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    / #1973-Citroen-DS23-Pallas-IE / #Citroen-DS23-Pallas-IE / #1973 / #Citroen-DS / #Citroen / #Citroen-DS23 / / #1973-Citroen-DS23ie-Pallas / 1973 / #Citroen-DS23ie-Pallas / #Citroen-DS23-EFI-Pallas / #Citroen-DS23-EFI


    This fuel-injected 2.3-litre range-topper has desirable optional extras including factory air conditioning, explains Mike Renaut.

    Shiny dark blue paint suits this 1973 DS #Injection-Electronique and covers straight, corrosion-free panels with generally excellent gaps. All the Pallas trim is in place and appears in nice condition despite some surface tarnish, especially on the rear window surrounds. All glass including the headlamp covers is free from damage, the inner set of lights turning with the steering. Originally sold in Prato, Italy, the left-hand drive DS came to the UK in 2014 and the headlights still appear to be set up for driving on the right. Bumpers are equally blemish-free, as are the Pallas wheelcovers. If we had to nit-pick, there is slight surface rust on the wiper arms and the lower door trims are not affixed perfectly straight, but otherwise this car is hard to fault.

    The factory-fitted – and operational – air conditioning is an unusual option. The blue and white cloth and leather-cloth interior is in especially nice condition with no obvious damage and the big seats with headrests prove both comfortable and supportive. The dashboard is free of cracks, but there are a few small areas of scuffed paint and the surround for one set of pushbuttons needs securing in place.

    A rear window blind is included and the light grey fabric headlining is droop-free and in perfect condition. Door cards appear unmarked, as does the dark blue carpet. Turn the ignition key and the engine fires up immediately, soon settling to a smooth idle at an indicated 1200rpm. It quickly warms up and nothing on the numerous warning gauges offers cause for concern. The suspension operates just as it should, with the car soon finding its natural ride height. Again, no leaks or untoward noises were spotted during our inspection.

    On the road the Citroën is quiet and well-mannered with very light steering that still feels precise. Finding your way through the five-speed gearbox using the column-mounted gearlever soon becomes second nature, with each gear dropping into place positively. Stopping power is impressive, the sharp brake pedal virtually halting the car dead in its own length at low speeds. Winter and summer tyres are supplied with the DS, the set fitted during our test being Petlas with excellent tread. The jack and an unused ‘multiseason’ spare tyre are present under the bonnet. A generally tidy engine bay has a little worn and scuffed paint on some components, but no obvious leaks or areas of concern were noted. Recent #MoT certificates mention a weep from a power steering hose joint, but our inspection failed to detect it.

    The odometer reads just over 98,400km (60,000 miles). The previous owner added a new swivelling centre headlight assembly, alternator, high-pressure pump and fuel pump. New injectors and fuel pipes were fitted, and the fuel tank cleaned and lined in 2014. The air conditioning system was repaired and re-gassed in 2015. This very attractive example of a #Pallas has an excellent specification. The car drives beautifully and a little tidying under the bonnet would finish it nicely.

    Good colour, Pallas trim is all there and the panel gaps are generally good Interior looks and feels almost brand new Engine runs well, but its bay would benefit from tidy-up.

    1973 Citroën DS Pallas IE
    Price £28,000
    Contact European Classic Cars, Avebury, Wiltshire (07813 394167,
    Engine 2347cc 4-cyl OHV
    Power 141bh p@ 5500rpm
    Torque 135lb ft @ 3500rpm
    0-60mph 11.7sec.
    Top Speed 116mph
    Fuel Consumption 29mpg
    Length 4874mm
    Width 1803mm


    1 Unveiled in 1955, with hydropneumatic self-levelling suspension, power steering and disc brakes. A more basic ID version was available.

    2 September 1962 restyle saw a new nose, pointed front bumper and better ventilation.

    3 Pallas model with 41 improvements including a more luxurious interior debuted for 1965. The original hydropneumatic system used vegetable oil ( #LHV ), then switched to synthetic ( #LHS ). For the 1967 model year, Citroën introduced mineral oil-based oil ( #LHM ).

    4 1968 model year cars got four glass-covered headlights, inner set swivelled with steering.

    5 #Bosch fuel injection was introduced for 1970 and a 2.3-litre engine in 1972. Production ended in 1975 after 1,455,746 DSs were built.
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    Certain facts in the automotive world are irrefutable. Number one, the #1971-Citroen-DS-Pallas / #Citroen-DS / #Citroen / #1971-Citroen-DS / #Citroen / #1971 / , especially the #Pallas / #Citroen-DS-Pallas model, is the most comfortable car in the world. You may not be crazy about the four-cylinder engine, while the transmission’s not the smoothest, but the seats combined with the padded floor truly make it the most comfortable car on the planet. People sit in my DS after I’ve told them this, and they all say the same thing: why can’t all cars be like this? And why can’t they? When you get behind the wheel of a DS you literally fall into a big easy chair that wraps itself around you. Some manufacturers try very hard; two of my favourite Mercedes-Benz models are my 1972 600, which has hydraulically operated seats, and my ’1971 280 SE Coupé, with its big, overstuffed leather chairs. These are the last of the truly handmade #Mercedes-Benz cars. Yet even with the finest leather, they’re still not as comfortable as the DS.

