The CX was first seen
in the late summer of 1974 – the new purpose-built factory at
Aulnay-sous-Bois,
North of Paris, was opened in 1973 and production of the CX eventually got under
way during 1974 for the press launch, in Sweden, in August. The UK launch, in
June 1975, for the initial right hand drive
CX2000 models heralded the end of
the D.S. and the start of a new career of big Citroens. The more powerful
CX2200
joined the initial model at the turn of the year and was hastily followed in the
UK by the first Estate car –
CX2000 Safari – and higher specified
CX2200 Pallas
during early 1976. By the Autumn, the announcement of
CX2400
models (Super,
Pallas, Safari Estate, and the lavish long wheelbase Prestige) and the
CX2200
Diesel Saloon and Safari Estate paved the way for a large, diverse and somewhat
complex range of models still to be expanded on. The summer of 1977 saw the
first high performance CX – the 128 bhp fuel injection (Bosch L-Jetronic)
CX2400
GTi, complete with Alloy wheels, sports seats, Matt-black exterior trim and
front fog lamps. Even somewhat bizarre Black and Cream leather was a rare option
on these early GTi’s! The fuel injection engine was soon offered in the top of
the range CX Prestige usually fitted with the idiosyncratic C-matic, semi
automatic gearbox, and by now having gained the raised roofline deemed desirable
by French Ministers, and in early 1978 in the CX Pallas along with C-Matic as
standard fitment. The new, larger and more powerful
CX2500 Diesel replaced the
CX2200 in the spring of 1978, but despite being hugely popular in its homeland –
some 48% of CX’s were Diesels at that time – went relatively un-noticed in
our petrol favouring nation. 1978 was the best year of the CX – not only in
numbers produced, 132,675, but in UK sales, 7058.
1979 model year cars
gained the famous spherical ashtray and moulded head lining but the year was
also CX-famous for the launch of the new economy, entry level Reflex and Athena
Saloon models (Brand new, lighter and more modern light alloy overhead camshaft
1995 cc engines). Athena had, over and above Reflex, 5 speed gear box, ‘Pallas’
style full stainless wheel trims, ‘Super’ style cord seating, Electric door
mirror and electric front windows.
Little changed during
1980 but 1981 saw many drastic changes. Previous body corrosion resistance
problems were largely countered by the vast improvements made for 1981 model
year’s cars, spotted instantly by the new range of exterior colours, by the
change of ashtray shape – from spherical to slide-out, and by the widening of
the front track by 40 mm. The C-Matic gearbox gave way to a 3 speed fully
automatic transmission from ZF. Many other minor alterations were made for this
year’s models and later in the year the flared-arch front wings heralded the
1982 model year cars along with the introduction of a new range of
CX Reflex
Estate models (CX Reflex) (2 litre),
CX Reflex D (Diesel) and
CX Reflex 2.4 (Carb.
2400 Automatic). In January 1982, the new
CX Reflex IE fuel
injection Estates were launched.
Range modification
in late 1982/3 resulted in
CX Reflex becoming ‘CX20’,
CX Reflex D becoming ‘CX
25D’ and
CX Reflex IE becoming
‘CX IE’. The
CX Athena became
CX (20) Pallas. All
sounds simple, eh?
All done in the
interest of resurrecting ailing sales figures, the range continued to expand:
during late 1983, the new
CX 25 petrol models, with minor technical engine
alterations replace the trusty
CX 2400. A new Turbo diesel engine had been
launched (95 bhp) and endowed the new
CX 25 DTR Turbo Saloon and new high
specification Safari Estate with Diesel power of a performance level previously
unseen in the U.K. Sales of these models however remained low amidst an
unconvinced U.K. market and the launch of the new rocket-ship petrol-engined
CX
25 GTi Turbo in September 1984 went a little way towards waking up our buying
public. Grace Jones’ famous TV advertising – the last ever TV advert for the CX
– also re-awakened us.
The CX was, by now,
looking a little dated and plans were well afoot to face-lift the design.
1984/85 sales had been abysmal and the new Series 2 launched here in September
1985 rekindled interest with its smart new integrated plastic bumpers,
aerodynamic new door mirrors, grille and sill covers, along with drastically
improved interior. The totally new model
CX 22 TRS completely overshadowed the
entry level
CX 20RE saloon, which died an early death, and sales once again
picked up. The new, improved,
CX 25 Gti Turbo 2 of July 1986 and the incredibly
fast and powerful (for a Diesel)
CX 25 DTR Turbo 2 of March 1987 further
improved the credibility of the CX. The advent of a new flagship model, – the
CX
25 Prestige Turbo 2 – however remained a flop in the UK with only 5 examples
sold – at a cost of around £20,000 each. In fact, the
CX 25 Prestige Automatic,
previously the flagship car had floundered and was terminated in early
1987.
Late 1987 saw
further further improvements with ABS brakes on all
CX 25 models, sportier
interiors and better equipment on all
CX 25 saloons, and new
CX 22RS 2.2 litre
Estate car to replace the former
CX 20RE models. All CX
Estates now had grey interior trim.
A new, entry level
limited Edition
CX 22 TRS Croisette model was launched in May 1988 whilst for
1989 all other
CX 22 TRS models were ‘specked-up with the VIP interior.
1989, though was to
be the final year of CX production at Aulnay – the long awaited replacement was
in the wings. We had been misinformed that it would be termed the ‘DX’ – surely
an accolade – but the eventual ‘XM’ nomenclature showed little link to its proud
predecessor. Estate car production, however, was, as usual, not coincident with
saloon and the decision was made to continue with CX Estate for an indefinite
period, but sub-contracted to Messrs Heuliez, the famous French coach builders –
already producing the BX Estate. The range was, however, somewhat rationalised
and indeed badged ‘Evasion’ for the French market – a name previously used for
exclusive coach built Heuliez Estates of the Eighties. U.K. models were labelled
TGE, TGI and TGD Turbo, replacing the 22RS, 25TRI, 25RI and 25 DTR Turbo 2
models for the 1990 model year. These cars were, though, built only to special
order – in other words, U.K. Citroen dealers were not allocated any stock unless
ordered. Sales were slow during 1990, not entirely unexpected at the swansong of
a model’s 17 year production run, and the final demise was to come in the form
of a brief letter from Citroen U.K. during the first week of January 1991
– the CX Estate was henceforth discontinued – the end of an era.