(//%5Bimg%5Dhttp://shrani.si/files/cxanfacese7u.jpg)[/IMG]
V začetku 70-ih let prejšnjega stoletja je Boginja ? DS začela postajati zastarela v mnogih pogledih, zato so si pri Citroenu postavili vprašanje: Kaj bi lahko nadomestilo nenadomestljivo vozilo?
Odgovor: Samo nekaj kar bi bilo še boljše od predhodnice!
Za stilistično plat so si sposodili in dodelali obliko GS-a tako, da je vozilo postalo še bolj aerodinamično. Sistem krmiljenja imenovan DIRAVI (po fr. Direction rappel asser IV so si sposodili od športno-prestižnega SM-a ter dodali hidropnevmatsko vzmetenje. Na žalost zaradi visokih razvojnih stroškov CX-a in naftne krize, ki je 74. leta prizadela Evropo in druge države sveta, Citroen ni bil več sposoben izdelovati vozil kot samostojno podjetje. Na pomoč mu je priskočilo podjetje Peugeot, ki je skupaj s Citroenom ustanovil PSA group.
CX je prvič videl luč konec avgusta 1974 leta, tovarna zgrajena v mestu Alunay (južno od Pariza) pa leto poprej. Najprej so se na tržišču pojavila dva bencinska motorja serija CX 2000 in CX 2200. šele ko je bil CX čez čas bolj zrel se je na tržišče pripeljala tudi dizelska izvedba podhranjena različica z 66 konjskimi močmi in 2200ccm motorjem, ki se je čez čas prelevil v znan model 25TDR z 2500ccm turbo dizelskim motorjem. Najbolj zanimiv podatek je ta, da so v deželi CX-ov največ prodali le teh z dizelskim motorjem.. Na francoskih cestah se je vozilo kar 48% dizelskih izvedb CX-ov.
Prav tako so povišanju kubatur sledili tudi bencinski motorji, kateri so bili sposobni dosegati (140mph). Poleg pet vratne različice so pričeli izdelovati tudi karavansko (Break-francosko, Estate li Safari-angleško), katera je uporabnost samega modela razširila tudi za ljudi z večjimi življenjskimi potrebami ( slednji so imeli na razpolago tudi po 7 sedežev). Ta razširjena in bolj prostorska verzija modela je kasneje zaradi svoje veličine nudila najprimernejšo platformo oz. podvozje za najbolj znan model Citroen CX-a imenovan Prestige. Ta je predstavljal sam vrh CX-ove flote saj je bil prvotno namenjen kot predsedničko in ministrsko vozilo, katero je moralo izkazovati prestižnost in grandioznost modela. Ta motor je vseboval motor z direktnim vbrizgom katerega so si sposodili iz GTI modela. Na slednjemu je bil montiran C-matic-ov ročni in avtomatski menjalnik.
Poletje leta 1977 je model CX ugledal tudi športno različico motorja. S pomočjo Bosh-evega L-Jetronic direktnega vbrizga je športna različica z GTI in z 2400ccm motorjem razvijala (128bhp). Za razliko od ostalih modelov je ta imela lita platišča, športne sedeže in sprednje meglenke.
Leto 1978 je bilo najboljše leto za CX-a. Prodanih je bilo 132.675 enot, zato so naslednje leto poslali na tržišče ekonomična modela z imenom Athena (s štiristopenjskim menjalnikom) in Reflex (petstopenjskim menjalnikom). Dodali so jim novo paleto barv, el. Pomik stekel in ogledal.
Dolgo pričakovana posodobljena verzija je prispela leta 85., ki je imela za razliko od predhodnih modelov plastične odbijače, aerodinamična vzvratna ogledala, povsem novo sprednjo masko kar pa je najbolj pomembno drastično spremenjeno notranjost. Podjetje Messrs Heuliez je priznano podjetje, ki je 89 dobilo koncesijo za izdelovanje oz. predelavo karavanskih izvedb cx-a v podaljšana vozila namenjena prevozu bolnikov.
ZAKLJUÈEK
Tako kot vsakemu modelu se je tudi 17 letnemu modelu citroena bližal konec svoje kariere. V ta namen so inženirji iz razvojnega oddelka pri Citroenu pričeli načrtovat naslednika z novim imenom XM (predhodno obravnavan kot DX ) ? popačenka brez pomena oz. kratica, ki naj bi asocirala na DS in CX . Leto 1991 je sinonim za konec dolge dobe CX-a in začetek nove dobe naslednika z imenom XM, naslednika ki bi ponosno nadomestil 17 let dolgo tradicijo prestižnega modela.
