Citroën CX 2200 Diesel Autotest by Autocar in 1977 (2024)

Equivalent model to CX2200 Super,with 2.2-litre diesel engine.
Little noise or refinement penalty; valuable gains in economy;reasonable performance.
Good stability and steering, predictable cornering and superb ridecomfort.
Excess nose weight gives slight tendency to lock up in heavy braking,but brake response very good.
A potentially long-life low cost car of great comfort and spaciousness

OURRECENT foreign touring number revealed the tremendous differencebetween petrol and diesel prices on the Continent, particularly inFrance where diesel costs only about half as much as derv. With thisdiscrepancy in its favour, as well as the potentially better economy,it is astonishing that almost every Frenchman does not run a dieselcar, and even more surprising that it was only last year - following apreliminary announcement at the 1975 Frankfurt Show - that Citroenadded diesel cars to their range.

Only one diesel unitis available, known as the M22.621, and it is offered for the Safariestate car as well as the saloon tested here. Derived from a Citroencommercial unit first launched in the C35 van in 1975, the engine is anin~line four-cylinder unit with capacity of 2,175 c.c. It has exactlythe same bore and stroke as the 2200 petrol engine, but compression israised from the normal 9-to-1 of the petrol unit to 22.25-to-1. It is apushrod ohv engine, with high-mounted side camshaft driven by pinion.As for all the CX range, the engine is mounted transversely at thefront, driving the front wheels, and leans forward at an angle of 30deg to the vertical.

In diesel form, theengine_produces 66 bhp instead of 112 bhp (both figures DIN), andreaches peak output 1,000 rpm lower, at 4,500 rpm. The reduction' inpeak torque is much less marked, with 93 lb. ft. available at 2,750rpm, against the 123 at 3,500 rpm value for the 2200 petrol unit.

Barecomparison of performance figures for the diesel give a falseimpression that it is a lot slower than it proves to be on the road. Anacceleration time of over 20 sec to reach 60 mph from rest is on a parwith some of the bigger motor caravans, and is getting on for twice aslong as the 2200 petrol car takes. By the time the diesel hasaccelerated through the gears to 80 mph, the petrol version would havereached well over 100 mph.

For many buyers, however,all out acceleration is not a topic for major concern, and we shouldemphasize that all the time we had the Citroen diesel we were impressedby its relative liveliness, rather than despondent at the sluggishnessimplied by the acceleration figures.

To a great degreethis is due to the sensible spacing of the gears, which allows the bestuse to be made of the engine, The indirect ratios are all the same asfor the petrol car, but a slightly lower overall ratio is produced byuse of 13/62 reduction gears to give a 4.77-to-1 final drive againstthe 2200’s 4.58. Top gear is a slightly geared-up indirect ratio togive a 3.81 overall ratio in top, and an effective 19.3 mph at 1,000rpm.

Maximum speeds in the indirect gears are 24 (whichis on the high side for a diesel car’s first gear), 42 and 66 mph. Bythe time these limits are approached one can sense that further revvingis of no avail and that a change up is due, and this does mean that onecan sometimes feel the engine is running out of revs rather early whenovertaking in third. If so, the gear change is so good and positivethat no effective time is lost in a quick change up to top.

Thereis a popular misconception of diesels that they produce a great deal oftorque at low revs. This is perhaps owed to the type of vehicle forwhich diesel engines are usually developed, and in a high speed dieselfor car use the reverse is true: response at low speeds is somewhatlacking. The car calls for free use of that very sturdy and easilymanageable gearbox to get the best out of it. What is noticed is theeffect of the heavier flywheel, whose great inertia enabled the car tosurprise the testers with a shriek of wheel-spin when making its fullpower starts from the line. It helps, for smooth progression throughthe gears, to keep the throttle partly open.

Dieselcars generally have improved greatly in terms of control simplicity inrecent years, and the old days of separate start and stop controls havepassed. The Citroen is right up to date in this respect, having just asingle key control for the engine combined with a steering column lock.For a cold start it is turned first to the warm-up position, whichactivates the glow plugs in the cylinder head for initial starting. Ared warning light comes on to reveal that the pre-heater plugs areswitched on, and the key can be left at this position until the warninglight goes out.

On one morning of bitter frost, we leftthe key at this warm-up position while de-icing the windows, and by thetime this operation was completed in four minutes, the light was stillshowing, yet an immediate start was possible and no doubt would havebeen much earlier. The tell-tale soon goes out once the engine starts,and in more normal weather we found that a 20-second warm-up spell withthe pre-heater plugs was adequate for a first time start. It seemed tohelp, also, to use the starter without opening the throttle at all. Theengine would begin to fire after about three or four seconds running onthe starter motor, and was then ready for full power almostimmediately. There seemed none of the usual delay associated with acold petrol engine, and when driving off one notices the lack of watervapour from the exhaust.

On switching off, the key isjust turned to the off position, locking the steering, and the enginestops with a slight convulsion as it comes to rest against the heavycompression.

One’s neighbours will soon be aware thatone is running a diesel car, and they will hear every departure sincethe engine is very noisy to anyone outside, especially when it is coldand has not had time for the clearances to reduce with metal expansion.Inside the car, the noise level is extremely well suppressed and iscertainly not objectionable. It is a little more noisy than theequivalent Citroen petrol car, but the difference is not very great,and is certainly not sufficient for an unknowledgeable passenger tonotice. any difference. When passing between buildings, especially witha window open, the clatter echoed, back reminds one that the quietnessinside is owed to excellent insulation of the bulkhead, and that foroutside observers it is very noisy indeed.