    The only car that comes close is my #1931-Bentley-8-Litre fourdoor Mulliner sedan. Even though its suspension is primitive, the big, down-filled leather chairs are something you’d be proud to put in your library or sitting room.

    When I was in England recently, a friend collected me in a beautiful Rolls-Royce Phantom. It is an amazing car – quiet and smooth, with an unparallelled sound system – but still I felt like I was sitting on the seat rather than in it. Shouldn’t a Rolls be at least as comfortable as a DS? And why does the leather in today’s high-end motors have the texture of vinyl? My 1968-Mercedes-Benz-6.3 has 327,000 miles on it, but the constant application of hide food has given the leather a patina and suppleness that just can’t be found in modern cars.

    And can we stop with the Recaro racing seats? One of my favourite cars to drive would be the Aston Martin Vantage with a manual gearbox. It’s fast and sexy, but it has the most uncomfortable racing seat I’ve ever sat in. I love everything about the car except the seats. They’re slaves to fashion trying to look cool. Astons are for driving long distances across continents, which should be done in the most comfortable way possible.

    With these Recaro buckets, after an hour I had to pull over to get out of the car and stretch. It felt like it was cutting off the circulation. Even in my #McLaren-P1 I replaced the standard seat for a slightly wider one. It’s a little bit better – but not much. I have a Shelby Mustang GT350R. The first thing I did when I ordered the car was to ask for the stock Mustang seats to be put in, instead of the standard racing buckets. If the goal was to crack walnuts with my buttocks, I’d have kept the Recaros. It’s hard to drive if you’re not comfortable. Where’s the fun?

    When I was restoring my DS, I took great pains to deconstruct the seats and examine what made them so comfortable. The secret? Foam, and lots of it. Of course, Citroën never took the DS to the Nürburgring. That has a lot to do with it. The Nürburgring has probably done more than anything else to make luxury cars uncomfortable. Any suspension perfected there is designed to handle loads and speeds the average driver would never see in a luxury car. Along with low-profile tyres, which are so popular and have absolutely no give, the combination means cars simply aren’t as comfortable as they should be. My Tesla had 21in tyres. In 1000 miles I hit two potholes and blew out two tyres. There’s not enough sidewall to take the compression, so you split the sidewall. There’s nothing else you can do.

    Why do people buy 21in wheels? They don’t really know the difference between sidewall compression rates, they just think it looks cooler. They are willing to give up comfort for that.

    How many people would prefer to look good or feel good? Style reigns, unfortunately. BMW has just come out with the R Nine T, which is a twin-cylinder Boxer motorcycle available in three styles. The coolest is the Café bike. I drove the standard version with standard handlebars, and it was so comfortable, but I ordered the Café because it looked the coolest with the little half fairing and the lowered bar. After 20 minutes of riding, I realised I should have ordered the other one.

    The idea of selling comfort now seems to have gone out the window. It seems to be about looking cool or sporty, or Nürburgring times. Stuff like that. In the old days they used to sell comfort. American cars used to sell what they called the Boulevard Ride: the car floats down the road. Ford made a fortune selling LTDs, saying it was quieter than a Rolls. Whether it was or not, nobody really knew. It’s like you’re the captain of a ship, driving a big boat. So much of that seems to have fallen by the wayside. If someone offers you a seat in their DS, take it. It’s the most comfortable motoring experience you can have.

    The Collector Jay Leno

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    The #1972 #Citroen-DS23-Pallas-IE / #Citroen

    The flagship of the facelifted 1970s DS was the luxurious #Citroen-DS 23 #Pallas , which the French firm Norev recreated in generous #1:18-scale . Our example looks stunning with a metallic silver roof over Orient Blue body, with a tobacco brown interior. Opening the front doors reveals a detailed dash, steering wheel that turns with the wheels (but alas, not the inner headlamps), and the famous “mushroom” brake. The engine compartment is equally lifelike, and the suspension even has a bit of give. It’s a really beautiful piece.
    Cost: $70.

    Contact: Norev; Item 181577;;
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    Pioneering outside and inside, the design of the CX beginnings accommodates a some counting. This contributes to its charm, which it is easy to succumb eventually.

    Citroën CX 2000 SUPER #1976 LARGE SEDAN FROM € 1400 in EU

    Satellite commands are fun to use. Only fault, turn signals do not return. At the heart of the breakfast, both counters Scales offer easy reading speed and the regime. To the left of the key, and a small zipper gauge to visualize the engine oil level. At the rear, there is room for three. But two is even better, with the integrated armrest. Access to the safe is not very practical, but the volume is important and loading threshold low enough.