Sestavil in napisal gigo
(//%5Bimg%5Dhttp://shrani.si/files/cxghostgsim1.jpg)[/IMG]
(//%5Bimg%5Dhttp://shrani.si/files/adcx7803sin2.jpg)[/IMG]
Za ta članek se morm zahvalit Vojkotu. članek je v makaron?čini je pa izzrazito detajlen. Primerek najlepšega gti serje ena po mojem mnenju.
Da bo imel gigo kaj brati
rad bi "stunal" CX, temna stekla...
tt
Te
tTestKoKCitroen
Test iz leta 1984...1.DEL
AUTOCAR?S ROAD TEST:
SPORTY CX GTI SPINS ONWARD The body shell of the Citroen CX GTi Turbo may be virtually the same as the CX designs of a decade ago, But impressive innovations adorn the 1985 model. Andrew Kirk reports; Andrew Yeadon provides the photography THE LATEST Citroen is the fastest CX ever made and a car which the company sees as a worthy successor to the legendary Citroen SM. The car is the CX GTi Turbo, based on the body shell which, as long ago as 1974, replaced the ageing DS. Ten years ago the current public awareness of drag coefficients did not exist but it is worth recalling that the DS had an impressivelv low coefficient of 0.37. With the CX GTi Turbo, that has been reduced to 0.36. The CX GTi Turbo does not look that different from the less powerful CX GTi and the changes made are of a restrained but sporty nature. Distinctive alloy wheels, with letter T cutouts, come equipped with the widest tyres ever fitted to a production Citroen: Michelin TRX 210/55 VR 390 low profile radials. The wide footprint tyres plus the equally large remotely operated door mirrors effectively raise the drag factor but a newly-designed rear spoiler has brought the figure back down to Cd 0.36. Discreet turbo badging on the front wings, T symbols, blacked out window trim and a distinctive twin exhaust tail pipe add to the visual transformation. The real changes are under bonnet and, in simple terms, involve the Citroen engineers bolting on a turbocharger. In reality, of course, this is not quite so straightforward a job. The same 2500cc engine of the GTi is used but in turbo guise it has the compression ratio reduced from 8.75:1 to 7.75:1 to help lower detonation. The crossflow combustion chambers are modified and the pistons feature flat crowns in an effort to reduce heat build up. Engine response is aided with the addition of a modified iniet manifold which is reduced in size. The turbo boosts to a maximum of 8 psi and is largely responsible for upping the power output from the 138 bhp of the GTi to 168 bhp at 5000 rpm for the GTi Turbo. TURBOS ARE renowned for their ability to increase power output with useful benefits in improved torque, and this latter aspect is fully exploited. A Garrett AiResearch T3 unit is fitted - the ideal size for the engine capacity - and the installation is tailored to develop peak torque of 217 lb ft at only 3250 rpm. Rather than concentrate on out-and-out acceleration Citroen has chosen to improve pick-up and, even at 1,500 rpm, there is a very usable 144 lb ft torque. As a result, there is ample power for quick overtaking manoeuvres and enough engine fiexibility to avoid having to snatch the gears to get the revs up.
With acceleration from rest, there is plenty of wheelspin and the car launches well, but the impression of speed is masked by the high level of interior refinement.
From start, 60 mph appears in only 8.6 seconds; an excellent figure considering that the GTi Turbo tips the scales at over 3,000 lb. The car gets to 100 mph in 24.3 seconds and with great ease. The engine is quite rough at low revs but smooths out over 2,000 rpm. Upwards of this figure a careful eye must be kept on the revcounter, especially in first and second gears, to avoid hitting the engine ignition cutout at 6.000 rpm as the boost comes in. The transition from part to full throttle as boost comes in gives only a slight lag with smooth take-up and an impressive power surge. Annoying, from a test point of view, is that two gear changes are necessarv to reach 60 mph. Second gear runs up to 55 mph at 6,000 rpm and the second to third change. which does not like to be hurried, means that it is a matter of polished technique to achieve a 0-60 mph figure nearer the claimed time of 8 seconds.
Acceleration in both fourth and fifth gears shows the impressive torque to the full. The 30 to 50 mph time in fourth of 6.7 seconds is in fact slightly slower than the 6.5 seconds it takes from 60 to 80 mph when the engine is boosting more efficiently.
Maximum speed is reached in fifth gear and clocked a rather disappointing 126 mph compared to the Citroen claim of 136 mph. Our car had only 1,700 miles on the clock at the time of testing but even so we would hardly have expected such a large difference between the two figures. The car did produce a downwind burst to 128 mph but would go no faster. The overall maximum corresponds to 5 000 rpm, spot on peak power from the 25.19 mph/1,000 rpm top gear. Theoretically the car is capable of acceleration above peak power provided the power curve is right and we suspect that on a long straight run the claimed. 136 mph may be possible, corresponding to only a 400 rpm rise under present gearing.
