citroen cx safari estate for sale

1989 Citroën CX22RS Safari Estate

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Market Summary

The citroën cx (1974 to 1991) market. see similar markets, vehicle history, a timeline of events that we've detected for this vehicle., comparable recent listings. see related attributes next to the score..

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Details about this vehicle - curated by our market specialists..

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Citroën CX Safari Series 2 1974 to 1991

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Buyer’s guide: citroën cx.

Why you’d want a Citroën CX

Citroën CX: what to look for

Citroën CX: on the road

Citroën CX price guide

• Show: £6000
• Average: £2500
• Restoration: £500
• Show: £12,000
• Average: £5000
• Restoration: £1000

Citroën CX history

The owner’s view.

Also consider

Citroën CX: the Classic & Sports Car verdict

• Inexpensive to buy
• Exceptionally comfortable
• Still ideal as everyday transport
• Distinctive, stylish and eye-catching
• Limited parts availability in UK
• Rot-prone and expensive to restore
• Sluggish performance from early diesel models and C-Matic semi-autos

Citroën CX specifications

Malcolm McKay is a regular contributor to Classic & Sports Car

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29 Comments

Best Estate Car? Yes, agreed.

Although I never drove an Estate I did own a 84 CX 2400 IE saloon for a couple of years. Always regretted selling it. What a wonderful car.

Too much large even for European streets . There was also in catalog a 6 Wheels special Citroen CX Wagon for Ambulance purpose only . Hydropneumatic suspension can be advanced, but if they were using a conventional suspension given from house`s Peugeot 504 Station Wagon this would be a very dependable car . Most reliable Estate car of the Seventies ? Again : Peugeot 504 Familiale , it had nothing to envy the more attractive Mercedes Benzes Transporter wagons . Nowadays most Citroen CXs Wagons are stranded , they look pieces of artillery for maniac`s collectors . But the complicated spheres of suspension are their Achilles` toe issue

Nothing complicated about the spheres you get them tested and replaced as required, most get stranded due to incompetent mechanics.

Another fine example of just how much poorer the American car market is once Citroen decided to pull up its tent and return to France. Not that the American buyer, in general, ever had the ability to appreciate their cars.

You can even do this with them! 1980 CX2400 Pallas transporter for sale in Norway now, rebuilt in Sweden and approved for road. Yours for only approx 50k$.

One word answer – YES! And, BTW, it is quicker and easier to replace the spheres than change shocks and dampers on a conventional suspension system….

I have to say that the ability to jack up the suspension that high is pretty compelling to me, for certain obvious reasons.

Yes service height on my C5 means the need for a jack or pit at oilchange time is eliminated, you can drive it like that but there is no suspension its solid extra ride height is almost instantly available at the press of a button for rough ground though the suspension computer does it anyway, pull off the motorway and stop at the first traffic light the car knows and lifts itself from cruising height, and all that stuff still works just as intended after 18 years on the road.

Knowing nothing about it other than the design on paper and its looks, it’s a fantastic car. The tall roof reminds me of my old Corolla All-Trac wagon, or of a friend’s old Lakewood wagon.

Were any smuggled into the US when new? I guess they’re legal now.

“This was not a stiffened up installation to cope with heavy loads, and had self levelling as well.”

I think you stubbed your Achilles’ toe here.

No he didn’t. He meant that it did not require stiffer springs to carry heavy loads. The hydropneumatic suspension automatically adjusted for any weight up to the maximum.

So it was designed for wagon loads from the get go. I wonder how well their engineering held up in practice. A friend had an SM (briefly) with a leak that made the braking button even scarier.

The ribbed underbody panel in front of the wheel is curious.

It’s French. There is a purpose in mind, and it is a brilliant solution to the problem. It might not actually work though.

Not sure there is a maximum we towed a single axle car trailer behind a mates Xantia with a dead Xsara on the trailer engine forward when loaded the car sank to the ground with engine idling as I paid for my parts prize we watched the Xantia lift to level with over 1 tonne on the tow hitch and it rode as normal the entire way home, my C5 will do the same trick but the engine can be off it has an electric suspension pump. Very clever cars.

Those spheres were both cheap and quick to replace and would last 10 years at a time. Did them on my Xantia. Best feature was cornering at speed level the whole way.

I prefer these sculptures to the DS for looks, but I remember chatting to the local French car nut mechanic when I was about 20 in ’88 – this man had opened shop in 1934 and was STILL working – and he reckoned the CX hydraulics were never as good, and neither was the general reliability.

Wagons were very rare here, which is a pity. As I’ve said on this site before, in white, they look like the glorious Sydney Opera House itself.

A very minor point Sir Rog, I’m fairly sure the Dourvin V6 was never fitted to the CX, though the Dourvin four was.

Fantastic. I love these wagons. In hatchback or wagon form, nothing else looks like a CX.

I miss Citroen in the American market. They epitomize the French way of looking at mechanicals. The designs with roominess and comfort are superb. Quirks are to be accepted because they are FRENCH. Look at what America and so much of the auto-making world has done for clearance – Crossovers, AWD’s, 4WD’s. However, I do like the height of SUV’s for visibility but that is because for pleasure driving I enjoy seeing the view. Thanks for a terrific essay on this Citroen. Andre would have been proud of you.

