Ситроен BX: История и особенности французского хэтчбека.

The Citroën BX is a large family car which was produced by the French manufacturer Citroën from 1982 to 1994. In total, 2,315,739 BXs were built during its 12 year history. The hatchback was discontinued in 1993 with the arrival of the Xantia, but the estate continued for another year. The BX was designed to be lightweight, using particularly few body parts, including many made from plastics.

The Citroën BX was announced in June 1982, but its commercial life really only began in the Autumn of that year, under the Eiffel Tower. The BX was designed to replace the successful small family car Citroën GS/GSA that was launched in 1970, with a larger vehicle (although the GSA continued until 1986). The French advertising campaign used the slogan "J'aime, j'aime, j'aime" showing the car accompanied by music written specially by Julien Clerc. The British advertising campaign used the slogan "Loves Driving, Hates Garages", reflecting the effort of Citroën to promote the reduced maintenance costs of the BX, over the higher than average maintenance costs of the technologically advanced GS/GSA; while still performing in the Citroën style on the road. The angular hatchback was designed by Marcello Gandini of Bertone, based on his unused design for the British 1977 Reliant FW11 concept and his 1979 Volvo Tundra concept car. It was the second car to benefit from the merger of Peugeot and Citroën in 1976, the first being the Citroën Visa launched in 1978. The BX shared its platform with the more conventional 405 that appeared in 1987, except the rear suspension which is from a Peugeot 305 Break. Among the features that set the car apart from the competition was the traditional Citroën hydropneumatic self levelling suspension, extensive use of plastic body panels (bonnet, tailgate, bumpers), and front and rear disc brakes. The BX was launched onto the right hand drive UK market in August 1983, initially only with 1.4 and 1.6 petrol engines, although by 1986 it had been joined by more engine options as well as a five door estate model. The BX enjoyed a four year run as the UK's best selling diesel engine car from 1987, and was one of the most popular foreign built cars there during the second half of the 1980s. However, just 485 examples were remaining on Britain's roads by February 2016. The BX dispensed with the air cooled, flat four engine which powered the GS, and replaced it with the new PSA group XY, TU and XU series of petrol engines in 1360 cc, 1580 cc and, from 1984, 1905 cc displacements. A 1124 cc engine, very unusual in a car of this size, was also available in countries where car tax was a direct function of engine capacity, such as Ireland, Italy, Portugal and Greece. The 1.1 and 1.4 models used the PSA X engine (known widely as the "Douvrin" or "Suitcase Engine"), the product of an earlier Peugeot/Renault joint venture, and already fitted in the Peugeot 104 and Renault 14. It was produced in a new engine plant at Trémery built specifically for this purpose, and was later introduced in a larger 1.9 litre version and saw long service in a variety of Peugeots and Citroëns. In 1984 power steering became optional, welcome particularly in the diesel models. In the late 1980s, a four wheel drive system and turbodiesel engines were introduced. The majority of BX built received a five speed manual transmission. A four speed automatic by ZF was introduced as an option on the 16 RS and TRS in July 1984, and added to the 19 TRD in February 1986. In July 1988, the automatic became an available option on the 19 GTI and the TRi/TZi Break (the precise models vary in some markets).

In 1986 the Phase II BX was launched. The interior and dashboard was redesigned to be more conventional looking than the original, which used Citroën's idiosyncratic "satellite" switchgear, and "bathroom scale" speedometer. These were replaced with more conventional stalks for light and wipers and analogue instruments. The earlier GT (and Sport) models already had a "normal" speedometer and tachometer. The exterior was also slightly updated, with new more rounded bumpers, flared wheelarches to accept wider tyres, new and improved mirrors and the front indicators replaced with larger clear ones which fitted flush with the headlights. The elderly Douvrin engine was replaced by the newer TU series engine on the 1.4 litre models, although it continued to be installed in the tiny BX11 until 1992. 1988 saw the launch of the BX Turbo Diesel, which was praised by the motoring press. The BX diesel was already a strong seller, but the Turbo model brought new levels of refinement and performance to the diesel market, which brought an end to the common notion that diesel cars were slow and noisy. Diesel Car magazine said of the BX "We can think of no other car currently on sale in the UK that comes anywhere near approaching the BX Turbo's combination of performance, accommodation and economy".

In 1989, the BX range had further minor revisions and specification improvements made to it, including smoked rear lamp units, new wheel trims and interior fabrics. Winning many Towcar of the Year awards, the BX was renowned as a tow car (as was its larger sister, the CX), especially the diesel models, due to their power and economy combined with the self levelling suspension. The biggest problem of the BX was its variable build quality, compared to its competition. In 1983, one quarter of the production needed "touchups" before they could be shipped. Later models were better built, but the reputation had been tarnished. It had been partially replaced by the smaller ZX in early 1991, but its key replacement was the slightly larger Xantia that went on sale at the beginning of 1993, when the BX hatchback was discontinued, although the estate models lasted into the following year, when the estate version of the Xantia was launched.

