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  •   Davy Lewis reacted to this post about 1 year ago
    ilia.ermakov uploaded 69 photos in the album Citroën BX '1986–94
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  •   Davy Lewis reacted to this post about 1 year ago
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  •   votren911 reacted to this post about 2 years ago
    ilia.ermakov uploaded 8 photos in the album Citroën BX disign Bertone
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  •   ilia.ermakov reacted to this post about 2 years ago

    Ian Nixon chose a complex model from #Citroen that’s more accustomed to being an engine donor, than a modder’s favourite, the BX GTi. After a string of high performance project cars to set the benchmark he was blown away by it in standard form, but today this hallowed Mi-16 engine is capable of producing nearly 300bhp! Words: Adam Tait and images: Matt Woods.

    I couldn’t tell you the last time I saw one of these. This was the first thought when I was asked to write this story, and I imagine it’s what you are thinking right now. With just 30 odd examples left on UK roads, it’s no wonder that #Citroen-BX 16 Valve sightings are few and far between.

    Initial sales were promising but interest soon dwindled given Citroen’s innovative but arguably marmite styling and complexity of the hydraulic system. Demand then ensued for its 16-valve engine in the 205 as this unit was only shared with the Peugeot 405 Mi-16 in the UK. Both models were consequently pillaged and this further compounded their decline in numbers.

    Ian Nixon’s story isn’t one of BX tunnel vision - he’s owned and built plenty of cars to set a benchmark. From humble beginnings he bought a 205 XS that seized on the way home and from that moment Ian developed a hatred of French cars. He then went through various Audis, Subaru Imprezas, Sierra Cosworths to name but a few.

    Ian said ‘I got fed up with the fuel bills when my work took me down south from Middlesborough. I had to drive the Cosworth all the way down the A1 to London off boost, just so I could get there, so something more affordable to run was needed.

    ‘I remember years ago in my Audi 80 Sport I raced a Citroen BX 16 valve late one night and it took off like the Millenium Falcon and disappeared.’ It was this fond memory combined with the cynicism of others that lured him back to an otherwise blemished experience with French cars.

    It took about eight months to find the example you see here, a 1991 BX 16 valve Phase II. ‘I bought it from an airline pilot and it was in generally good condition. It did have around sixteen owners though – maybe they were scared of the hydraulic system?

    ‘I paid £1300 for it at the time, and it blew the head gasket on the way home.’ Gallic karma for Ian’s previous hating or plain old bad luck, something had to be done. ‘I sat on it for a few weeks while I decided what to do, but I couldn’t get over how good it was for an old Citroen, they handle superbly and the brakes are phenomenal.’

    For most people the decision would revolve around whether to replace the head gasket, but this period got the cogs turning and research went into a Rotrex supercharger conversion – a modification he had carried out before. A decision was made to extensively rework the Mi-16 engine so Ian removed it and the naked bay was freshened up with Citroen Dolmen Grey.

    An Mi-16 education then began: ‘Each exhaust port on the earlier 1.9-litre XU9J4 is separate so there’s eight exhaust ports, which I think is a legacy from the Group B Peugeot T16 rally car. ‘The later XU10J4 16v engine has a steel block so it’s heavier and 2.0-litre capacity but the head is somewhat different as the exhaust ports are Siamese which perform a lot better according to flow bench figures, so this design was copied in order to get the best out of the supercharger.’ Ian couldn’t source the camshafts off the shelf so Kent Cams was enlisted to profile them from blanks. While the head work itself was carried out to stage five specification by Hiflow Heads in Scotland.

    The Rotrex supercharger kit was delivered and methodically installed following many a night fabricating pipework. ‘Every car I have fitted a Rotrex to has been transformed’, Ian explained. ‘Rotrex claim a 50 per cent power increase but if you really get the camshaft combination and mapping correct, and the air charge temp as low as it can possibly go it can get closer to 100 per cent.

    ‘It’s a bit of a lottery but if you can hit that magic formula and get the exhaust/inlet lengths right, most engines really respond. The power delivery is also very linear so there is no lag to contend with. Turbochargers simply belong on diesels in my experience.’

    For reliability the Rotrex unit shouldn’t exceed 120,000 rpm as they can froth their oil, which pulls air in, so it’s important to work this out relative to the engine speed. Ian also claims they are a lot easier to work with compared to the likes of the Eaton supercharger and a well looked after and correctly installed unit should be as durable as a turbocharger. Beyond the outlay to purchase and install the Rotrex kit (around £2000), the oil they use is very thin and costs around £75 per litre.