ECONOMY
WHETHER THE car is driven hard or not, the variation in fuel consumption is only marginal. Our car returned 20.1 mpg overall - slightly better than the claimed 20.1 mpg for the urban cycle, and the figures varied onlv between 18.3 and 21.4 mpg throughout the 800 mile test period. The Turbo's thirst is matched by a tank which even at 15 gallons, needs more frequent filling than one might first imagine. We managed a best of 237 miles and a worst figure of 209 miles between fills. Fortunately, the car brims quickly and has a wide filler neck.
EVEN AFTER a seven day familiarisation period we would want more time behind the wheel to get to grips with Citroen's self-centring power-assisted steering. Through the selfcentring effect is a great help in keeping the car pointing in the right direction at speed - it ploughs on arrow straight whatever the conditions or speed - it can become a hindrance in parking.
Sometimes situations arise where you would prefer to have the wheels pointing in a certain direction when stationary, but this is not possible as they automatically revert to straight ahead as soon as you let go ofthe wheel, whether the engine is running or not. The steering also has a certain amount of dead feel if the wheel is turned from side to side and it is difficult to tell whether the wheels are moving or not due to that lack of feel. On a happier note, with only 2.5 turns from lock to lock tight manoeuvres are easily managed. If the steering is open to criticism, the suspension is less so. The familiar CX hydropneumatic system is retained but is suitably uprated in Turbo guise to handle the increase in power. Damping rates are increased and thicker diameter front and rear anti roll bars substituted. The system provides the familiar Citroen soft ride combined with superb bump absorption. The ride height is constantlv adjusted via the built-in selflevelling and, for such a big car, the CX handles very well indeed. Understeer is the predominant factor when cornering hard and the rear can be provoked to break away - but only in a very gentle way - if vou shut the throttle. The car does not react violently and it is easy enough to regain control.
The suspension does most of the work to keep level and slight steering tion is all that is require the tail back on line. It does not feel as if th rolling to any major exte when on the limit and the s sion passes through a ve feel to the driver. Even w inside rear wheel lifts, w does without too much provocation as a result of the stiffening, the car remains As with the steerin brakes take some time to to., though they are much to cope with. In typically fashion maximum pedal tr less than lin. and pedal e bare minimum, a point bac by the fact that only a 43 lb load is necessary to achie deceleration. Though they feel over se at low speed, you are thank their efficiency at high spe it is here that the brakes f well matched to the powe put. Their performance i pressive and throughout th tests pedal pressure started 20-24 lb and never incr above 28-36 lb. Clearly th wheel discs - with ventil up-front - are more than adequate. The handbrake also proved adequate on the 1 in 3 test whether facing up or down.
BEHIND THE WHEEL
THE INSTRUMENT cowl is familiar to CX owners, but the gauges are totally new. Conventional pointer gauges are fitted in a smart and compact group and the black faced instruments, with white numbers and bright orange pointers, look both purposeful and neat. The larger speedometer and tachometer are flanked to the left by smaller oil temperature and water temperature gauges and, to the right, by fuel and oil pressure gauges; the latter also doubles as a dipstick level indicator. Set into the tachometer is the turbo boost gauge and, in the speedometer, a milometer and trip. Citroen have retained the familiar rocker switch arrangement for indicators and main beam, plus the fingertip controls for horn and headlamp fiash.
These allow the driver to keep both hands on the wheel in the ten to two driving position. Switches for lights and wipers hang beneath these and are fiddly at first, but easy enough once familiarised. The pedal arrangement is comfortable and the pedals are well spaced for easy operation. The clutch pedal has 5in travel and is pleasantly light at only 28 lb. A 15 in steering wheel is fitted, quite a smart leather-bound design with the word turbo embossed in the centre section. However, most drivers will find the wheel too large in diameter as a splayed legs driving style has to be adopted. Steering effort is sufficiently light that a smaller wheel would not affect it detrimentally. The problem of limited driver legroom could also be alleviated to a large degree if the front section of the seat could be lowered. The base can be dropped at the rear to give more headroom and rake is adjustable too, but not the front. Another solution would be to make the steering column adjustable. We quite liked the feel of the seats on first acquaintance but changed our minds after six hundred test miles behind the wheel. You sit in, rather than on, them and, with little air circulation to the body, the position gets very hot and stuffy the longer you drive. The backrest does not give very good support either. In what feels like the optimum setting your back is pushed forward at the base of the spine. Consequently, the base feels too soft and the backrest too hard.