    In line with his grandmother DS the passenger wants futuristic and well provided. From this second level finish, we are treated to the windows electrical, rear defrost, the rev counter, the watch and all an LED battery.

    On a beautiful fall day, I go to the rediscovery of the CX in its original dress, in this case one of the very first models, fairly stripped-side equipment. If it is provided reel belts in front, window and some electric lights, it will pare not luxury in charge of #Pallas with his carpet "Long pile", its aluminum ashtrays and other decorations chrome. In the family, we are little fond of the brand to the rafters. My only Remember Youth is a 2500 D Pallas discount in a state with a buddy to gain some francs in the reselling. During our younger years permits, we dreamed of Peugeot 205 GTi rather and Renault Clio 16S... Yet, each output nightclub, we were fighting to sleep on the leather of the seat from the one we surnommions, wrongly, "the sleeping pill."

    The recipe for fluffy in the CX Super, the fabric replaces the leather, but the softness the seat is identical. For my happiness seemly! While sinking into twenty centimeters Foam does not promise a long ride without pain back, but the ride is far more enjoyable than on the boards that serve as seats in modern cars. Now, to continue in the soft, you just have to hit the road. I am consistent So the ritual of any good Citroëns-funs I actuates the ignition key ... Then I expect that conversely the camel, either the front that rises followed from the rear. As soon as the raucous noise of the pump High pressure subsides, the CX is ready to gallop.

    Assisted in the extreme, the controls - steering wheel as pedals - are soft, in line with some softness of the hydropneumatic suspension. A slight squat quickly halted, accompanies acceleration, and each default road is absorbed smoothly. My being unconditional or not, I must confess the hydraulic done a wonderful job, a Once assimilated manual. Taking curve begins with a slight roll quickly braked by oleo suspension, which ensures a firm and reassuring support. The brake pedal does not require a particular learning, if not a determination of the end of the toe. On the other hand, Diravi power steering, optional on this Great, bring me some nausea. Focused on the road in pursuit of my photographer on a roundabout, I let the wheel out of corners. Big mistake! The enslavement immediately recalls Steering wheel center. I immobilizes but I have the right a few swings right and left.

    Ravi of Diravi
    After I got caught two or three times this game, and have barely caught my petitdéjeuner, I understand that we must accompany the wheel. Far from being a flaw, it is a real asset during maneuvers. For once, orders from my photographer who seeks to placing the best self in the morning light. TO right, left ... Usually handle the hoop an old stationary is an ordeal. Here, the effort exercise is null and rotation, fast, with only two and a half turns lock to lock wheel. There Citroën well be a respectable length, it Station is easily, thanks to a vision copy device.

    The CX perfect car? Unless its ancient engines, inherited from the DS. Certainly, one does not need a lightning warfare to wander in ancient. But aboard such a sedan, it is expected to navigate speeds supported, and a clear recovery when depresses the right pedal, if only for exceeded safe. Alas, the staging the gearbox does not allow it. And, although or sitting comfortably, simply rocked by the hissing air broken by a drag coefficient Aerodynamic 0.30, earplugs are needed as soon as it exceeds the 100 kmh (62MPH). A fifth report would not have been superfluous or few extra horses.

    Given the combined I have before me, I expected from rather like a rocket. Of another side, unlike the Diravi assistance to me requested an adjustment period, orders satellites appeared to me as obvious. Even if the flashing does not stop when the steering wheel returns to the center, the tips of actuate fingers is a real pleasure. And what about reading instruments in the moon?

    Simply excellent, even if more LEDs in the cockpit of a space shuttle. Anyway, if you have not considered the CX as a choice Reasonable old without even being approached, go try. The trip is worth seeing. Failing to find an appropriate piece small original hubcaps were replaced by other, larger, from a Pallas. Despite its large size, the CX handles with ease, once apprehended callback power steering #DIRAVI !

    THE TECHNICAL DATA #Citroen-CX2000-Super / #Citroen-CX2000 / #Citroen-CX / #Citroen / #1976 /

    Engine 4 cylinder inline 8-valves #M20 Type / #Citroen-M20
    Displacement 1985cc
    Fiscal power 11 CV
    Maximum power 102bhp at 5500 rpm DIN
    Torque 152 Nm at 3000 rpm DIN
    Reverse Carburetor Power In the front wheel drive, 4-speed manual gearbox
    Brakes Front / Rear Ventilated Disc / Disc
    185 SR 14 tires ZX
    Dimensions L x W x H 4.63 x 1.73 x 1.36 m
    Weight 1,280 kg
    Maximum speed 174 kmh
    Acceleration D. A. 1000 m 34.4 s
    Fuel consumption average 10.9-litres 100 km / 29MPG
    Fuel tank 68 litres
    Safe 458 litres
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    The #Citroen DS 21 Cabriolet Chapron Le Caddy (1967)


    Resize a precious stone such as DS is not easy. Chapron it is successfully tested, the point to be entrusted with the production of the factory convertibles. It is a model of coachbuilder that we have the pleasure to present to you today.