    ‘One of the cylinder head bolts needs a spacer as it’s possible to punch straight through the block and into the water pump housing. Another issue from the factory was having no baffles in the sump, so on long left hand bends they lose oil pressure to almost laughable levels, which has written a lot of engines off.’

    The 205 GTi (1.9-litre) had a trap door fitted in the sump to prevent this problem but on the BX it was open so Ian had to devise a method of baffling it in the form of an Accusump oil accumulator system. It was also noted that during the 205’s time in Group A rallying, the oil pump actually span less than the engine so this was also duly changed. ‘It was as if the Mi-16 was actually engineered to go wrong, but when properly sorted they are a phenomenal engine’. The general consensus when modifying an Mi-16 engine to this level, or most other ECUcontrolled units, is that aftermarket engine management must be fitted in order to extract the best from the engine.

    Chipwizards is a name you maybe familiar with. Wayne Schofield who heads up the company is often mentioned on forums for his remapping knowledge so Ian contacted him about a replacement for the BX’s factory Bosch Motronic ECU.

    Ian asked ‘What 3D standalone ECU am I best going for here, Omex 600 or maybe Emerald K1?’ Wayne’s response: ‘Just use the standard Bosch Motronic.’ This came as a surprise because adapting the factory ECU at this state of tune is unheard of in most circles. ‘Wayne really is a very clever lad, he advised me to go to Vauxhall to buy an Astra VXR fuel rail which comes with the correct 630cc injectors you need for 300bhp [all for £117]. I drove to his premises at the time, which was an old sound-proofed shed in Rochdale with a rolling road installed.’

    On the first visit the new engine was losing compression so Ian got that resolved and during the second visit the intercooler let go. A spare one was sourced at 4pm and Wayne continued mapping until 9.45pm. The result? 297bhp at 7200prm on a 70mm pulley. For the sake of usability, and arguably drivability, Ian upsized the pulley to 95mm for daily use which translates to 249bhp. ‘Wayne absolutely made that car, and everything he said was cock on. It’s all from experience you can just tell.’

    With the engine finished Ian was keen to make the rest of the bodywork more presentable so the BX was delivered to a bodyshop in Middlesbrough. However, it didn’t get beyond the stripping stage, so Ian liberated the car after several months of frustration, albeit minus lots of mislaid parts. ‘I was so disheartened and really close to pulling the engine out and scrapping the car as there was just so much mess, poor workmanship and missing parts.’

    Ian’s regular bodyshop rectified the bodywork but beyond what he had sourced miscellaneous bits of trim were still missing. The most problematic was a piece of trim for the rear bumper that just couldn’t be tracked down. Thoughts of having it made in China were surpassed when a whole car was spotted in the classifieds. This was bought just for the trim, while the rest of the shell remains complete as a future parts donor.

    Tracking down a steel bonnet was also labour intensive but one materialised in Leicester for £10. ‘I was reluctant to have it delivered because of damage so I took my long-wheel-base van and ended up driving all the way from Middlesbrough to get it.’ When Ian arrived the seller also had a mountain of unused OEM BX 16v parts so the van was filled for the return journey.

    To accommodate the Range Rover P38 intercooler the bumper had to be modified and the easy route would have been cutting the factory item to create space. However, Ian went to the trouble of extending the bumper, but this was disproportionate to the back end so the rear bumper was given the same treatment.

    While the aftermarket BBS RX wheels and bonnet pins hint that this BX may have something hiding up its sleeve, the overall aesthetics are very close to factory. ‘I painted the wheels in this colour as that’s how the standard 14-inch Speedlines were from new. I always try and make my work look like it left the factory and I believe form always follows function so if you stick to that the car will look good and work properly.’

    Ian’s hankering for the BX 16 Valve and perseverance to overcome what most people are afraid of has led to what you see here. Incredibly underrated and with 160bhp in standard form, they also handle fantastically. We think it acts as a timely reminder to what you might be missing out on, and what can be achieved. Before the engine hoist emerges please ask yourself if there is an alternative transplant for your 205. Please?

    “The power delivery is also very linear so there’s no lag to contend with. Turbochargers simply belong on diesels in my experience.”