CX 25
2.DEL
REFINEMENT
THE BIG Citroen really comes into its own at high speed where it will cruise effortlessly for hours on end. You only need touch the throttie to send it surging on and the response is always impressive, whatever the speed. There is plenty of tyre roar from the fat footprint Michelins and a deep roar resonates round the interior compartment at high speed. The front windows whistie a bit at anything over 70 mph, as if they are not properly shut, and often the car was much quieter if they were re-closed. Starting from cold is trouble free. The starter motor is quite loud but always whirs the engine into life first time and the automatic choke works well during the short initial warm up period.
SAFETY
THE CX dates back to 1974. It has seen little change in body design and construction since then and has the usual in-built safety features designed to protect the occupants in an accident. The inclusion of a rigid passenger compartment with extra support to the seat belts means that they operate properlv in emergencies. The interior is designed for impact absorption and to quote from Citroen information "the material responds to the fragility of human organs" though fortunately we never had the misfortune to put this claim to the test. The CX feels a big safe car with its large crumple zones and we liked the real metal bumpers, which are such a rare feature these days, although they could be a source of injury to pedestrians as they certainly "give" less than conventional plastic bumpers. Rear seat belts are only an accessory at the moment but Citroen are taking a step in the right direction by offering them as an option for 1985. Safety accessories include a child harness, carrycot restraint, safety seat for use both in and out of the car and a raised cushion for use with an existing three point adult belt which is suitable for children from about three years old upwards. Since the model is of continental Europe origin, it is taken for granted that all aspects of its design meet international safety regulations instituted to date.
LIVING WITH THE
THERE APPEARS to be a fair amount of wasted space inside the CX which is best illustrated by the large concave shaped dashboard. This is beneficial in giving a roomy feel to front seat passengers, but it could have provided additional cubby space. A locking glove compartment of reasonable size sits below this, and small but deep door pockets are included, suitable for rolled up maps and the like. The only otherstorage areaisanarrowslot in the dashboard to the right of the wheel. This is also very deep and means that coins and other small items are difficult to retrieve. Fresh air ventilation is adequate but the inclusion of a predominantly black and grey interior has resulted in a stuffy cockpit in warm weather if the fan is not kept running. Fortunately the fan is quiet enough on the first setting so as not to cause passenger discomfort. Two small eyeball type vents on either side of the dashboard and two rectangular vents to the centre are fitted. The heater output is enough to cope with severe misting and is aided in this by a quick acting heated rear window, operated by a roof mounted switch. Heating and ventilation controls are housed in a centre console between the front seats and consist of three slide controls. These are easy to operate though you have to glance down for a split second to make sure the right lever has been selected. Forward visibility is very good, thanks to the large screen and sloping bonnet, though steeply angled windscreen posts do create large blind spots. One piece side windows, with power assistance controlled by centrally mounted switches, are usefully large and the only real problem areais when you lookthrough the rear view mirror. Though the screen is big it is also steeply raked and the addition of the large rear spoiler reduces rearward vision to a slit. This is adequate for most driving situations but not quite so good when parking or reversing - though the large door mirrors help matters considerably. Interior space is ample for four average-sized adults, but the long thin cigar shape has meant that sacrifices have been made in this area compared to its rivals. Six footers will experience difficulties with rear seat headroom, but eutouts in the front seats are provided to give improved legroom. Rear passengers also benefit from a pull down centre armrest, sun visors for each side window and twin pull up perforated blinds fixed to the parcel shelf to cut down glare from the rear screen. You could be forgiven for thinking that the GTi Turbo is a hatchback with its similarities in styling but this is not the case, The car has a conventionai boot of average proportions, but one which could be easily increased if Citroen were to fit a folding rear passenger seat. The sill is usefully low and the boot lid raises high to further aid loading.