    While the first five versions had got a plunging back (as Berline / Sallon), the sixth and seventh generations adopt a square stern.

    Manufactured by Chapron in 1967, this convertible is equipped del'avant Le Caddy of de1968 models since its restoration danslesannées-2000.

    Del'année opened in late 1919, the body shop Henri Chapron close its doors sixty-six years later, seven years after the death of its founder.

    At the Paris Salon in 1958, Henri Chapron unveils its first convertible DS basis. The public responds well, and sales allow the bodybuilder to ensure a sufficient level of activity in pursuit of its business. Two years later, Citroën decided to include the convertible to its lineup. The building is naturally entrusted to Chapron, which continues to offer its own models in parallel. Our Le Caddy DS was released in April 1967. But, like many of his sisters produced just before the restyling of the summer 1967 she has been subsequently retouched forward. The projecting rear fenders, which correspond to the sixth of the seven generations that have succeeded until 1972, giving it a tighter appearance.

    Intimidating aura

    Restored and in perfect condition, this specimen has traveled 60 000km since its acquisition in 2000 by the current owner. A rarity certainly valuable, but do not hesitate to get out of the garage to stretch rods 2175cm3 his carburetor. Citroëniste convinced, I confess to having some trepidation at the prospect of getting behind the wheel of this elegant model confusing. Under the superb line, the space allocated for rear passengers (there is a 2 + 2) is surprisingly low, while the convertible Caddy measures more than 4,80m long. Nevertheless, behind the wheel monoline inevitable, it is well installed, sitting a bit lower than in the sedan, on firmer seats. Specific to Chapron, the latter are charged by mounting a lowered windshield. Much more obvious, the interior design is intended luxurious red leather (even on the door panels) with matching carpet and chrome canopy frames. The atmosphere is even more opulent than in Pallas.

    Flexibility and discretion

    The presentations made, it's time to see if the charm of the beautiful does not vanish once on the road. The startup, according to a ritual familiar to owners of DS sedan, is effortless, with mechanical barely audible in open-top configuration. The ride height has stabilized, and he was off me, hair flying (yes, I still have!), Taking advantage of the momentary interruption of the rain. Reassured by the ease of use of the gearbox, I appreciate the flexibility and discretion engine "21 carb." If its 100hp can in no case give it sporty pretensions, however it shows a great companion to ride. At low engine speeds, this block will restart in seconds without forcing, or to evolve on a light throttle in fourth smoothly. Thus, roll in the middle of the current flow is not a problem. Despite the windscreen lowered, air eddies prove quite acceptable. For proof, this test was conducted by a temperature of 14 ° C, in shirt-it is true with a scarf around the color without having to lament then had a sick leave.

    Not so capricious ...

    The rain had decided to invite again, we are given the opportunity to test the headgear. Easy to handle, it insulates well enough from outside noise, but not that of the motor. However, nothing unbearable, radio (with a vintage accessory FM) having no evil thing to cover his singing.

    However, the mirrors are of no help to find out what happens behind. No annoying when the top is stowed, but much more annoying when the vagaries of the weather obliged to leave covered. It will not be so reluctant to turn around to check the (large) blind spots, the exterior mirror are partly hidden by the door, while he who stands in the center of the dashboard only gives a small glimpse of what happens behind your back. It may however be used to observe the discontent of potential occupants of the back seat, looking at how fit their legs behind a driver over a soixantedix meter. This Le Caddy convertible mainly appreciates alone or in pairs, time for a walk or a weekend. Its trunk can swallow the luggage of more fashion addict couples, while the engine will go to the end of the world. Too bad that happiness has a price so high.

    Uncap the DS was not obvious, but Chapron escaped with panache. On this model of 1967, the rear fenders fit well with the new bow.

    "We love the beautiful line, the luxurious interior, the availability of the motor."

    "We do not like the visibility hood up, the unavailability of specific, clutter maneuver."

    The splendid wire wheels are original, etfragiles. Moreover, those of the front wheels had to be redone.

    Put away under the hood, the spare wheel does not facilitate access to mechanics.

    TECHNICAL DATA FILE #1967 #Citroen-DS21-Convertible-Chapron-Le-Caddy / #Citroen-DS21-Cabriolet-Chapron-Le-Caddy / #Citroen-DS21-Cabriolet / #Citroen-DS21 / #Citroen-DS / #Citroen

    Engine 4 cylinders #M21 inline
    Displacement 2175cm3
    Fiscal power 12CV
    Maximum power 100hp DIN at 5500rpm
    Torque 164Nm at 3000rpm
    Carburetor Weber Food inverted dual body
    In the front wheel drive,
    Gearbox hydraulic 4-speed
    Brakes front / rear discs / drums
    Tyres front / rear 185/380 XAS / 155/380 XAS
    Dimensions L x W x H 4.86 x 1.82 x 1,42m
    Weight 1315kg
    Top speed 175kph
    Acceleration 1000m 35s D.A.
    Fuel consumption average 10,1-litres / 100km
    65-litres fuel tank
    Safe NC

    Almost as large as that of the sedan, the trunk can contain widely lesbagages four passengers. Enrevanche, one must have extension arm to recover what is at the bottom ...

