated family saloons of 2024, the leviathan-like CX wagon dominates the road.

Equally, by late 1989, 14 years after Citroën had introduced the estate version, it still had few rivals.

The Citroën CX Prestige Turbo 2’s longer wheelbase tempted French dignitaries, but few UK buyers

Not even Ford, Rover or Volvo could offer quite the same combination of boulevard cruiser with a 117mph top speed and accommodation for seven or even eight occupants.

The Citroën CX Safari has two rows of seats; the Familiale boasts a third bench for two or three passengers if they are very good friends.

The rearmost occupants benefit from the extended roofline, and even with all the seats raised there is still room for a small amount of luggage.

Fold them flat and the load bay is nearly 7ft long.

The large Citroën CX 2.5 DTR Familiale 2 still handles well

Patrick says: “I only acquired the Familiale in April of this year, but it has already transported six people and their luggage on a couple of 400-mile-plus trips successfully.

“I intend to take it to Le Mans next year, when I hope it will swallow a similar-sized group with all their camping paraphernalia – and in some degree of comfort.”

The Citroën CX was approaching the end of its life when Patrick’s 1989 Familiale was registered, with saloon production already wound down, but this car belies its age.

As a Series 2, it lacks the original dials that resemble a spirit level and a dashboard-mounted switch now controls the ride height, but this family hauler retains the CX’s inherent charisma.

Updated dials for the Series 2 Citroën CX Familiale

Owners are often surprised that it possesses the same high standard of road manners as the saloon.

If the Familiale had an Achilles’ heel, it was the optional diesel engine that some drivers found agricultural, and by the late ’80s the unit was showing its vintage.

The turbocharger did enhance its performance, even if it might rattle somewhat at tickover, but the motor was not famed for its durability, either.

According to the late model expert Roger Bradford: “They caused nothing but grief for Citroën’s dealer network, with engine problems caused by porous cylinder blocks.”

The Citroën CX 2.5 DTR Familiale 2 seats up to eight people

But even this cannot distract from the Familiale serving as a prime example of ending a distinguished model’s career with dignity.

Perhaps the two finest testaments to the Citroën CX’s legacy are from Autocar and the late, great LJK Setright.

According to the former: ‘There can be little doubt that, as always, you either get on with the Citroën way of life, or you do not; there is no halfway house.’

The latter classified the CX with the GS and the SM, as ‘a thinking man’s car’, before concluding: ‘Together they demonstrated that there were not many customers who qualified.’

A true Citroën CX devotee would not have it any other way.

Images: Max Edleston

Thanks to: The Chevronic Centre; Farmoor Reservoir; Citroën CX UK Unofficial Owners’ Club

Factfiles

Citroën CX 2200 Super

Sold/no built 1974-’91/1,042,460 (all CXs)
Construction steel monocoque
Engine iron-block, alloy-head, ohv 2175cc ‘four’, twin-choke Weber carburettor
Max power 110bhp @ 5500rpm
Max torque 123lb ft @ 3500rpm
Transmission four-speed manual, FWD
Suspension independent, at front by parallel equal-length transverse links rear trailing arms; hydropneumatic self-levelling springs, anti-roll bar f/r
Steering rack and pinion
Brakes powered discs
Length 15ft 3¾in (4666mm)
Width 5ft 8⅛in (1730mm)
Height 4ft 5½in (1359mm)
Wheelbase 9ft 4in (2845mm)
Weight 2833lb (1285kg)
0-60mph 11.6 secs
Top speed 112mph
Mpg 23.5
Price new £3775
Price now £5-7000*