Marque: Citroën - Company History & Models - Cars By Brand

PAST: An upmarket take on the 2CV but with much more modern (yet still typically French) estate-like styling. Tourisme and slightly more expensive Confort versions, with either saloon or estate bodywork, were offered from ‘66. Power was usefully increased from October ‘68. Ami 6 was discontinued ‘69, when a revised and roomier disc braked Ami 8 was introduced. Amicable but ugly it was discontinued in the spring of 1978 although Ami Super arrived in ‘73 and employed the Ami 8’s body shell, but was powered by the flat four air cooled GS engine.

PRESENT: A cheap and characterful working classic that would make an ideal runabout for the family. GS powered models are quite lively, too.

FUTURE: Lacks the style and image of the 2CV so prices and values are lower but resto costs are the same. Novelty value but a good working classic.

PAST: The diminutive two-door, four-seater Bijou was produced for British buyers in very small numbers, and is rarely encountered today. Launched in 1959 and powered by Citroën’s famous twin-cylinder, air-cooled 425cc engine, the vehicle (based on the 2CV chassis naturally) was identifiable by its mesh grille, headlamps, recessed into the front wings, and distinctive glass fibre bodywork, meaning no rust. Despite decent credentials car only lasted in the UK until 1964 and just 207 were made.

PRESENT: Bring 2CV based it offers just as much fun albeit with much less practicality. An unusual and ugly Citoren that you either love or hate.

FUTURE: Despite its rarity the Bijou remains largely unloved, unwanted and under valued. The first and most difficult task is to find one and don’t expect body panels to be plentiful either.

PAST: Citroen’s stab at making a supercar was aided by buying up Maserati. Launched in 1970, again it was years ahead of its time (four cam engine, hydraulic chassis, steered headlamps, carbon fibre wheels) Fuel injection employed and a 3-litre automatic for ‘73. Imports to the UK stopped in 1975 after Peugeot buy out. Fewer than 13,000 were built in total.

PRESENT: A splendid tourer rather than sports coupe, thanks to its size and weight, that was a favourite with many racing drivers at the time as road transport. Handling takes real getting used to and SM was only made in LHD form.

FUTURE: One for the purist but a car that will continue to appreciate – right now they are exceptional value. That said resto complexity and costly parts negate any savings upfront.

PAST: The greatest advancement of the motor car arrived in 1955. Featuring streamlined bodywork and front-wheel drive plus hydropneumatic suspension, the DS was decades ahead of its time in styling and spec. A roomy, eight-seater Safari estate (forerunner to an MPV perhaps?) arrived in ‘59. More power from the spring of 1961, Décapotable (convertible) was released in ‘62. From 1966, DS19 gained a 1985cc engine and mineral oil was employed in the advanced hydraulic system. Faired-in headlamps were adopted during 1967; in Pallas versions these were steerable – a feature car makers crow about today… Five-speeds on DS21/Pallas versions for ‘71 and late cars even boasted sophisticated fuel injection.

PRESENT: Still a motoring marvel, the DS is a classic for purists although driving one takes some practice and patience. A superb cruiser even five decades on.

FUTURE: An assured classic; rag tops now go for crazy money and always will. Hard cars to work on and restore but there are some very good DS specialists around.

A fiendishly complicated range but the last true big Citroen estate car now comes at bargain prices. Briefly, the first CX Estate to arrive was the CX 2000 Safari of early 1976, which was shortly to be supplanted by the eight-seater Familialle – the lwb CX Prestige also used the Safari’s massive floorplan. In 1982 the estate car received the option of the saloon’s 2400cc injection engine and by 1984 Citroen’s new 25 DTR turbodiesel engine was finally available in high-spec British-market safaris. Series 2 models, with a much improved interior, were launched in late ‘85 and in late 1987 ABS brakes fitted to all CX 25 models. Messrs Heuliez, the famous French coach builder, made the final Estates to special order. Production of the CX Estate finally ceased in January 1991, ending nearly 35 years of big Citroen estates. Okay, so the CX doesn’t exude the charm of the old DS but there are more about and a lot cheaper, too although they won’t really be a classic like the DS sure is.

PAST: Arriving in the UK late in 1979, these diminutive five-door hatchbacks were offered with old air-cooled twin cylinder 652cc or water-cooled small bore 1124cc power units. February 1983 saw the arrival of the 80bhp, 1360cc GT, which had a five-speed gearbox, uprated suspension and
sports alloy wheels. Faster still was GTi, which made its debut in the summer of 1985 – months after the 1.7-litre diesels came on board. By the end of 1988 all Visa models had been discontinued in the UK.

PRESENT: A handy practical neo classic that are a riot in GT and Gti guises but, unlike most 80s rivals, all have some character about them. The diesel is a good old plodder that can’t be beaten for overall economy of use.

FUTURE: No real interest, except with the sportier versions. Unlikely to reach 2CV levels of values and interest either but a cheap classical runabout nevertheless.

PAST: Last of the ‘old school’ Citroens that mixed conventional and quirkiness when launched in 1983. Massive range of petrol and diesels in hatch or estate forms with quick 1.6GT arriving in 1984, followed by the 1.9 GTi (125bhp) in ’86 with a 160bhp 16 valve offshoot Gti from July 1987. Grippy GTi 4x4 featured permanent 4x4, plus a “torque sensing” (Torsen) rear diff. Replaced by even more conventional Xantia in 1993.

PRESENT: Another Citroen unlikely to hit the big time although the GTis and 4x4s certainly hold appeal. Again, a good BX (and they are hard to find) provides characterful yet practical transportation while the estates make cracking holdhalls, great for autojumble loads!

FUTURE: Few calls for these cars but novelty appeal ensures that the top models will have some sort of following. Most have gone to the scrap heap by now and parts supply isn’t good.