    Here with a picture of #Jaeger and a radio board, all with period accessories, the interior of the #Chapron is even more luxurious than that of #Pallas .

    Supreme luxury for the time, this convertible estéquipé a radio that receives FM! Despite the beauty of the upholstery, the arrièrene passengers are not at the party in the cabriolet Le Caddy DS. Laplace leg is counted, especially sileconducteur is great.

    The elegant dressing against door through a red leather matched with lasellerie constitutes a specificity of Chapron versions.

    Behind the shift lever so special, take up the six characteristics of combined Jaeger counters.

    A controller for intensity, for another flow position for an adjustable heat: heating appears easy to use and quite effective.

    The parking brake is controlled by the driver's left foot. The black controller, in turn, adjusts the suspension.
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    CLASS-BEATING EXEC AT 41 ANNIVERSARY – 1974 CITROËN CX / #Citroen-CX / #Citroen-CX-Prestige / #Citroen-CX-Prestige-Series-I

    It’s 40 years since Citroen took the plunge and replaced the revolutionary DS. Ian Seabrook charts the history of this big French wedge and the many variants it was produced in. The striking replacement for the legendary DS is now 40 years old, but no less remarkable. We take a look at this car’s history.

    The CX had what’s known in the music world as a tough gig. The Traction Avant had been incredible enough, with its front-wheel drive monocoque construction being pretty revolutionary for the mid ‘Thirties, but Michelin-owned Citroën was only just warming up. When the DS arrived in 1955, the motoring world was still struggling to catch up with the Traction – now here was a car that looked like it was from the future (and felt like it to drive too).

    Both cars had been massive leaps forward in technology, but the CX would not be as pioneering as its predecessors. That may be hard to believe when you consider the impact its sleek lines must’ve made back in 1974, but it was very much toned down from the car Citroën originally wanted to produce. The ‘ #Project-L ’ prototype, which still exists, has a flat-four engine. Other options were a flat-six (continuing a theme explored with the DS during development) or even Wankel power, with a triple-rotor engine tested. Sadly, these experiments, plus the purchase of #Maserati in 1968, left Citroën’s finances in a perilous state. Again.

    So, the CX would be launched under Peugeot’s watchful gaze, as #1974 was also the year that Michelin handed over control to Citroën’s long-term rival. In the end, as with the DS, Citroën had opted for sheer convention when it came to engines – DS engines were tweaked and offered in 1985cc and 2175cc form. The engines were now mounted transversely (rather than longitudinally) and the new gearbox had only four speeds. Suspension was still by double wishbones and hydropneumatic spheres up front, and a trailing arm/hydropneumatic type at the rear. While very few CXs were sold without power steering, most used the same #DIRAVI system as seen on the #Citroen SM. This had speed-sensitive assistance and powered self-centring. It was also highly direct, which makes it very difficult to drive a CX smoothly the first time you try! Interestingly, the CX was actually quite a lot smaller than the DS: The saloon was 11 inches (28cm) shorter, and three inches (7.62cm) narrower.

    UK sales commenced in 1975. From 1976, there was a three-speed semiautomatic transmission offered – the #Citroen-CX-C-Matic . This required the driver to change ratios, but used a torque converter (to dispense with the clutch pedal) and an electrically-controlled clutch for gearchanges. For the first time there was now a diesel option too – in 2.2-litre form. Its 66bhp allowed for a 90mph top speed due to good aerodynamics, though the 0-60mph time of 20 seconds was not exactly brisk.


    1976 also saw the introduction of the Safari and Familiale estates – with five or eight seats respectively. The estate had a longer wheelbase – they are in fact enormous. 195 inches (495cm) long, they can be tricky to park but boast plenty of passenger space and a useful luggage area. That long wheelbase was also used for a stretched saloon – the range-topping Prestige. The #Citroen-CX2200 gave way to the 2400 in #1977 , which was available in fuel-injected form in the new 128bhp GTi. This also introduced a five-speed gearbox. #1978 saw the fuel-injected GTi engine fitted to the Pallas and Prestige, with #C-Matic transmission for the #Pallas . The 2400 diesel became a 2500. #1979 saw the first fruits of the Peugeot takeover: The ‘ #Douvrin ’ engine was a joint development between Peugeot and Renault, and was fitted to the Renault 20 and 30, as well as the Peugeot 505. It used a beltdriven, overhead camshaft and while not exactly exciting, proved remarkably hardy. The 2.4-litre, overhead valve petrol engine remained in use and while many hoped that the Douvrin V6 (another joint development, this time including Volvo) might be shoehorned into the CX’s engine bay, that never happened. However, the five-speed gearbox was now offered across the board.