TECHNICAL FOCUS
CITROEN STARTS with the 2500cc engine block of the CX GTi. It is fitted with a forged steel crankshaft, wet cast iron liners, steel connecting rods, light alloy flat topped pistons and alloy cross flow cylinder head equipped with two valves per cylinder. The camshaft is mounted in the block and operates the rockers via conventional tappets and push rods. To this layout is matched a Garrett AiResearch T3 turbocharger, chosen as the optimum size for the engine capacity and this delivers the suitably charged air of up to 8psi boost via the specially cast inlet manifold into the combustion chambers. These feature a low 7.75: 1 compression ratio to further reduce detonation problems. Fuel supply is by electronic injection using the Bosch L-Jetronic system which includes an engine speed limiter. An "over-pressure" sensor on the turbo also activates fuel cut-off if necessarv. Solid state integrated electronic ignition - similar to that used in the CX GTi incorporating a knock sensor, alters the ignition timing at the onset of detonation. This has no moving parts so theoretically no wear either. By current state-of-the-art turbo installations the big Citroen has a straightforward, but perhaps primitive, turbo system since it is devoid of the more favoured intercooling. In simple terms the intercooler is a small radiator that cools the air from the turbo before it is delivered back into the engine. Such a cooling process increases the density of charged air which has the effect of producing more power. It has been omitted on the CX because of a lack of under bonnet space, because the existing ignition knock and retard facility do the job well enough and because Citroen see the existing power output as adequate
AUTOCAR?S VERDICT
WE WERE impressed with the effortless performance and high levels of reflnement but similarly unimpressed with the only average fuel consumption, limited range and unconventional steering. The brakes we came to like but we would have to live with the car for a much longer period to get to grips with the self-centring steering system. No doubt Citroen drivers will have little difficulty in adapting to the CX GTi Turbo but drivers of other makes will find the transition more of a problem. Overall, we felt that there were other cars that offered as much if not more in this particular market sector. The Renault 25 V6 Injection is the first car that springs to mind at only around £500 more. Performance is similar - torque not quite so good - and economy similar, but the Renault is more spacious more modern in interior layout and has better ergonomics. Another contender in the £13,000 region is the BMW 528i and, although the sheet metal is now perhaps a little dated. it is still good value for money. Besides the glorious performance from the 2.8-litre fuel injected straight six there is also classwinning fuel economy. In addition, it is a well accomphshed drivers' car, which is what this sector of the market is all about. For this reason we have given it our top vote. Though much more expensive at £17,013 we get the impression that buying an Audi 200 Turbo is also money well spent. Some would argue that the car is not so different from the equally excellent Audi 100 to warrant such expense , but a session behind the wheel is enough to convert most. Given the available space it can be wound up to 142mph, which is no mean feat considering the Audi is down on power compared to its rivals. If a booted car is preferred, then the choice is between the Audi and BMW, though the first has slightly more space at 20 cu.ft. Both better the Citroen's 17.9 cu.ft. Hatchback alternatives are the Rover and Renault but the two German cars get our overall vote as the most accomplished all rounders.
in ?e 3.DEL....
PERFORMANCE
Maximum speeds
Gear mph km/h rpm
Top (best) 128 206 5010
4th 115 185 6000
3th 84 135 6000
2nd 55 88 6000
1st 32 51 6000
Acceleration from rest
True mph Time (secs) Speedo Mph
30 2.8 32
40 4.2 43
50 5.9 52
60 8.6 62
70 11.3 74
80 14.8 85
90 18.0 95
100 24.3 105
110 35.2 117
Acceleration in each gear
mph Top 4th 3rd 2nd
10-30 - 11.3 6.5 3.7
20-40 13.6 8.2 4.8 2.9
30-50 10.9 6.7 3.9 3.1
40-60 8.6 5.7 3.9 -
50-70 8.4 5.9 4.7 -
60-80 9.8 6.5 6.7 -
70-90 10.8 7.5 - -
80-100 11.4 9.2 - -
90-110 15.0 - - -
Standing 1/4 mile : 16.7 secs 83mph
Standing km : 30.2 secs 106 mph
Autocar 24th October 1984
S tem da ti si dal zraven fotke series2 modela - ki so ga začeli delati z modelnim letom '86. Test se pa naNaša na series1 GTi Turba. Razlika je predvsem vizuelna (je pa zelo velika)
To je delo AUTOCAR-a. Jaz sem dodal to kar je bilo v tem testu. Slike se ne dajo zraven kopirat tako, da sem jih pa? dal posebej.
No, kot obljubljeno nekaj za ljubimce CX-ov.
P.S. Se matram nekaj z OCR-jem, da bi obstoječi text prevedel v Angle?ki jezik. Bomo videli če mi bo uspelo.
Yugoslavija je imela CX sanitet francosi pa CX Ambulance.
Da ne bo samo literatura, nabrana po internetu, evo ?e en "Naš" prospekt:
Cimos Citroen CX
Mene pa zanima kolko stane registracija cx z certifikatom starodobnika in kolik?na je poraba ?e vzamemo recimo 2.0 motor?
Registracija ostane taka kot je, zavarovanja pa pla?a? samo 10%, samo ?e hoče? certifikat se moraš včlanit v enega od oldtimer klubov. Poraba cx 20 je pa okoli 10l+-.