    Engine: 1.9 #XU9J4 DFW engine ( #Mi16 ), Stage 5 Hiflow Heads big valve Siamese ported cylinder head, Kent PT81 inlet cam/PT82 exhaust, Kent VS34 double valve springs and titanium retainers, Kent vernier pulleys, Richard Longman 4-1 manifold, #Cosworth 57X exhaust manifold fixing kit, D6C block with DFW pistons (comp 9:5:1), PEC performance H section lightweight conrods with ARP bolts, Peugeot Motorsport GPA 1:1 oil pump, Contella Sump baffle, Mocal oil breather system, Accusump 4 quarts oil Accumulator system, Rotrex SP30/74 centrifugal supercharger, Pace charge cooler from RS turbo, Range Rover P38 intercooler, SamcoSport intake and discharge pipework, Baker BM coolant hoses, Baker BM engine hung mounts and canella solid stabiliser mount, standard Bosch Motronic 4.1 ECU live mapped by Wayne Scofield of Chipwizards, Astra VXR injectors, Sytec high flow fuel filter, Sierra Cosworth GPA fuel pump, FSE fuel pressure regulator, power output at 7200rpm on 70mm pulley is 297bhp, power output at 7200rpm on 95mm pulley is 249bhp (used for daily reliability).

    Transmission: Peugeot 306 GTI-6 BE-6 Gearbox, Quaife ATB differential, Royal Purple oil.

    Suspension: Standard Citroen Hydropneumatic.

    Brakes: Standard.

    Wheels/Tyres: 17-inch BBS RX wheels styled similar to original 14” speedlines, 205/45 R17 tyres, Full respray in original Citroen Dolmen Grey.

    Exterior: Extended bumpers to accommodate intercooler, additional air intake on NSF wing, fog lights removed and turned into brake ducts, steel bonnet, MkIII Golf gas bonnet struts Interior: Standard 16v Le-Mans cloth trim, VDO boost gauge, Quaife Nylon gear knob.
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  •   ilia.ermakov reacted to this post about 2 years ago
    votren911 updated the picture of the group
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  •   Nathan Chadwick reacted to this post about 3 years ago
    EXTRA RARE CITROEN BX 297bhp, supercharged GTi

    This immaculate BX was saved from the scrappy and now makes a very healthy 297bhp... Words Midge. Photos: Matt Woods.

    “There are so few of these cars left now, it’s even more impressive”

    It could be argued that the #Citroen-BX-GTi-16V is one of the most underrated hot hatches of all time. It’s certainly one of the rarest. That’s not to say they didn’t make a few, between 1987 and 1993 they rolled-out around 3000 of ‘em, but the fact is nowadays there’s probably only about 30 left and, by anyone’s standards, that’s a pretty rapid demise. On the face of it this motor had all the performance credentials. Along with its ‘in-house’ brother, the Peugeot 405 Mi16, it was the first French car to be fitted with a 16V lump. It was slightly faster than the Pug too with a 0-60 time of 7.2-seconds and a top speed in excess of 140mph… and don’t forget that was way back in 1987. The special edition bits and pieces on the body, especially when it came to the 1990 Phase II model, were sweetly distinctive and the all-round disc brakes that had been fitted to the whole BX range since 1982 didn’t go unnoticed either. Some say it was ahead of its time. I’m pretty sure they’re right.

    So, what happened to them all? You would think that enthusiasts would be all over these right? Well, the trouble is they’re unbelievably complex and, being from #Citroen , when they went wrong it was generally something a tad more expensive than a thermostat. Fitted with Citroen’s hydropneumatic suspension system (albeit one of the coolest inventions ever) it wasn’t exactly a car that was easy to fix and that’s probably why over the years many have donated their Mi16 innards to keep a 405 or the odd converted 205 ticking along. It just goes to show that sometimes being totally different to the competition doesn’t always help with longevity. And that’s a massive shame.

    Of course the other reason may have a little to do with the styling. Like many of the older Citroens the BX has always been something of an acquired taste. Some, like myself, think the shape is extremely cool, in a retro kinda way. Others say these look like the bastard child of Robocop and your nan’s Zanussi washing machine. Either way there’s no denying they all have a face that only a mother could love.

