CITROEN CX (1986 - 1990)
Although enthusiasts wistfully opine that the CX was the last of the ?real? Citroens, the French company probably wouldn?t trade their current financial well being with the state it was in when the Series II CX was launched back in 1986. It seems that rounding the quirkiness off their cars paid, although like their sister company Peugeot, Citroen have never since cracked the big car market. The CX?s successor, the XM, didn?t garner any great affection and the last of the CX models are getting increasingly desirable. Desirable yes, but a practical used proposition? That?s another matter altogether. Although the engines are often surprisingly robust, there are minefields to be tiptoed through when searching for a used CX. Here we?ll highlight the most significant caveats and pluses, but as with many other aspects of CX ownership, once you take the plunge, you?re going to be pretty well off the automotive mainstream. Bonne chance!
HISTORY
The Citroen CX?s evolution can be broken down into three distinct phases. The "Flat Arch" Series 1 cars were launched in 1975, and corroded rather badly, many of which having subsequently returned to the bosom of Mother Earth. 1982 saw the introduction of the Series 1 "Flared Arch" cars in which the rustproofing was vastly improved, but for the purposes of this report we shall concentrate on the Series 2 cars introduced in 1986. Featuring vestigial plastic bumpers, a less gratuitously wacky dashboard layout and more sophisticated electronics, these cars represent the CX models to go for. Available in four-door saloon, and five door Safari and Familiale estate editions, the saloon bit the dust in 1989 although the estate versions soldiered on for another year until replaced by the XM in 1990.
A DTR diesel was launched in 1987 to join the three petrol engines, a 2.2-litre all-alloy overhead camshaft ?Douvrin? engine, a rugged 2.5-litre overhead valve engine that was quite thirsty, and the potent turbocharged version thereof, the Turbo II versions boosting power through use of an intercooler to a respectable 168bhp.
WHAT YOU GET 
Quirkiness made metal. The Citroen CX is a bold design statement and one that nowadays oozes style. The saloons are sleek, the CX Safari five seat estate cavernous and the CX Familiale seven-seat estate makes one wonder how modern MPVs ever gained popularity. You?re also getting an item of quite dizzying complexity, so if you?re relying on the AA or a local garage to keep you on the road, you may want to look elsewhere.
WHAT YOU PAY
Condition, model and provenance rather than age are more accurate guides to the CX?s value these days. A poorly maintained last of the line CX25 GTi Turbo is worth beer money whilst a pristine 1986 CX22TRS could fetch £3,000 if a keen collector chanced upon it. The CX 25 Turbo is still the most sought after model, although owners of properly looked after examples may well be unwilling to sell, figuring that here?s a nascent classic in the making. For what it?s worth, the book value of a 1989 CX25GTi Turbo II is £1,000 and that of a 1990 CX Familiale is £100 less.
WHAT TO LOOK FOR
How long have we got? Let?s kick things off with that suspension system. Check that the rear tyres sit flat on the road. If they look badly aligned, chances are the rear suspension bars are out of alignment (usually down to damaged ball joint gaiters) or the rear anti roll bar hasn?t come loose. Bounce each corner of the car up and down a couple of times. A rigid jerkiness to the return usually signals shot suspension spheres, and that will mean recharging or replacing.
The 2.5-litre overhead valve engines are the most durable, and it?s not uncommon to hear of these units breaching the quarter million mile mark with ease. The turbo diesel is a way to offset the petrol engine?s heavy thirst, although the engine block is allegedly made from recycled scrap steel. Unless distilled water and decent grade anti-freeze are used as coolants, trouble can occur. Tap water has been known to dissolve impurities in the block, thus allowing coolant to leak into the cylinders causing a destructive hydraulic lock. Ouch.
Rust was never the problem with the Series 2 cars it was on the early models, but it?s well worth taking a look at the sunroof surrounds, hydraulic pipes, the lower edges of the doors and the chassis members which, incidentally, should never be used as jacking points. Particularly nasty jobs on the CX include changing oil filters, getting to the heater matrix and maintaining the brakes. Sooner or later you may well have to undertake these jobs yourself, but in the meantime you may like to find a car with everything freshly done!
REPLACEMENT PARTS
The key job that will likely need to be undertaken when dealing with a Citroen CX is work on the suspensions spheres. Expect to pay around £25 each to replace a front sphere/accumulator unit and the same to re-gas existing units. To replace rear spheres expect to budget around £85 for a saloon and over £100 each for an estate. The brakes may also need expert TLC and to re-gas a brake accumulator will be around £25 and to replace one will present you with a bill for £40.
ON THE ROAD
Although the strong self-centring feel of the steering certainly takes some getting used to, the CX driving experience is very enjoyable. All cars have a delightfully cushioned ride, although the gas suspension safeguards against the sort of high speed float and wallow that a softly sprung conventional executive car suffers from.
The CX25 GTi is a surprisingly rapid motorway mauler, capable of hitting 60mph in a mere7.6 seconds before running on to 130mph. Even the DTR Turbo can cover the sprint in ten seconds and yet return an average of 30mpg.
OVERALL
If you?re handy with a spanner and love the looks, then go right ahead. Those of limited funds, imagination and mechanical aptitude should perhaps consider a Vauxhall Carlton.
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