Just i`d say the cheaper and smaller Citroên GS Break has a more clever structure yet sharing the same hydropneumatic suspensions. Those ones who said the CX Estate had easiest spheres to remove and to replace surely they dwell in France or Netherlands . No contest the Citroên CX as an estate is the number one in advanced esthetics and also for space`s loading capacity ( 4,95 metres is a lot of stuff = 20 feet long ) but hardly is the best wagon in history . For a lot of less money there were better choices that didn`t require a thesis` exam for repairs but was enough to ask Tony or Clancy what to do . 1 The Koln made Ford Granada Caravan 2 The Peugeot 504 Diesel Break station 3 The Volvo 245 Wagon 4 The Mercedes Benz 300 TE For the 5th place you can score the Citroên CX Estate altogether all big American boats of their era .

I found one of these CX breaks recently in an abandoned wrecking yard nearby the main area had been cleared and was for rent but some things hadnt been taken, Two 50s Humber Supersnipes ex demolition derby were visible from the road and a Austin A35 and Fiat 500D atop shiping containers couldnt be missed but parked in long grass nearly submerged in it is a Citroen CX break, The local Humber Hillman club know about the Snipes and its odds on the Citroen guys know about the CX so if its worth rescuing it will be, beautifull cars especially in diesel.

Absolutely, the only thing better than a CX estate might be the 3 axled CX Loadrunner, originally made for overnight newspaper delivery.

The engine space is tight since a Wankel trirotor was planned. I’ve read they managed to shoehorn the Douvrin V6 in but Peugeot vetoed it so it wouldn’t compete with the 604. Anyhow the diesels were probably the best you could buy at the time, except for the Turbo 2 porous block casting issues, a consequence of doing it on the cheap in India. The N / A diesels are pretty sedate but indestructible, the Turbo 1 almost as tough while driving like a petrol. Pre 83′ diesels had gear distribution, later they had a cambelt but even if it snaps it usually just bends the pushrods, an easy fix. All CX diesel iterations were the fastest available when they appeared.

No question the CX was beautiful and brilliant when new, but then there was the rust issue . . .

When China opened up in late 70s, this model was imported into China in sone quantities. Both estate and sedan were too avant-garde for the public, people quickly realized French and Italian cars were just a bit better than East European and Soviet cars. But Citroen stays on and still produces various models of its cars in China through joint venture with Dongfeng group, which was later majority stake holder of PSA.. I believe this model was imported in US through a company via grey market in 80s.

It’s difficult to understand the CX if you haven’t driven one for a while, it’s an alien experience, next thing you begin to wonder why all cars aren’t made like this. It rusted no more than other cars of the era, 83′ to 89′ were the best in this regard. The mechanics were bomb proof, including the hydraulics, given a minimum of maintenance.

Probably my all time favourite wagon…sorry estate.

I only ever saw these in the metal in Europe as they were never sold in Australia. They looked huge compared to the sedan I was familiar with.

I’ll have a Series 2 with the GTI Turbo engine please.

I’ve seen enough of them over the years that I suspect they were available here either on special order or through a you-pick-it-up-Europe-delivery scheme that lots of importers used to have. Back in the day, if one was a kiddie car nut – and sadly, one was – one would occasionally spy oddities like, say, a W116 Mercedes with cloth seats and manual transmission. If the buyer stayed away a year and had proof of using it on their Euro-jaunt, there was little or no import tax, a huge saving. And the types switched on to such schemes would be likely be enthusiasts more interested in specs (like manual or wagon) not available off the showroom floor here.

They do look big in the metal, but I never realized till reading this that the wheelbase is that of ’74-’79 Oz Ford LTD!

Driving one of these beautyfull cars in the north of Germany near the Baltic Sea really is a pleasure. I bought a right hand driver in UK and it really is amazing how smooth the car is rolling down the roads. I wouldn`t like to miss it. Peter

After 10 years first time on the road again, still running pretty good.

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1989 Citroën CX22RS Safari Estate

Saleroom notices

1989 Citroën CX 22 RS Safari Estate Registration no. F982 JHO Chassis no. VF7MANS0002NS7710 Engine no. F019531 Launched in October 1974, the CX replaced the iconic DS in the Citroën line-up, inheriting its revolutionary predecessor's hydraulic suspension, brakes and power-assisted steering. One of the last models to be designed entirely 'in-house' prior to the take-over by Peugeot, the CX is considered by many to be the last of the 'true' Citroëns. With its futuristic, aerodynamic, shark-like looks, the CX appeared every bit as different from the herd as the DS had on its arrival 20 years previously. By way of comparison, its introduction came only 12 months after that of the Austin Maxi... Front-wheel drive, of course, the CX would be produced in various forms over the next 17 years, including the luxurious Pallas and Prestige saloons and the cavernous Safari and Familiale estates, and in 1975 was voted 'European Car of the Year'. Today, the idiosyncratic CX is one of the more collectible of modern Citroëns. This 2.2-litre, manual transmission Safari estate was acquired by the current (fourth) owner in 2001, since when it has been used as a daily driver and maintained by a local Citroën specialist. We are advised that the engine runs well but that the chassis, body and paintwork all require attention. Sold strictly as viewed, the car is offered with a V5C registration document. This is an added lot.

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• 4 September 2015, 10:00 - 17:00 BST
• 5 September 2015, 09:00 - 17:00 BST

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Parkers.co.uk – For The Smarter Car Buyer

Other Citroën CX (1983 - 1991) models:

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Available new from: January 1986  -  August 1989

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