    Ian Nixon, the creator of this particular supercharged beast agrees with me on that. He fully admits he’s never been a fan of Citroens but equally he couldn’t step away from the serious performance the BX GTi 16 offers. “I hated them until I realised the potential. I tried to blow one of these off in my Audi 80 when I was a kid and before I looked round it was gone. I couldn’t believe it.” Years later Ian had a Xantia run-around and was impressed by the handling the hydropneumatic system serves up so, with that in mind, an old school BX build was always on the cards – the only trouble was finding one.

    Locating a base car that’s rarer than a load of hen’s teeth nestling in a pile of rocking horse shite is one of those neighon impossible tasks. I guess Ian was lucky coming across a car collector that wasn’t exactly impressed with his. Then again ‘lucky’ is a relative term and a blown head gasket on the drive home kicked off an epic re-build quicker than he may have imagined.

    Still, like many of us, Ian isn’t the type of fella to pull off a head, chuck on another gasket and leave it at that. Being an engineer and a bloke who looks after all sorts of highend exotica, race cars and performance motors he asked himself the eternal question “why just repair when you can improve?” And I suppose the rest is history.

    If you read through the engine spec you’ll see it’s extensive to say the least. Even though Ian specifically states that on a car like this “everything’s a mission” he’s managed to squeeze 297bhp from the 1.9-litre lump with the help of everything from a fully re-worked head, forged internals and a custom Rotrex supercharger install. There’s even a 6-speed box conversion! What’s more, the real talent lies in how it’s all been put in – if you ignore the fact it’s not covered in oil like many an old Citroen out there, it almost looks factory. That’s not an easy task to pull off.

    The rest of the car is just as immaculate because it’s taken nearly as much work as under the bonnet. Then again, you don’t go throwing 8-grand’s worth of lump in a 400-quid motor with over 20 owners on the logbook without wanting to sort out a few bits along the way. Ian contracted the bodywork out to a local restoration shop and I’d like to say the rest was easy, but unfortunately it wasn’t. With the car stripped and not a whole load of work completed in 6-months he actually had to go and get it back before they destroyed the whole thing.

    Handily they managed to lose most of the special 16V parts too meaning Ian had to find another whole BX 16V, just to get the bits needed to compete the job. It was another seriously lucky find, even if the circumstances were a little infuriating. The second time around Ian enlisted the help of paint supremo Steve Bell, and after a serious amount of welding (yes, it’s a proper Citroen) and fettling it left the booth pretty much as you see it today. With the stunning Dolmen Grey respray and a few exterior touches it’s clear that he’s chosen to keep the styling true to the original. Even the 17-inch BBS wheels are somewhat reminiscent of the standard 14-inch Speedlines fitted at the factory. A subtle but undeniably nice touch.

    In all, it’s not been the simplest of jobs but you have to commend Ian for his never-failing persistence. Without bringing that quality to the table this could have so easily been yet another BX 16V relegated to the scrappy. Instead he’s not only built himself one of the sweetest retro motors in the UK but, perhaps most importantly, he’s kept another super-rare French legend on the streets.

    TECHNICAL DATA SPECIFICATIONS #1991 #Citroen-BX-GTi-16V-Phase-II / #Citroen-BX / #Citroen-BX-GTi

    Engine: 1.9 #XU9J4DFW engine ( Mi16 ), stage 5, high flow head, big valve #Siamese ported cylinder head, #Kent-PT81 inlet cam/ PT82 exhaust, #Kent VS34 double valve springs and titanium retainers, Kent vernier pulleys, #Richard-Longman 4-1 manifold, #Cosworth-57X exhaust manifold fixing kit D6C block with #DFW pistons (comp 9:5:1), PEC performance H section light weight conrods with #ARP bolts, #Peugeot-Motorsport GPA 1:1 oil pump, Constella Sump baffle, Mocal oil breather system, #Accusump 4 quarts oil accumulator system, #Rotrex SP30/74 centrifugal supercharger, Pace charge cooler from RS turbo, Range Rover P38 intercooler, #Samco intake and discharge pipe work, #Baker BM coolant hoses, #Baker-BM engine hung mounts and solid stabiliser mount, Standard #Bosch-Motronic 4.1 ECU live mapped by Wayne Scofield of Chipwizards, #Astra-VXR injectors, #Sytec high flow fuel filter, Sierra #Cosworth GPA fuel pump, #FSE fuel pressure regulator.

