An experience
They say you never forget how to ride a bike. And I was convinced that I would also remember how to drive a CX, after all, I have tens of thousands of kilometres behind me in such Citroëns. Except that the last time I drove a CX was more than 20 years ago – and I now had to learn the hard way that you can indeed forget. Like a complete beginner, I fumbled with the spoked steering wheel at the beginning of this trip, always feeling the need to correct where there was nothing to correct. And I’d better not write about the embarrassing moment during the first braking manoeuvre, which almost catapulted me out of the windscreen myself, otherwise doubts might arise about my perceived competence.
Oh, the Citroën CX. Introduced in 1974, built until 1991 (at least as an estate car), almost 1.2 million units. Of course, the CX, designed by Jean Giret, was the successor to the eternal goddess, but Citroën, plagued by the oil crisis and Maserati, wanted to see the vehicle positioned between the DS and the GS, but above all: more economical. The CX was also very well received, was voted ‘Car of the Year’ in 1975 (ahead of the VW Golf), and over 100,000 units were sold in the first full year of production. But it was also a really good car, with a very modern design, both inside and out (by Michel Harmand), good fuel consumption, wonderful driving comfort and, for its time, excellent brakes. Only the quality of workmanship left something to be desired in some cases, the prices were relatively high – and in 1975 Citroën was bankrupt and taken over by Peugeot. Regarding the prices: in 1975, a CX2000 cost 18,600 francs in Switzerland, a CX2200 cost 19,950 francs. The DSpécial, however, was available from 16,950 francs, but the top-of-the-range model, the DS 23 Pallas Injection with 130 hp, was then 27,700 francs more expensive.
Now, the engines. In the early 70s, Citroën had still assumed that it would be possible to equip the new CX with up to 200 hp Wankel engines. This hope was soon dashed, and the new model had to make do with the well-known 4-cylinder from the DS. These were further developed (and installed at a 30-degree angle in a transverse position), and as a 2-litre they produced 105 hp, and as a 2.2-litre 112 hp; a 2.2-litre diesel with 66 hp was added later (which, with a top speed of 146 km/h, was the fastest diesel engine of its time). Of course, all this was more than enough, but the driving comfort was definitely at a luxury class level thanks to hydropneumatic suspension and hydraulic power steering – unfortunately, a corresponding six-cylinder engine was never available. In 1977, the Prestige was given electronic port fuel injection, a 2.4-litre engine and 128 hp. The short-wheelbase version was called the GTi 2400 and could reach speeds of up to 190 km/h. From 1984, there was a 2.5-litre turbo with 168 hp (156 hp with catalytic converter), which was also equipped with an intercooler for the second series of the CX, introduced in 1985. This allowed a top speed of 220 km/h, making the CX one of the fastest sedans of its time. But that was the peak of the CX engine range – perhaps Peugeot didn’t want the Citroën to be too good with a fine six-cylinder engine.
And it was precisely such a model, a Citroën CX 25 GTi Turbo 2, that the Oldtimer Galerie Toffen provided us with for a trip. The vehicle is from 1990, although it is probably a year older, but these fast CXs were difficult to sell at the time (new price in 1989: from 40,600 francs), which is probably why it was first registered on 18 March 1990; by then, production of the saloon had been discontinued for over a year. The vehicle, painted in ‘gris météore’, remained with the first owner until 1997, when it came to a collector with probably 18,000 kilometres, who looked after the car until 2021. The GTi was rarely driven by the last owner, but it was well looked after. It currently has a little over 28,000 kilometres on the clock and is in exceptionally good and extremely well-maintained original condition. Which is very rare – apparently, only three other Citroën CX 25 GTi Turbo 2s are still registered in Switzerland, in addition to this one. Not that many were built in the first place; there are no exact figures, but it is assumed that around 5,000 were made.
Well, at some point I’ll have it all under control again. I remember from the SM that the steering, referred to as ‘DIRAVI’ (DIrection a RAppel asserVI), adjusts itself again, I remember that now. And the brakes are generally much more forgiving than in the DS, but a light foot definitely helps. And a patient touch, the paths through the 5-speed transmission are rather long. I am then very surprised by the pulling power of the four-cylinder engine, but at least 294 Nm of maximum torque at 3250 rpm, the power delivery is very confident, not a nasty turbo-boom, but pleasantly continuous. Back then, a GTi 2400 was my personal peak, but the turbo is impressively better. And while you tend to wait to see if anything else happens with other 35-year-old vehicles, you actually have to keep an eye on the speedometer in the CX, otherwise the race management will be dissatisfied.
Furthermore, I am amazed by the driving behaviour. Oh no, a CX is not one of those French swings that the Citroën is still vilified for by the German press. This turbo doesn’t really roll sideways even when cornering fast (only the Xantia Activa can do that better), but it is still wonderfully soft and extremely pleasant in terms of ride comfort. The fact that the hydropneumatic suspension was abandoned and no longer developed seems to me to be a mistake; even the most modern air suspensions can’t do anything better. Of course, even as a turbo 2, the CX is no sports car, the sound is missing, and the steering is just too indifferent, but on gently winding country roads and motorways, it is still a king today.
Inside, the second series CXs are no longer quite as exciting as their predecessors. They still have the spoked steering wheel and the deep, very comfortable seats, as well as the satellites that can be used to operate the most important functions, but in front of you are relatively dull round instruments, no longer those fun ‘rollers’ for speed and rpm. But you can’t have everything. This very fine Citroën CX 25 GTi Turbo 2 will be available at the Oldtimer Galerie Toffen auction on 22 March 2025, with an expected price tag of between 28,000 and 35,000 francs, which seems entirely appropriate to us given the impeccable condition of this rarity. Especially since it still looks great, the CX.
More driving reports and experiences with classic and vintage cars can be found in the archive.
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