General information about the model:
The Citroën BX (1982 to 1994) was a bestseller with around two and a half million units built.
Nevertheless, the mid-range model has long been misunderstood as a classic.
Many lovers of the traditional brand are either into the duck, i.e. the small car evergreen 2CV and its derivatives (such as the Dyane).
Or they have a weakness for the big old Citroën such as DS, SM or CX.
"The middle class has always been the least popular in the scene," says Markus Willach from the André Citroën Club (ACC)
The very inexpensive Citroën BX also got the legendary, once brand-typical hydropneumatics. Instead of conventional shock absorbers, a combination of spring cylinders and spring balls, one half of which is filled with nitrogen and separated from the hydraulic fluid by a membrane, ensures extremely soft suspension. In contrast to the DS or CX, the designers installed conventional McPherson struts at the front of the smaller BX. "That's why the cushioning isn't quite as soft, but it's still very comfortable," explains Markus Willach.
Visually, Citroën dared a lot with the BX. Compared to staid notchback sedans like the Audi 80 or Opel Ascona, the French looked extravagant, even futuristic. The angular lines reveal who created the face of the BX: Marcello Gandini, who otherwise designed wedge-shaped sports cars - including style icons such as Lamborghini Countach and Lancia Stratos. The Citroën BX Break - the hardly less conspicuous station wagon version - was developed by the French design office Heuliez.
The technology came off the shelf.
After Peugeot took over Citroën, the BX was an early model of the platform era.
As many components as possible should come off the corporate shelves, which improves the spare parts inventory today.
What was special about the BX was that some add-on parts such as the bonnet and trunk lid were made of fiberglass-reinforced plastic.
The lightweight construction made it possible to weigh only 900 to 1,100 kilograms when empty - depending on the equipment and engine.
The 1.4-liter basic petrol engine with around 70 hp is therefore still sufficient for comfortable progress today.
The BX16 with 90 hp and the BX19 with up to 109 hp are faster.
The top models were called GTi (120 HP / 128 HP with Kat) and GTi 16V with 160 HP (with Kat 147 HP).
In addition, the BX was available as an economical, quite leisurely diesel (60 to 90 hp).
Cranked windows, plain fabrics, no power steering: the comfort equipment was quite sparse in the basic model.
The so-called magnifying glass speedometer is cult today - the numbers rotate on a roller and are magnified by a magnifying glass.
A BX could be upgraded for a surcharge - with electric windows, velor or leather seats, ABS, sunroof or air conditioning.
There were also various special models.
The BX Digit with LCD speedometer display and on-board computer in the weird eighties style is particularly popular with collectors today.
With the facelift in 1986, the BX got an optical facelift.
The yellow indicators became white and bigger, the bumpers modified.
In addition, the interior was completely new and more conventional, the magnifying glass speedometer was no longer available in the second series.
In 1989 the BX 4WD with permanent all-wheel drive finally came into the range.
In 1992 the new Xantia replaced the BX sedan, and in 1994 the break was over.
Why that of all people?
If you want first-class driving comfort, you don't have to buy a luxury sedan - Citroën proved that 40 years ago with the BX.
The hydropneumatics make the car a litter, only over manhole covers and other bumps does the BX not slide quite as elegantly as the "goddess" DS (La Déesse) and the other large Citroën.
"Otherwise it drives really very smoothly," says expert Markus Willach. Soft doesn't mean spongy like an American sledge. »The BX can be moved very quickly, even in curves. It leans there, but doesn't lose its grip, «says Willach, who owns two BX GTi.
GTi as an acronym for the fast touring car, that goes well with the BX.
Although the dimensions are rather compact and petite, the space in the interior is surprisingly large.
The large rear spoiler is typical of the eighties and was standard with the GTi, with the 16V widened sills and wheel arches were added at the rear.
But also a "normal" Citroën BX polarized, today people are turning to it all the more.
The reactions are mixed, as Markus Willach observes: Some hold their thumbs up.
“Others say: what an ugly car.” At least a BX isn't boring.
In the nineties, the design became more arbitrary - not only at Citroën.
Availability:
Despite high production numbers, the supply is greatly reduced, many BX fell victim to the scrapping bonus and were exported or scrapped.
This particularly affected the diesel models.
Today the smaller petrol engines of the later years of construction predominate.
Early, original BX from the first series are rare and sought-after.
The break has also become rare.
In general, it is worth taking a look at the Benelux and France, where there is a larger range of veterans.
Spare parts supply:
Technical parts for the engine, brakes or exhaust system are easily available, a result of large-scale production.
It becomes difficult when replacing specific components such as struts, body and interior.
Sheet metal parts are only used.
In the interior, too, it will be difficult to find replacements for broken levers, switches or special fabrics.
The clubs are most likely to be of assistance here.
They also know when certain components - such as the lines for the hydraulics - are reproduced.
Spare part prices (exemplary):
Starter: approx. 100 euros
Used fenders: approx. 40 euros
Toothed belt with water pump: approx. 50 euros
Set of front brakes: approx. 65 euros
Weak points:
Corrosion is an issue, especially with the first series. A BX often rusts in the dark. If you take a closer look, you will discover gammel behind bumpers, taillights or in the engine compartment on top of the wheel arches. If the damage adds up, it is better to distance yourself from it: The price for a complex restoration usually exceeds the vehicle's value. The motors, however, are robust and achieve high mileage, provided the timing belt is changed regularly (around every seven years). Because many BX were kicked as everyday cars, maintenance backlogs are a basic problem.
In order to test whether the shock absorbers are in order, you should bring the BX manually with the adjustment lever from the lowest to the highest position and vice versa.
"This has to be done smoothly, without the feeling that the struts are getting stuck," explains Markus Willach.
Defective swing arm bearings can be recognized by the knock-knees, i.e. negative camber on the rear axle, particularly visible in the highest position.
This can go so far that the wheels drag in the wheel arch.
This should be repaired as soon as possible, as the swing arms can run in themselves.
The transmission rarely causes problems, and the optional four-speed automatic from ZF also has a good reputation.
The all-wheel drive version is not recommended: The transfer case is undersized and often defective.
Spare parts are only used and expensive to procure.
Price:
Citroën BX to be rebuilt used to be available for a case of beer, drivable copies with TÜV for 1000 euros.
In the meantime, you have to plan around 3500 euros for a decent copy.
Well-maintained BX with good equipment and especially GTis go up to the 10,000 euro mark.
Contact points on the Internet:
www.andre-citroen-club.de
https://bx.hotsurface.de/
www.citroenorigins.de/de/autos/bx
www.bxparts.eu/de/