    Transmission: Peugeot 306 GTI-6 BE-6 gearbox, #Quaife-ATB differential, Royal Purple oil.

    Chassis: 17-inch #BBS-RX alloys, 205/45 R17 tyres.

    Interior: Standard 16v Le-Mans cloth trim, #VDO boost gauge, Quaife nylon gear knob.

    Exterior: Extended bumpers to accommodate intercooler, additional air intake on NSF wing, fog lights removed and turned into brake ducts, steel bonnet, Mk3 Golf gas bonnet struts, resprayed respray in original Citroen Dolmen Grey.

    Thanks Steve Bell for the paintwork, Peter Greenwood for the fibreglassing expertise, Wayne Schofield for the mapping and advice and Jackie for spanner passing, making tea and towing around the country on trailer.
    “I hated them until I realized the potential...”
    Period interior is also in decent nick. #BBS 17s look almost OEM.
    The fat pipe gives you a clue...
    Mi16 unit makes 297bhp.
    “There are so few of these cars left now, it’s even more impressive”
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  •   Nathan Chadwick reacted to this post about 3 years ago
    Hi mates

    I found a decent BX GTi 1.6 (model existing only in Israel and Italy) , and i want to put in the proper 1.9L engine. I was thinking why not making it a little bit more powerfull.

    I do not want to get into an expensive project, and i'd like to avoid any registration issues. (Cars in Israel are inspected once a year, You are not allowed to swap engines unless there is a model with this type of engine made by the manufacturer, however there are people here that rebuild engines with turbos intercoolers etc. )

    I had in mind 4 options:
    1. XU9 J4 (Mi16)
    2. XU10 J2TE (XM CT turbo / 605 CT turbo)
    3. XU9 J2 (the original 1.9 GTi) + an aftermarket Turbo

    I do not want to go wild on power or money, and keep it as reliable as a Citroen can. My other consideration is keeping the original FI and Ignition systems.

    Will the Mi16 and CT turbo work with the original FI ?
    How are the engine codes marked on these motors? (Deep stamp, plate, surface engraved)


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  •   Nathan Chadwick reacted to this post about 3 years ago
    / #Citroen-BX19-TZI-Break / #Citroen-BX19-Break / #Citroen-BX-Break / #Citroen-BX / #Citroen / #Citroen-BX19-TZI / #Citroen-BX19 / #1991 /

    invitation for
    CLASSICS of inviting nature family outing

    Before and after him there were cars from bombast and chromium - the almost forgotten BX consists of edges, plastic, made space for child and folding chair.

    The BX is a modest sympathy which not so important takes himself, but always gives the impression to mean well.

    The hydropneumatic puts his narrow 175er wheels with pressure on the road. Nevertheless, the BX loves a calm driving style. He leaves the sport hunted competition.

    The sunny weekend in May is encouraging and pleasure at the same time. Finally summer is back. The perfect time for a family outing. As feed itself offers a Citroën BX Break. His huge load compartment swallows everything, from the wheel to the deck chair, the picnic basket to petanque. Of even expected a few more with. Up to 1600 liters of load capacity and hydropneumatic level compensation are two strong arguments - already in 1991, when the class leader Passat holds only 1500 liters and calculated as VW for leveling still hefty 1786 DM / 1000 USD .

    In addition, the loading is a breeze. The tailgate also half the bumper swings skyward. In the lowered state results in a loading height of 38 centimeters cute. Shovels, picnic baskets and folding chairs can be downright foot.

    But what are we talking? We want to relaxed travel with a classic and open any forwarding. Classic? Moment, ten years ago Oldtimerfreunde have the BX not even considered with that body part that the hydropneumatic owes the most - the butt. Because the ultra-edged BX form was too modern. But today, because cars come to market in ever wilder forms, as they again and chrome trim as get in the 50s - now younger car fans are nostalgic when they see a BX. And increasingly recognize the value of design by Marcello Gandini and compare it with the right angle, but also refined houses of Ludwig Mies van der Rohe.

    But now let. With the remote control clean target the IR eye near the interior mirror, already quick with a "pop" all door pins upward (Pooh how modern!), And the path to the surprisingly large interior space is free.

    Unlike the sedan, the break even offers behind plenty of headroom. is the cotton soft plush, Pardon: "Velvet velor" seats upscale trim line "Technic". First they veiled with all sorts of refinements ascetic lightweight core of the BX. The generous use of plastics inside and outside may have the weight, cost and performance served.