    The quirky C-Matic was seen as the worst of both worlds by many and was replaced by a fully automatic #ZF gearbox in 1980. This was also a three-speed unit and it suited the torquey engines very well. Different front wings, with flared wheelarches, were fitted from 1982 to allow the fitment of wider wheels. Was more performance on the way?


    That extra performance first applied to the diesels, with the launch in #1984 of the #Citroen-CX-RD-Turbo and #Citroen-CX-TRD-Turbo (badged, for rather obvious reasons, #Citroen-CX-DTR-Turbo in the UK). The turbo-charger boosted torque by nearly 50 per cent to 159lb/ft, and power by nearly a third from 75bhp to 95bhp. Top speed rose from 97mph to 108mph and 3.5 seconds was shaved from the 0-60mph time – now 13.3 seconds. This allowed it to beat the Rover SD1 2400D as the fastest production diesel available in the UK. Meanwhile, the 2400 engines were upped to 2473cc and rebadged #Citroen-CX-25 .

    In 1985, Citroen bolted a turbo-charger to the GTi, to create the #Citroen-CX-GTi-Turbo . With 168bhp on tap, performance was certainly quite exciting. 129mph was in reach, and 60mph came up in just 8.2 seconds. These cars were beautifully detailed too – the alloy wheels included T-shaped holes. The non-blown 2.5-litre petrol engine also became available in the bottom of the range R spec – as the #Citroen-CX-25RI . Oddly, this larger engine retained overheadvalve construction, right up to the end of production.

    The Series 2 facelift took place in 1986, with plastic bumpers replacing the sleek metal originals. Inside, the rotating dial speedometer and rev counter were replaced with conventional dials, but the unusual switch lay-out remained, with paddles for the lights and wipers, and rocker switches for the indicators, which still didn’t self-cancel. A new 22TRS midrange model filled the gap between two-litre and 2.5-litre, and used a stretched version of the Douvrin overhead cam engine. 1987 saw more changes, with the launch of Turbo 2 versions of the petrol and diesel. Confusingly, Citroën was claiming 169bhp for the GTi Turbo 2, despite the fact that top speed had risen to 138mph compared to the 168bhp GTi Turbo. 60mph now came up in just 7.7 seconds. Even more dramatic was the change to the DTR Turbo 2, which could now top 120mph and blast to 60mph in less than 11 seconds. That was remarkable for a diesel at the time – only the Mercedes-Benz 300D Turbo got close, and that needed 500 more cubic centimetres and two more cylinders.

    But the CX was on borrowed time by now. Citroën launched the XM in 1989 (another anniversary) and while CX estate production continued until 1990, that was phased out once the new XM estate came online.

    With 1.2 million CXs sold, the CX was a rare thing indeed – a large French car that sold well. The XM never got close to that success, with only 333,775 sold. The C6, which even stole the CX’s famed curved rear window glass, sold a paltry 23,421. The problem was, while Citroën always aimed for the CX to have a long production life, it gave time for the rest of the motoring world to catch up. The CX was almost without rival for sheer class and comfort when new – aside from Jaguar’s XJ6 perhaps. By the mid ‘Eighties, the market for large, luxurious cars had become a crowded one.


    It must be said, the CX doesn’t have the best of reputations. Not quite how you might expect though: The complex steering and suspension systems are pretty robust. The main issues are electrics and trim quality. Even when the cars were brand new, they had a reputation for being problematic when it came to electrical kit. Sometimes they would just not start for no apparent reason. Other times, electrical equipment would just be flaky. This wasn’t the sort of thing you could get away with on an executive car, and is perhaps one explanation why sales dropped off towards the end of production.

    These days, however, with most survivors in the hands of enthusiasts, such problems have largely been overcome. Troublesome cars are unlikely to have survived.

    It has often been said that if you drive a CX a few miles, you’ll hate it forever. Drive one a few hundred miles though, and you’ll never want anything else. The driving experience is so different that it really does take a long time to adjust. Once you’ve experienced the comfort, handling and ergonomics though, few things compare so well. The later Turbo 2 models, petrol or diesel, offer remarkable performance – though most CXs are capable of a decent pace.

    When buying, service history is certainly nice to have. The hydraulics may be robust, but only if service schedules have been adhered to. Similarly, the strong engines invite scrimping. They will tolerate a fair amount of abuse.

    Corrosion is the main concern though. Effectively, the CX has a separate chassis, made up of subframes front and rear, and longerons between the two. Rot here can be tricky to repair and often spreads into the floors. Sills are another weakness, and on saloons the sunroof – panel and aperture – is notorious for getting crispy with age. Water leaks from the windscreen only hasten the demise of the floor. Door bottoms also get crispy.

