Citroen CX

Citroën CX at a glance

Replacing the DS with a shorter, more aerodynamic car

The DS had been on sale since 1955, and Citroën wanted a large car that was cheaper to build and easier to service. The CX 2000 and CX 2200 fastbacks were introduced on 28 August 1974 and shown at that year's Paris Motor Show. Its name is the French symbol for drag coefficient, and the body achieved a Cd of 0.36. Because the engine sat across the car instead of lengthways, the CX was about 20 cm shorter than the DS while offering similar cabin space.

The car was developed while Citroën was still independent, before Peugeot took control of the company in the mid-1970s. Jurors made it European Car of the Year for 1975. Demand was strong at first: Citroën sold more than 100,000 a year from 1975, and 1978 was the best year, with 132,000 cars according to Wikipedia EN or "just over 150,000" according to Wikipedia FR.

The range expanded quickly. The estate arrived in January 1976, 25 cm longer than the saloon, and the seven-seat Familiale used the same long body. The Prestige used a wheelbase about 25 cm longer (3,085 mm against 2,845 mm) and was chosen by the Élysée; a raised roof first built for presidential cars became standard on the Prestige in 1978.

Hydraulics, DIRAVI and the drum speedometer

The CX inherited the DS's hydropneumatic suspension: gas spheres and green LHM fluid kept the ride height constant whatever the load. The system was good enough that Rolls-Royce took a licence for the self-levelling of the Silver Shadow. Steering on the more powerful cars was DIRAVI, a powered system first fitted to the SM that self-centred and grew heavier with speed. Early cars carried about 70% of their weight over the front wheels, and some launch versions had no power assistance at all.

Inside, the Series 1 cars (1974-1985) used a dashboard with rotating-drum speedometer and rev counter, and stalk-free switchgear grouped beside the wheel replaced conventional column levers. The indicators do not cancel themselves, a detail that surprises drivers today. In 1981 Citroën switched from anaphoresis to cataphoresis primer, which improved rust protection.

CX engines from the 2000 to the Turbo 2

The early cars used pushrod fours derived from the DS. In 1979 the CX 20 adopted the 1,995 cc "Douvrin" engine shared with Renault and Peugeot. The GTi of 1977 brought Bosch L-Jetronic injection, and in July 1983 the 2.4-litre gave way to a 2,499 cc unit. Transmission choices grew too: a five-speed manual from 1977, the C-Matic semi-automatic from 1976, and a ZF three-speed automatic around 1980-1981.

The GTi Turbo of October 1984 reached more than 220 km/h and was the first French car that could be ordered with ABS. An air-to-air intercooler arrived in September 1986 for the Turbo 2, which Wikipedia FR credits with 223 km/h and 0-100 km/h in 7.8 seconds. The CX 2200 Diesel was Citroën's first diesel passenger car since the 11 UD of 1937, and the 1984 Turbo D was described as the fastest diesel saloon of its time at 195 km/h. In February 1987 the Turbo D 2 gained an intercooler and 88 kW (120 PS).

Series 2, falling sales and the XM

The Series 2 of July 1985 replaced the stainless-steel bumpers with body-coloured plastic ones, added faired mirrors and fitted a new dashboard with conventional dials. Corrosion protection and finish were improved, and the Prestige received the 124 kW turbo petrol engine. Classic & Sports Car rates 1983-1986 as the peak of CX build quality. From 1987 the 2.5-litre cars had ABS as standard.

The changes did little for sales, which fell to about 35,000 a year in 1986 and 1987, although the millionth CX left Aulnay in February 1987. In the UK in 1980 the range ran from GBP 6,179 for the Reflex to GBP 11,594 for the Prestige, which put the bigger versions against the Audi 100 and the BMW 5 Series. The XM, built on the Peugeot 605 platform, replaced the saloon in May 1989, and Heuliez kept the estate going until early 1991. The CX also won rallies: it took the Tour du Sénégal and the Paris-Dakar, and Paddy Hopkirk finished third in the 1977 London-Sydney Marathon.

Citroën CX today: what to check when buying

Rust decides most purchases. Check the wheelarches, windscreen and rear screen surrounds, door bottoms, sills and floors, and look hard at the longitudinal chassis members: Hagerty UK says a car with rotten longerons is probably uneconomic to restore. Cars built from October 1980 have better protection. On estates a seized tailgate hinge can crack the roof.

The hydraulics need regular care. The six spheres lose their charge and usually need replacing every five years or so, and the LHM fluid should be fully changed every four years. A healthy car rises to ride height within 15 to 30 seconds of starting, and the pressure regulator should click every 20 to 30 seconds. Never work under a car held up only by its own suspension.

The DS-derived pushrod engines are durable, while the all-alloy Douvrin unit needs a timing belt every 40,000 miles (64,000 km) or four years. Some 2.5 diesel blocks cracked internally near the head studs, so ask for history. Worn seals make the C-Matic awkward, and its special Fluid T is no longer made new; the ZF automatic is the tougher choice. Electrics can be fragile, and a faulty speedometer sender also upsets the DIRAVI steering. Many cars run on Michelin TRX tyres, which are still available but expensive.

Hagerty UK's buying guide (updated October 2026) puts a decent early CX 2000 at about EUR 5,300 (GBP 4,600) and a mint one at EUR 11,000 (GBP 9,600), while a GTi Turbo ranges from about EUR 10,500 to EUR 18,600 (GBP 9,100 to 16,200) in October 2026. The very best cars can approach EUR 34,500 (GBP 30,000) by the same October 2026 guide. The Citroën catalogue lists the wider range, the history of Citroën explains where the CX fits, and more cars of the era are collected in our classic cars section.