    The impression of quality not determined. The compartments in the interior with their then hook mechanics go too heavy. Something too heavy. The doors open easily. Something slightly. Also for the baggy flap that hides the radio, nobody puts as fast as his hand into the fire. Longtime Citroën drivers take it with humor and delight in the improvements over the first series.

    The was still unstable. With a key rotation of the 1.9-liter awakens in his something and easy tackernden run. With 120 horsepower, the BX 19 TZI marks the peak in the station wagon, at full throttle, the speedo needle almost reach 200th

    But for that the car has ever pull out. Now we wait until times until the normal level is reached. With continuous "Pff pff" is only raises the bow, then the stern. Eventually, when the central "Stop" - light is off, it starts. Luckily, we did not even had to preheat before! As good as the Citroën diesel engines of the BX time also were - the starting procedure is extended to them on almost a minute. So long can a city person in 2016 hardly sit still without tap something into his smartphone.

    But we head up the BX to come down. Down to the lake. The tour goes through all meanness, which the road has to offer. The hydropneumatic springs with oil and nitrogen cushions instead of steel springs. The BX drove it back in the 80s, more supple than any car in its class - as compared to the hard-rolling new cars today is his comfort an experience.

    Despite a curb weight of just over one ton of Citroën buffers more away as a terrible Ami, while not equal direct and trace faithful drives itself. Long waves he ignored, only short bursts can not digest the same spring legs. See sometimes quite noticeably the way into the interior.

    Nevertheless, many thanks at this point to the stubborn Citroën-men! When her company in the PSA group rose, decided chiefs who came from Peugeot that the successor to the Citroën GSA should get no hydropneumatics. That it did not happen, is, according to author Dominique Pagneux the "fierce resistance of the development team and the Council of sales experts". Therefore reminds BX-driving to the movies. In soft armchairs to drivers and passengers look at the landscape strips. You see something, hear something, but you do not feel much.

    Uneasy is the journey, when a novice cranks on. At the first light all hanging in the straps, and the tires squeal (unless the original owner has 2030 marks for the ABS loosely made). Because the BX brakes with the force of up to 175 bar high pressure from the hydropneumatic. The brake engages rigorously, provides the foot just a few millimeters metering. The same applies for the smooth and ultra-direct steering. After a few curves but this is learned.

    The road noise ask habituation, but not much more bearable with time. Together with the Fiat Tempra marked the BX 1991 in the middle class.

    Here the partly galvanized thin sheet garment should have quietly get a few kilos more insulation on the ribs. Too bad for a car with otherwise good long treks.

    Many BX are luxuriously appointed. Electrical mirror adjustment is the TZI also on board as four electric windows. However, the rear buttons are so unfavorable that most riders prefer consider as to overstretch her hand.

    Mentally time is the "Check Control" monitor in the better equipment lines. With its red bar he plays the Bruins. The classic "Whose door is not properly ?!" belongs first to the past. The offender is publicly on the screen in the pillory.

    But that was a few years between 1991 and are today, a glance at the equipment list that also leads proudly positions as "lateral protective strips", "Automatic seat belts, front and rear" or "folding rear bench". Citroën could sometimes be even more miserly: some of the countless special models, the manufacturer actually saved the glove compartment lid and the second interior light one.

    The 19 TZI however missing is the air conditioning full equipment. The large glass sunroof remained the limousine reserved.

    Lakeside arrived, all jump out and plunder the trunk. Like a great family dog bags of BX slowly, to make yourself comfortable on the floor. His owners relax, it relaxes.

    At the start of the Citroën acts like a turtle who gets up and their tanks easily rises. Driving is at a medium level, at the top more than a walking pace.

    Above: disarmed Cockpit Series 2 without Lupe speedometer. The 1.9-liter gasoline engine sits transversely.
    The doors are from the sedan. Disadvantage for backbenchers: When entering they must nod. Design Gag: The rear side windows are parallelograms.

    Giant cargo space of 1,600 liters of storage volume. The cottony soft GTi seats with precious velours only look sporty, but are very comfortable (above). Headrest extension in E.T. look as original accessories for taller passengers (right).

    Room to stretch out in row two. The sloping C-pillar creates privacy and headaches - if you do not turn thinks getting out (above). Infrared remote control (left) and swiveling reading light (right).