    In terms of the hydraulics, make sure the suspension rises swiftly and the steering feels consistent. Watch for the correct operation of the electric height control on the Series 2 models – it can jam and make a constant clicking noise.


    The best examples of the Citroën CX are now nudging towards £10,000 – possibly more if fresh from restoration or in perfect, original condition. GTi Turbos are sought-after, as are the diesels as most have been run into the ground. £4000-6000 gets you something pretty good, £2000-4000 may get you something low-spec but sound enough. It’s now pretty rare to find a half-decent runner for less than a grand. Projects can still be very cheap as restoration costs are high. However, specialist and club support is excellent.


    With thanks to: drive-my for its invaluable info in producing this feature

    Early Citroën CXs included the quirky rotating dial speedometer and rev counter gauges.

    The #1986 facelift removed the rotating dials in front of the driver, though the trademark Citroën single-spoke steering wheel remained.

    The Citroen-CX-Prestige is a saloon that has the same wheelbase as the lengthier estate models, as such there’s tons of room in the back for rear passengers.

    Facelifted CXs lost their metal bumpers, which were replaced by integrated, modernlooking plastic affairs.

    Who would’ve thought it would be possible to make an estate CX even longer? This is a factory-approved conversion by French coachbuilder Tissier.

    Early CX with chrome bumpers. Turbo – a word to gladden the heart of any CX enthusiast who’d like to get from A to B faster.
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    An unreal car that realized by the French artist and illustrator André Lefèbvre sheet since: #Citroen-DS is a design miracle for dissenters, a technology platform for experimenters and still a conceptually simple design car. We celebrate with the #Citroen-DS21ie-HA-Pallas 1972 a divine 50. Model birthday. / #Citroen-DS21ie / #Citroen-DS21

    Between the top and bottom are the DS more than twenty centimeters. Which car NDAS?

    And it inevitably leads to the ground. Slowly and elegant. The regular characteristic cracking hydropneumatics vies with the babbling, deeply hidden under the aluminum cover four-banger to attention, from the funny thin double spraddelt uncatalyzed burnt premium gasoline in the air. Oh, how good it smells. The divine palace from 1972, this nearly fully equipped relic from another world, comes to life, opens the yellow eyes and stretches full of dignity.

    The DS already looked at the #Citroen presentation in 1955 look like a UFO. That did not change during their 20-year production period, and not even when they disposed of thousands rusted later on the junkyards of Europe. And even today ... Who has not had a toy car, can the neighbor report (mostly art teacher or an architect), who moved this good French metal drops in everyday life.

    The DS? Absolutely. This car is a girl. In the sober and dry BRD always spoke indeed of "the" DS, but the rest of the world quickly realized that the abbreviation "DS" (if you daherlallt not quite sober - the Frenchman goes like before noon a Vin Rouge) as "Déesse" - the goddess - sounds. Today it has capitulated in Germany and gives the classic female articles.

    And with all her femininity, her broad chest, her slender ass and its expansive beautiful forms, they always looked different from all the others. It did not matter if she was standing next to a Ferrari, an Opel or a Jaguar. Otherness has always been polarized, and polarizing is good.

    Here she was planned as a car widely grown and stood as "VGD" when "Voiture à grande diffusion", in the order books. Can a vehicle for the mass to be so different? Apparently yes, if the mass are those very own French and the designer was a man who deals with this Voiture Grande provocation probably wanted to avenge that no one could pronounce his last name right the first time. At the presentation of the DS as a successor of the "Gangster Limousine" Traction Avant at the Paris Salon on October 5, 1955 to be received alone 12,000 orders. One pulls the cooler northern German once the calculator, you find out quickly that in this case, apparently per minute at Citroën 25 purchase agreements were completed during normal opening times of the exhibition, which would be to doubt. But they still sold as pope pictures in the Vatican, the Goddess. By 1975, nearly 1.5 million times.

    This may have been partly due to the almost divine comfort. The hydropneumatic pressure with their balls instead of shock absorbers makes the Citroën weightlessly glide like a flying carpet. Clear the carpet leans in turns and nods to and fro when braking and accelerating - but he also swallows almost any road unevenness and is only comforting softness of the passenger compartment on.

    In combination with the opulent " #Pallas " equipment with plush or leather, windows and all kinds of electrical helpers this vehicle was sufficient even to the French President Charles de Gaulle. A nice side effect of floating on the "Kullern" was the automatic level control. No matter how many cans of red wine you put in the trunk, the DS pumped repeatedly high. * Knack * ssssssssss * knack * ... Mercedes-Benz and Rolls-Royce bought the licenses for their own vehicles. When you next time so you E-Class station wagon heavily laden, scold rather not on French technology.