Aha.Kaj pa ?e ga primerjamo z gs 1.3. kakšna pa je tam poraba in kakšne so razlike med avtomobiloma razen moči in dol?ine?
ja za 1.3 nevem vem pa da 1.2 porabi le malo manj(9l/100km) od cx 20.
oj, dobro uštiman GS 1.2 s 5 stopenjskim menjalnikom porabi poleti med 7 in 8 litri, pozimi pa kak liter ve?. To je nekaj relacije in nekaj vsakodnevnega drajsanja. 1.3 GS pije ?e manj in ob?utno boljše gre. Na 3000 km dolgi relaciji s polno naločenim avtom nam je 1.3/5p GS porabil okroglo 7 l/100km.
A.M. 5.5. 1987 Cx ne bo ve? najhitrej?i serijski dizel
o porabi GS pritrjujem roku. po?re?nej?i so GS s 4 stopenjskim menjalnikom, sploh ob hitrej?i vožnji, saj je 4. prestava zelo kratka in si takoj v visokih obratih. prevozil sem po dobrih 50tkm z GS 1,2 s 5p menjalnikom ter z GSA 1,3 prav tako s petstopenjskim menjalnikom, povprečna celoletna poraba pri obeh je okrog 7,7.
ja no 5 stopenjskih pa kar mrgoli ane:BigThumbs:pa 1.3 so bile zelo dobre mašine zato jih je pa tudi toliko ostalo
1.3 niso bili nič kaj slab?i motorji od drugih, ?e je le imel ?ofer občutek za vožnjo in vzdrževanje. 1.3 motor ima v nizkih obratih precej ve? moči, pa se da to zlorabljat - v hrib s ?etrto prestavo pri 2000 obratih, samo zračno hlajenje tega ne tolerira prav dolgo, motor se za?ne pregrevatm olje se razred?i in odmi?ne gredi se obrabijo. Kriza je poleti ali pa spomladi, ko so ljudje pri višjih temperaturah ?e vedno vozili z zimsko masko.
Ima pa tudi vi?jo kompresijo kot 1.2 in ne mara nizkooktanskega goriva. Skratka - ?e poznaš njegove ?ibkosti se boš dolgo vozil z njim. Brez vzdrževanja in s ciglom na gasu pa takointako noben avto ne gre ve?no ;-)
5 stopenjskih menjalnikov res ni bilo v nekdanji Jugoslaviji ampak ?e se res potrudi? ga ?e nekje izvoha?.
Jaz se ne spoznam na gs-e preveč pa sem napisal to kar vem, vem pa da se je večina mojih sogovornikov ki imajo gs-e pritočevala nad porabo in ravno nasprotno je pri cx-u 20.
Lucit, res je, GSov niso delali s 5p menjalniki, predelat ga moraš sam. tudi GAjev je bila večina s 4p, vendar s podalj?ano 4. prestavo. GSAji 1,3 so imeli večinoma 5p menjalnike - 2 varianti: s krajšimi in daljčimi prestavnimi razmerji. v GS(A) paše tudi menjalnik od oltcita.
GSov 1,3 je po moji oceni ostalo proporcialno podobno, kot jih je bilo pri nas prodanih glede na ostale modele. je pa ta model za obnovo menj atraktiven zaradi skromnej?e opreme, slab?ih materialov in videza notranjosti ...
v 30 letih pa? večina avtov pride pre?, nekatere zavr?ejo, drugi imajo karambol, nekateri zgnijejo, nekaterim gre tudi mašina. mehaniki in lastniki pravijo, da je veliko GSov ?lo na odpad, ker se lastniki niso odločili za precej drago menjavo tesnil na motorjih, ki so puščali recimo liter olja na 1000km (posledica takšnega puščanja olja pri GSu so lahko zelo nevarne - mastni diski in s tem slabo zaviranje oz. zaNašanje pri zaviranju). tudi ventili pri teh motorjih niso samonastavljivi - ?e jih koliko toliko redno ne ?tela?, hitro katerega skuri?. slabo olje in pregrevanje povzroči hitro obrabo odmičnih gredi. za pregrevanje je poleg vzrokov, ki jih je Naštel rok, krivo ?e opuščanje ?iščenja oljnega hladilnika. veliko (biv?ih) lastnikov govori tudi o doseganju hitrosti 170 km/h ali ve? - pri GS 1,3 pomeni to 7000 obratov in ve? ...
En zapis o luksuzni limuzini. Cx prestige :-), letnik 1976.
Septembra 1975 je ta skromen katalog napovedal prihod CX-a Prestige.
Kako je z rezervnimi deli za youngtimerje? Zmagal je volvo 240, tako po dobavljivosti, kot cenovno
sem bral en članek o karavanih
Citroen Cx karavan je (74-91) je bil z skoraj 5 metri najdaljši evropejec. Brez velikih predelav je bil reševalno ali pogrebno vozilo
tole so zapisali na žurnal24, so cx uvrstili med najpožrešnejše avte
Citroën CX 2400 GTi (1978; 2,4 l/128 KM)
Eksplozivni citroën s 128 KM. v zameno jemlje 17 litrov.