    Already in 1977 made Citroën at the development of the BX, the slightly further move up as GS / GSA successor to CX and after the founding of the PSA Group in the year should previously have recourse to as many parts of the Peugeot-shelf. For the design Bertone was reminded of their duty. Its designer Marcello Gandini took forthwith its "Tundra" design, with whom he had recently rebuffed at Volvo, from the cellar, and even added ideas from the design to Reliant FW11 added. In 1986, the first major revision, the series- II models have high front indicator. The facelift in 1990 is smaller, can be seen in the limo on the dark tinted rear light clusters. In autumn 1993, the completely redesigned successor Xantia appears below last December, the BX sedan runs Breton Rennes from tape. In November 1994, also the Combined offshoot Break retires, according to well-BX 2.3 million.

    Citroën GS / GSA Break (1971- 1986) Charismatic with the roof pulled back window
    Volvo Tundra (1979) Volvo rejected the Bertone design, Citroën attacked courageously to
    Citroën BX (1982-1993) In 1986, the major indicators and the traditional round instruments
    Citroën Xantia Break (1995- 2001) strongly as dual 27 cm longer than the BX, with V6 to 190 hp

    Practicality 4
    Repairability 4
    Spare parts supply 4
    Maintenance costs 5
    Availability 3
    Price Forecast 4

    Literature: Vincent Roussel: "La Citroën BX de mon
    père "(French), Éditions Techniques pour
    l'Automobile et l'Industrie 2012 20 Euro

    Long considered the BX was the first really good against rust protected Citroën. As with many models of corrosion protection has its effective time but behind. The result is a flourishing landscapes. BX rust from the inside to the outside. This affects the entire rear area. Here take a look behind the bumper. Even the inside wheel and the standing walls in the engine compartment often bum. Are the rear wheels as knock-knees, the swing arm bearing must be replaced. Fear of hydropneumatics is superfluous. The parts are to get all the repair costs compared to modern air suspension a joke. The workmanship just falls adventurous out on models of the first series to 86th After Youngtimer suffering are like hanging sky or frayed seat covers unknown. Solid (petrol) to indestructible (Diesel) engines.


    The identical parts strategy in PSA group is the salvation for the BX today. This provided early to obstruct the same parts in different Citroën and Peugeot models. Especially in the field of engines are all to get more easily over the manufacturer. For model-specific spare the air on the other hand is thin. Clear: The scene around the BX is small and also limited due to the price level willing to pay. Front shock absorbers are hard to come by, body replacement comes as a reproduction from England.

    Who used to BX lookout again after a long time, amazed: There are almost no more! Especially the breakfasts have almost disappeared from the market, top copies in collectors hands. Nevertheless, good cars themselves are cheap. More than 5000 euros, nobody needs to invest for a BX. Exception: the Group B rally offshoot BX 4TC.

    Source: Classic Data... Prices for cars in condition 2, good condition: either rare, good, unrestored original condition or professionally and extensively restored; technically perfect and with slight traces.

    More and choices, visit the sedan more absurdity and everyday use the Kombi Break. Simple BX 14 with base gasoline can be found most rapidly, the demand for comfort but fits better a larger gasoline engine with sophisticated technic equipment. Who does not have to constantly drive in low emission zones and some handle higher taxes, should pick up the diesel, whether suckers or Turbo. The legendary XUD diesel is a veritable landmark in refinement and economy and still makes fun.

    Engine: Four-cylinder, crosswise at the front an overhead camshaft driven via a toothed belt, two valves per cylinder, electronic fuel injection #Bosch-LE-2-Jetronic , controlled catalyst
    Displacement 1891cc
    Max Power 88 kW DIN (120 bhp / net ) at 6000rpm
    Torque 150 Nm at 3000 rpm
    Gearbox five-speed manual ( or #ZF Four-speed automatic)
    Front wheel drive independent suspension, front suspension struts and wishbones, rear trailing arm, hydropneumatic Suspension
    Tyres 175/65 R 14
    Dimensions: wheelbase 2655 mm L / W / H 4399/1682/1431 mm
    Curb weight 1072 kg P
    0-62 MPH 0-100 kph - 10.9 sec
    Max speed 189 kph
    Fuel consumption 30 MPG / 9.0 liters / 100 km
    Original price: 29 700 DM - 1991 EU
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