    On the other hand the car next to this particular comfort is very easily set up and maintain. A tire change can be no jack, only with a Jack Stand and the included tool kit, perform. The hydropneumatic already attracts the malade wheel high then. In the first models was even attached with a single central nut, the 80-centimeter-long wrench you could also use for cranking the engine with an empty battery. These could be on the dashboard, the ignition timing adjust ...

    The avant-garde body was welded to a massive platform framework, similar to the Trabant or the Rover P6. Your good aerodynamic characteristics allowed despite the small mini-engine rapid speed limits and good fuel economy. All add-on parts such as the roof made of plastic, the aluminum bonnet, the doors and fenders and bumpers and trim in stainless steel could be unscrewed with a few simple steps. So if you have touched after drinking wine and galettes with Jérôme on the way back to Joséphine a road sign or the tractor by Gérard, a dented rear fender left after the removal of just one nut pull back and re-enter reasonably straight. Bottom Up.

    For once completely sober and without fermented grape juice in the trunk, the journey continues today through Hamburg East, through industrial areas and on main roads between Stapelfeld and Ahrensburg. The strange shift lever on top of the steering column is almost as intuitive to use as an iPhone at first contact. The only information that has been added: "When switching the throttle." That works quite well, the four gears can insert easily, domes omitted. Funny.

    The spotlight steer with the front in the curves and the heating distributes the north German spring cold from the scented leather interior of the "Pallas". And after a few kilometers, the approximation process at a traffic light and then passed again Get away reasonably stylish. The also hydraulic, load-sensing dual-circuit brake is actuated via a small rubber-reinforced button in the footwell - a joyous celebration for nonconformists, to which one must get used to but once a little himself. Until then, one is struck by how deep the car can dive on the inboard disc brakes surprisingly forward without digging under the turf.

    In which lever position the DS starts and where the reverse gear, are relatively quickly dissolved puzzles, then simply slid just then. This is done when needed quite powerful and meaty, with the support of #Bosch-D-Jetronic , but at least up to higher speeds always statesman (or government-female) restrained, as befits a sedan.

    This goddess with the ridiculously small mileage of 100,000 kilometers, well, originally from the South of France, where she was consistently and regularly serviced in a specialist workshop. The owner has now reached an even biblischeres age when his car, and the grandson decided to sell in good hands. The good man was simply too old to be still otherwise want.

    And yes, her whole appearance is different from the others. The steering wheel has only one spoke and the driver can not impale in an accident. The rear-view mirrors fitted on the dashboard instead of the top of the wheel, and the four doors are tiebarless than the most beautiful coupes. Everywhere there are generous Ashtray, you do not know where you would like to express his Kippchen first.

    Unfortunately, there is a lack of cup holders for wine glasses. The fat tub in the engine compartment in front of the distant past four-cylinder is not as first suspected a canister with Vin de Pays for the driver, but the pot for the central hydraulics. And only later then is the motor.

    Over the construction period, there was the DS and the simplified ID (in German "idea" - another entertaining little game called...) as DS 19, DS 20, DS 21, DS 21ie, *deep breath* DS 23, DS 23ie, ID 19, ID 20, DSpécial, DSuper and DSuper5, depending on engine capacity and facilities. And even the horn was more than one: The goddess has a soft tender for the terrifying pedestrians in city centers and a compressor fired for adequate subcompact of-the-road-blow for overland travel.

    Today you will be loved by connoisseurs and designated only by ill-informed half-truths widening as "vulnerable". Both the engine and transmission as well as the hydro-pneumatic system does not need more care and maintenance than other automotive technologies. And if the Goddess this regularly got and get it done reliably and strange time in accordance with their service even in everyday life.

    In the footwell to "reduce" the metal lever on the bottom left press, wait a few seconds, engine off and take a deep breath. The UFO's

    Back in its port, is the goddess her passenger again.

    Slowly she goes to bed, gracefully elegant, almost entirely on the floor. When she had fallen from the sky.

    Year built: #1972
    Engine: four-cylinder
    Displacement: 2,175 cm3 / #M21
    Power: 92 kW (125hp DIN)
    Max torque: 176 Nm at 3000rpm
    Transmission: four-speed semi-automatic
    Drive: Front wheels
    Length / width / height: 4,840 / 1,790 / 1,470 mm
    Weight: 1290 kg
    Acceleration 0-100 kph / 0-62MPH: 12 s
    Top speed: 185 kph
    Value: 39,000 euros

    Flap on. Well hidden, far behind the spare wheel is somewhere the engine installed. What a long nose ...

    No Kat, but surprisingly economical and easy to maintain. When the goddess because not neglected.

    Broooommmmm. Also on the move are the many details still futuristic, the engine sounds throaty unobtrusive.

    Today charming, over 40 years ago like a spaceship. The cockpit is very well stocked.
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    Car #1981 #Citroen #CX #Pallas IE Automatic driven in Germany - #Citroen-CX-Pallas-IE-Automatic - road test #Citroen-CX
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    Car #1985 #Citroen #CX #25ie #Pallas automatic in UK - RHD
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