As well as the normal BX, Citroën produced the BX Sport from 1985 to 1987. During this period, Citroën produced 7,500 BX Sports; 2,500 in the first series, then an extra 5,000 due to its sales success. Rated at at 5800 rpm and equipped with dual twin barrel carburettors, the BX Sport was the most powerful BX in production at that time. The engine modifications, including a reshaped combustion chamber and larger valves, were developed by famous French tuner Danielson.

Citroën entered Group B rallying with the BX in 1986. The specially designed rally BX was called the BX 4TC and bore little resemblance to the standard BX. It had a very long nose because the engine (a turbocharger fitted version of Chrysler Europe's Simca Type 180 engine) was mounted longitudinally, unlike in the regular BX. The engine was downsized to 2,141.5 cc (from 2,155 cc) to stay under the three litre limit after FIA's multiplication factor of 1.4 was applied. The rally version of the BX also featured the unique hydropneumatic suspension, and the five speed manual gearbox from the Citroën SM. The rear axle was from the rear wheel drive Peugeot 505, with a carbon fibre prop shaft. Because of the Group B regulations, 200 street versions of the 4TC also had to be built, with a at 5,250 rpm version of the N9TE engine. With only a fraction of the original 200 examples remaining, the 4TC is now highly sought after. While a few privateers continued to campaign the BX 4TC Evolution in the French rallycross championships, Citroën pressured them to stop and by 1989 the competition history of the BX 4TC came to a final end. There was also a special export model, the BX16 GTi, using the XU5JA engine from the Peugeot 205 GTi 1.6. Top speed is .

In May 1987, a 16 valve version of the GTi was launched. This was the first mass produced French car to be fitted with a 16 valve engine. A DOHC twin exhaust port cylinder head, based on that of the Peugeot 205 Turbo 16 Group B rally car was bolted to an uprated version of the 1905 cc XU9 8v alloy engine block as fitted to the BX GTi and Peugeot 205 GTi. The result was the XU9J4; a naturally aspirated 1.9 L engine, (also fitted to the phase 1 Peugeot 405 Mi16) producing and of torque. More specifically, it produced a specific output of 84 bhp/litre, which for a fixed cam timing, naturally aspirated engine was fairly impressive at the time. This helped "rocket" the BX to in 7.6 seconds (0 60 mph (97 km/h) in 7.4 seconds) and then in 19.9 seconds before then finally stopping at a top speed of Anti lock brakes were fitted as standard. Its side skirts made it easily recognizable from all other BX models. In 1990, the facelift of the 16V gave the car a new lease of life. The updated car came with new fibreglass bumpers, anthracite painted wheels, smoked taillight lenses, and a redesigned rear spoiler. These cosmetic changes made the car look even more distinctive from other BXs. There were also a few subtle changes made to the car's performance, the most noticeable being harder suspension and a thicker anti roll bar, which improved handling. The BX 16V was found to be faster around a race track than the "in house" competitor Peugeot 405 Mi16 in a test in the Swedish motoring magazine Teknikens Värld. Also in Sweden, young driver Magnus Gustafsson competed successfully in rally with a group A tuned BX 16V. The engine produced and Gustafsson was second in the Swedish International Rally 1993 in the A7 category.