Po moje so brihte mal pomešali SM pa CX ... CX je bil v 70ih primer varčnosti (glede na velikost in rang avtomobila), SM pa primer pijanca brez meje (kar ga je ob energetski krizi tudi navsezadnje pokopalo) ...
Kar se karavanov tiče - CX in XM karavan sta po uporabni prostornini prtljažnika dolgo veljala za največji evropski karavan - vsak v svojem času, seveda. Me pa zanima kako se odneseta v direktni medsebojni primerjavi ...
Citat od: garac;51195tole so zapisali na žurnal24, so cx uvrstili med najpožrešnejše avte
Citroën CX 2400 GTi (1978; 2,4 l/128 KM)
Eksplozivni citroën s 128 KM. v zameno jemlje 17 litrov.
Edini požrešni so bili tej novinarji da take pišejo. 17 litrov so spili oni za šakom pomoje.
Citat od: gigo;50[/IMG]
V ta namen so inženirji iz razvojnega oddelka pri Citroenu pričeli načrtovat naslednika z novim imenom XM - popačenka brez pomena oz. kratica, ki naj bi asocirala na DS in CX.
Sicer je tema o CX - ampak bom pa zapisal nekaj o imenu njegovega naslednika.
"popačenka brez pomena" je v resnici imela zelo velik pomen. V njej se sicer ni skrivalo niti ime CX niti ime DS. Se je pa skrivalo prav tako žlahtno ime SM.
Namreč - po analogiji tistega časa je bil logičen naslednik CXa seveda DX. Vendar je to zvenelo preveč "čudno". Obenem je bil XM konkreten korak naprej pri dizajnu ipd - in so to želeli dodatno poudariti. Ker so vanj vgradili V6 motor - so se odločili, da je to spet vredno posebnega poudarka.
Torej?
Poiščeš zadnji pred XMovski Citroën s šestakom, dodaš logično ime po principu abecede, malo premečeš vrstni red in zapišeš z enačbo:
dX + sM = XM
CX počasi prihaja med modele, ki se jih splača kupiti, saj bo njihova cena po napovedih lahko le še višja, nižja nič več. Podobno, kot BMW 850, opel calibra in podobni youngtimerji.
Vesela novica.
Pa XM-a se tudi opazi na sliki ;)
Cx Athena
Že od malega je sanjal o DS in Cx ... dokler ni našel enega, ki je bil registriran na njegov rojstni dan ...
(Cx Athena, registriran konec 1979, oprema nekje v sredini med osnovnim Reflex in bogatim Pallas)
(Automobilismo d'epoca, Februar 2011)
Še članek o CX-u iz "Ruoteclassiche" , februar 2011
Citat od: Gox;91468Že od malega je sanjal o DS in Cx ... dokler ni našel enega, ki je bil registriran na njegov rojstni dan ...
Podobno kot jaz - tudi moja žaba je bila prvič registrirana na moj rojstni dan, le letnik je starejši.
Citat od: Lovro;91491Podobno kot jaz - tudi moja žaba je bila prvič registrirana na moj rojstni dan, le letnik je starejši.
Moja je pa isti letnik kot jaz
Autocar 24 April 1976
Citroën's CX factory
AS IS now generally well known, Peugeot recently merged with Citroën in a manner not altogether dissimilar to the way Leyland merged with BMH. Peugeot provided new strength, in cash and management terms. But what did they inherit as Citroën's side of the bargain? Judging by a recent visit to the newest Citroën factory at Aulnay, near Paris, the answer could be quite a lot.
It was the financial strain of setting up Aulnay, at present entirely devoted to CX production, that helped make Citroën's financial position untenable. On the other hand it is working: a superb modern factory already producing 500 cars a day from two eight-hour shifts and with plenty of scope for expansion. The CX has of course done very well. and its current production rate exceeds that of the old D-series in its heyday. None the less the plan is that as it expands, Aulnay will phase in a second model. A very small one? No, said Citroën, and left it at that. One is left to speculate on the still-existent gap in the Citroën range between the GS and the CX which would be so handily filled by a car of about 1.600 c.c. and roughly the same wheelbase as the Chrysler Alpine.
As yet Aulnay is far from being a "vertically integrated" plant in which raw materials enter at one end and finished cars emerge from the other. There is no foundry, no press shop even, and the whole vast place is in effect just an assembly building - so far. The pressings and some sub-assemblies come from Rennes in Brittany, the engines from the smaller, older Citroën factories in Paris; the suspension units come from Caen, the transmissions from Metz. Citroën obviously depend on good communications. The factory has its own railway marshalling yard and lies alongside the A1 motorway which runs north from the capital.