Ahead of itscompetitors in many respects, this Citroen diesel is exceptionallysmooth; it pulls strongly over a reasonably wide rev range, and thereis no snatch or abrupt loss of power when it is taken up to thegoverned rev limit at 5,000 rpm in the indirect gears. On motorways theCitroen diesel proved well able to sustain the sort of 80-85 mph whichis the norm for today’s business car traffic, and its ultimate maximumspeed on the level of 89 mph can be exceeded downhill withoutover-revving since the governor allows a 5,000 rpm maximum engine speed.

Above: Theengine itself is very different in appearance from that of the petrolCX and has different air intake arrangements, but otherwise under thebonnet is the same crowded but surprisingly accessible scene

Right: Only an extra "D" on the nameplate instantly tells this is a diesel car, so prominent notices on andabove the filler flap are necessary

Upper partof facia panel is moulded in polyurethane, with the separateinstruments and control panel mounted on it. Fingertip controls on theflying saucer-shaped panel are for indicators, horn, windscreenwipers/washers, and hazard warning on the left-hand extension andheadlamps, flasher, dipswitch and panel rheostat on the right-hand one.Instruments are (from left to right) clock, speedometer, total and tripmileage recorders, pre-heater telltale, battery condition and fuel tankcontents gauges, and there is a comprehensive row of warning lamps setabove the instruments. On the right of the cubby hole alongside thesteering column is a check gauge for engine oil level. The centreconsole houses a fresh air grille, the radio, directional fresh airvents, ashtray, cigarette lighter and controls for electric windowlifts, heated rear window, and interior lamp. The heater controls arefore and aft slide levers set alongside the handbrake (behind thegearlever).

Brakes `

Ventilateddisc brakes are fitted all round, and there is a pressure limitingvalve in the line to the rear brakes. There is very strong servoassistance, such that only 40 lb load on the pedal, which is littlemore than is needed to work the clutch, gave 75 per cent efficiency.When first tested, on wet roads, this proved almost the maximumobtainable before the car began to skid. On dry roads, a 95 per centstop is obtainable. Fade tests at three-quarters of maximum speed (68mph) produced consistent, unaffected results.

A sturdypull-up handbrake to the left of the driving seats (sic) holds the carsecurely and coped easily with the 1-in-3 test hill. Surprisingly, inview of the limited power and fairly high bottom gear, the car provedable to restart on this very testing gradient.

Comfort, fittings and equipment

Commentsin our recent Citroen Safari Long Term Report need to be repeated inrespect of the 2200D, concerning the unsuitability of the car for coldweather. The door locks are so prone to freeze up that it proved almostessential to leave the car unlocked at night, and the output of theheater is slow to build up and is inadequate for a frosty morning. Bestdelivery is from the central vents on the console, though most peopleprefer to have the warm air blowing directly on to their feet.

Inother respects, the Citroen is a generously equipped, well-appointedand very comfortable car. There is a lockable drop-down glove boxbeneath the facia in front of the passenger, plus an open pigeon holeto the right of the steering column. All instruments and switches areneatly grouped in and around the broad hooded nascelle (sic), and thesingle spoke steering wheel (a Citroen tradition dating back to theoriginal DS of 1955) gives an unobstructive (sic) view of theinstruments.

The speedometer is digital, its figuresbeing enlarged by a lens in the face of the instrument. A thumb wheelprotruding beneath the finger-tip switch block on the right controlsits illumination, which is independent of the side lamps. No revcounter is fitted, and the space normally occupied by this on petrolmodels houses the pre-heater telltale. The background featuresCitroen’s chevron trademark, and it seems rather pointless for this tobe illuminated as well. A clock with second hand is fitted to the leftof the speedometer, and a fuel gauge and battery capacity indicator arein the matching square on the right.

The single wiperblade, centrally mounted, clears a large area of the screen, and itsswitch control is so conveniently placed for trigger operation by thedriver’s left hand on the wheel that the lack of any intermittentaction or linked wash/wipe system is not a nuisance.

Theseats are extremely comfortable, well-shaped, and have a measure ofvertical adjustment as well as a lever to provide notched settings ofthe backrest. The front windows are electrically operated by a switcheither side of the gear lever. Matching switches farther back controlthe heated rear window and interior lamp, which is adequately brightfor map-reading at night.

Wind noise level isexcellently low, so is the amount of road noise from the wheels oncoarse surfaces. We do not consider these assessments to be influencedin relation to the rather higher than usual degree of engine noise.

Distinctiveand aerodynamically efficient shape has marked the bigger Citroens forover 20 years. The streamlining is proportionately more advantageouswith 66 bhp of diesel instead of 112 bhp of the outwardly identicalpetrol 2200

Unusualand futuristic style extends to the interior, where seats front andrear provide great comfort. Matching of moulded door handles with onepiece door mouldings is not the neatest feature. Windows on thisversion are electrically operated at front, manual at the rear; absenceof winders on front doors provides extra pocket space

Where it fits in

In all important respects, the equipment and furnishingofthe diesel are the same as for the CX2400 Super; the CX2200 petrol isno longer listed. Exceptions are deletion of the rev counter and(obviously) the choke with its related warning light, and automatic(C-matic) transmission is not available. It is priced between the Superand Pallas versions of the 2400

Bootis deeper than CX’s exterior appearance might suggest, and the sill isdown at the bumper line making loading of heavy objects easy. Floor isflat and unimpeded by spare wheel, which lives under the bonnet

PRICES:
Basic £4,0l6.00
Special Car Tax £334.67
VAT £348.05
Total (in GB) £4,698.72

Seat Belts, inertia reel standard
Licence £40.00
Delivery charge (London) £27.00
Number plates £5.50
Total on the Road
(exc insurance) £4,771.22
Insurance Group 6

EXTRAS (inc VAT)
Motorola radio* £42.75
*Fitted to test car
TOTAL AS TESTED ON THE ROAD £4,813.97