Citroën BX Petrol (gasoline) engines Model Engine family/type Engine capacitycc Max. Power Max. Torque Fuel feed Catalytic converter 0–100 km/h (0 62 mph) Top speed YearsBX 11PSA Renault XW3 1124 at 6250 rpm at 2750 rpm1 chamber carbNo17.3 s150 km/h (93 mph)1986–1988BX 11PSA TU1/K at 5800 rpm at 3200 rpm1 chamber carbNo16.3 s154 km/h (96 mph)1988–1991BX 14PSA Renault XY7 1360 at 5500 rpm at 2500 rpm1 chamber carbNo14.1 s162 km/h(101 mph)1982–1986BX 14PSA Renault XY7 at 5000 rpm at 2500 rpm1 chamber carbYes18.5 s154 km/h(96 mph)1986–1989BX 14PSA Renault XY6B at 5750 rpm at 3000 rpm2 chamber carbNo13.5 s163 km/h(101 mph)1982–1989BX 14PSA TU3 A/K at 5600 rpm at 3400 rpmCarburettorNo14.9 s167 km/h(104 mph)1989–1992BX 14PSA TU3 at 6200 rpm at 4000 rpmFuel injectionYes13.3 s170 km/h(106 mph)1989–1994BX 15PSA XU5 1C1580 at 5600 rpm at 2800 rpm1 chamber carbNo12.6 s170 km/h(106 mph)1986–1992BX 15PSA XU5 1C(? )1580 at 5600 rpm at 3400 rpmCarburettorYes14.1 s165 km/h(103 mph)1988–1990BX 16PSA XU5 2C1580 at 6000 rpm at 3500 rpm 2 chamber carbNo11.5 s176 km/h(109 mph)1982–1983BX 16PSA XU5 2C1580 at 6000 rpm at 3500 rpm No11.3 s176 km/h(109 mph)1983–1984BX 16PSA XU5 2C1580 at 6000 rpm at 3250 rpm No11.3 s176 km/h(109 mph)1984–1992BX 16PSA XU51580 at 5600 rpm at 3500 rpmCarburettor Yes 14.9 s 167 km/h 104 mph) 1986–1988BX 16 TGIPSA XU5 M3/Z1580 at 6000 rpm at 3000 rpmFuel injection Yes12.6 s174 km/h (108 mph)1989–1994BX 16PSA XU5 J (180A)1580 at 6250 rpm at 4000 rpmBosch Jetronic Fuel injectionNo11.0 s185 km/h(115 mph)1986–1990BX 16PSA XU5 JA (B6D)1580 at 6250 rpm at 3000 rpmBosch Jetronic Fuel injectionNo10.2 s194 km/h(121 mph)1988–1992BX 19PSA XU9 S1905 at 5600 rpm at 3000 rpm2 chamber carbNo10.0 s185 km/h(115 mph)1984–1989BX 19PSA XU9 J1/Z1905 at 6000 rpm at 3000 rpmFuel injectionYes14.1 s180 km/h(112 mph)1986–1989BX 19PSA XU9 2C1905 at 6000 rpm at 3500 rpm2 chamber carbNo10.7 s187 km/h(116 mph)1989–1992BX 19PSA XU9M1905 at 6000 rpm at 3000 rpmFuel injectionYes10.9 s189 km/h(117 mph)1989–1993BX 19PSA XU9 J2 (D6D) 1905 at 5500 rpm at 2750 rpmFuel injectionNo9.1 s192 km/h(119 mph)1990–1994BX 19PSA XU9 J2 (D6A)1905 at 6000 rpm at 3000 rpmFuel injectionYes10.9 s189 km/h(117 mph)1990–1994BX Sport PSA XU9 4C1905 at 5800 rpm at 4200 rpm2 x 2 chamber carbsNo8.9 s195 km/h(121 mph)1985–1986BX 19 GTiPSA XU9 J21905 at 5500 rpm at 4500 rpmBosch Jetronic Fuel injectionNo8.5 s198 km/h(123 mph)1986–1990BX 19 GTi/TZiPSA XU9 JAZ1905 at 5500 rpm at 2750 rpmBosch Motronic Fuel injectionNo8.9 s198 km/h(123 mph)1990–1994BX 19PSA XU9 JAZ1905 at 6000 rpm at 3000 rpmBosch Motronic Fuel injectionYes10.9 s196 km/h(122 mph)1990–1993BX 19PSA XU9 J4 / D6C (MI16) 1905 at 6500 rpm at 5000 rpmBosch Motronic Fuel injectionNo8.6 s220 km/h(137 mph)1987–1992BX 19PSA XU9 J4/Z / DFW (MI16)1905 at 6400 rpm at 5000 rpmBosch Motronic Fuel injectionYes9.6 s215 km/h(134 mph)1988–1993BX 4TC(Group B rally special)2141turbocharged at 5250 rpm at 2750 rpmBosch K Jetronic Fuel injectionNo7.5 s220 km/h(137 mph)1985Citroën BX Diesel engines Model Engine family/type Engine capacitycc Max. Power Max. Torque Fuel feed Catalytic converter 0–100 km/h (0 62 mph) Top speed YearBX 17 DPSA XUD7/K1769 at 4600 rpm at 2000 rpmSwirl chamberNo17.2 s155 km/h(96 mph)1985–1992BX 17 D TurboPSA XUD7 TE1769 at 4300 rpm at 2000 rpmSwirl chamberNo10.8 s180 km/h(112 mph)1988–1992BX 17 D TurboPSA XUD7 TE1769 at 4300 rpm at 2100 rpmSwirl chamberYes11.0 s180 km/h(112 mph)1992–1994BX 19 DPSA XUD91905 at 4600 rpm at 2000 rpmSwirl chamberNo15.5 s157 km/h(98 mph)1983–1987BX 19 DPSA XUD9 A1905 at 4600 rpm at 2000 rpmSwirl chamberNo16.3 s165 km/h(103 mph)1987–1992

A version of the BX with an extended fiberglass roof and no rear seat called the BX Van was produced in Finland. At the time vans had to pay a smaller registration tax than passenger cars so people wanted to be able to register the BX as a van. The regular BX estate couldn't be registered as a van in Finland because Finnish law required vans to have a cargo space at least 130 centimeters high and 2.5m3 in cargo volume, lengthwise measured awkwardly from inner boot lid to the bottom of steering wheel. The higher roof was achieved by cutting off the original steel roof and replacing it with a large box made of fiberglass. The BX Van was quite popular and over 2000 of them were sold. A different van version was marketed in Ireland. This was directly based upon the shape of the estate but with rear doors and windows removed.