Very soon, Aulnay will lie in the "crook of the elbow" formed by the A1 and the new Paris outer orbital motorway. While the roads are good, Aulnay is not well served by public transport and depends on many of its workers arriving bycar, or in a fleet of nearly 100 Citroën-owned buses.The immediate impression made on a factory tourist is one of space. The main shops are very large: much of the floor space is taken up with several tracks moving in parallel. The scheduling of production depends entirely on computers (and there is no building for stock, only to order) and the overhead mechanical handling systems are very advanced. Specially-designed trays carrying complete "kits" of parts - all the internal trim items, for example - shuttle their way from store to line.
Apparently it was a design aim of the factory to eliminate the fork-lift truck as far as was practicable and certainly there were very few in evidence. Great emphasis is also laid on making the tracks wide and flat enough for workers to travel along with the job, moving back to the next station when they finish.
Aulnay is not heavily manned in relation to its size. There are 5,500 workers in total, of whom 4,800 are on the production lines. The proportion of immigrant labour is high, well over half, with Vietnamese as well as North Africans very much in evidence.
The production task is of course simplified by, having to produce only one model, though these days the CX comes in a number of variations. The standard saloon has been joined by the estate car somewhat behind schedule, one gathers, running properly for a couple of months only, accounting for about 10 per cent of production but increasing), the Diesel (16 per cent of all CX production) and a surprising number of the longer-wheelbase Prestige saloons. Body welding-up is done in large, fully-automatic jigs rather than the welding robots which are achieving wide popularity elsewhere; much of the machinery is French. So far, 140.000 CXs have been built in less than three years with 25 per cent - the proportion is rising - going for export.
At the moment the body assembly shop is noticeably "loose" with an air of relative leisure and several empty stations on each line. It is noteworthy that Aulnay's expansion plans call for a press shop, and doubled final assembly capacity, but no increase in the body assembly facility. Clearly this is big enough already, and it means also that Citroën (and Peugeot) are more or less committed to carrying through the Aulnay expansion plans in full. By that time it should be capable of producing well over 1,000 cars a day. When this capacity is added to that of the enormous Rennes factory, which employs l2,000 people and builds all GS and Ami 8 models, one begins to realise that in the next decade Citroën - let alone Peugeot-Citroën - will be a force to be reckoned with.
Vir: Citroënët (http://www.citroenet.org.uk/miscellaneous/cx-factory/autocar.html)
...
...
...
...
...
...
...
...
...
Tole imam na mizi v salonu že dalj časa, a vedno pozbim skenirati.
Prevzeto iz BH magazina Auto Plus, številka, december 2011:argue1:
http://www.siol.net/avtomoto/novice/kratke/2014/08/citroen_cx_40_let.aspx
Zanimiv prispevek o Cx-u na tem linku...http://drive-my.com/en/retro-carss/item/1762-citroen-cx-buyers-guide.html
http://www.autoslavia.com/hidraulicna-lada-u-vazduhoplovnoj-luci/#.VkxpeRtFDmQ
Evo še prestige: http://www.autoslavia.com/prestiz-na-krilima-marseljeze/#.Vo1zgCt3XIU
Zelo lep avto, samo želiš si lahko takega.
Kaj vse človek najde, ko gleda Cx-e na netu...
Ena prvih verzij...verjetno letnik 1974...
Èe se malo presurfa, se najde še slike novih 43 let starih avtov v salonih...Toyote npr...
Tule, bi pa šel na dopust...
http://stav.ba/varosha-grad-duhova/
https://oppositelock.kinja.com/abandoned-for-40-years-varosha-cyprus-1497994771
Še en link...
https://www.theatlantic.com/photo/2014/04/frozen-in-time-the-cyprus-buffer-zone/100714/
V bistvu čisto nov CX iz Anglije, glede na stran volana. Oni Toyoti na zadnji sliki pa sta v bistvu nova avta iz salona.
Enkrat sem gledo neko oddajo in če me spomin ne vara so govorili o tej seriji toyot baje dosegajo konkretne $.
it makes you go hmmm
Sam so v bafer zoni tko da ne preideš ne not in ne vn. No vsaj z avtom ne. Ali pač?
Da se čovjek naježi.
Zanimiva povezava na članek.
http://youngtimer.rs/index.php/2020/05/28/hot-papers-overnight/
Èlovek se uči dokler je živ. Izredno poučen članek.
Tudi Doug DeMuro ga je malo pobližje pogledal.
https://www.youtube.com/watch?v=bPaz4vRPKuo