Javillac
In 1954, Citroën made history by presenting a revolutionary invention that marked a before and after in terms of comfort and safety; the hydropneumatic suspension. This complex system was the work of Paul Magès, a Citroën employee who lacked engineering knowledge, but who managed to attract the attention of the management of the brand that was always willing to innovate.
The first product to which the hydropneumatic suspension was applied was the old Citroen Traction Avant in 1954, mounted only on the rear axle and serving as a prelude to the legendary Citroën DS, which was launched the following year, created a new way of driving never seen before.
LOOKING FOR AN AFFORDABLE HYDROPNEUMATIC
Almost at the same time as the Citroën DS was born, The brand was already working on an intermediate model to fill the gap between the new top of the range and the popular and spartan 2CV. This is how prototypes such as the 1955 Project C were born: an extremely futuristic car with very aerodynamic shapes.
For 1957 Citroën presents the ID, a more basic version of the DS, which maintained the hydropneumatic suspension but eliminated some more luxurious elements such as power steering and a conventional gearbox, eliminating the semi-automatic system of the DS.
The ID helped popularize sales of the avant-garde car that had been designed by Flaminio Bertoni. This model was on sale until 1969, and during that time period Citroën was working on a successor, like the C60 prototypes, or Project F, which had to be discarded due to its resemblance to the Renault 16
1970: A NEW POPULAR HYDROPNEUMATIC
On March 12, 1970, Citroën made history at the Geneva Motor Show, as they presented two major new models for that year: the Citroën GS and the SM. Although both cars could not be more different from each other, they shared a designer: Robert Opron, who had already worked on the design of the Citroën Dyane and the final restyling of the Citroën DS in 1967.
Previously, at the 1967 Turin Motor Show, the British company BMC presented a very advanced prototype for its time and the work of Pininfarina and called the BMC1800 which never materialized as a production model. However, it shared many features with the GS, and They say this was one of the reasons Citroen held back from adding a tailgate. to the final car. This resulted in a very peculiar trunk access, which requires bending down more than necessary to put packages in, although even with its limitations it has a surprising amount of space.
Aesthetically, its rounded shapes attract attention, They achieve an aerodynamic coefficient of 0,31, a figure that is more than respectable even today and which is better than that of other cars of the brand such as the Citroën SM and even the Citroen CX, making it the most aerodynamic production car of its time.
The GS went on sale in late 1970, and by the following year was awarded the European Car of the Year awardThis title is more than deserved if we take into account the level of equipment that this model offered compared to other competing models such as the Fiat 124 or Renault 12, which were light years away in many cases compared to the qualities of the GS.
His mechanics were also one of his greatest virtues, he was a four-cylinder boxer-type block which was based on the technology perfected by the 2CV, and which was again air-cooled, one of the keys to its longevity. Initially they were manufactured in displacements of just one litre and 55 hp, but shortly afterwards a 1,3-litre block with 65 hp appeared.
THE CURIOUS CASE OF THE CAR MADE IN SPAIN THAT WAS SOLD ABROAD
In the Spanish automobile industry during the sixties and seventies it was almost customary that The new models presented in Europe will be delayed at least a couple of years to make its debut in Spanish dealerships. But the case of the Citroën GS is practically unusual.
Production of the model started in France in 1970, but In 1971, production of the GS began at the Citroën factory in Vigo.Of those first Spanish units there is no more evidence than the images of cars with provincial license plates without letters that were intended to be press units.
It was an open secret that the Citroën GS was already being manufactured in Spain, but it did not go on sale in the country until well into 1973. The GS from the Vigo factory were exported, since the tax regime at the time required that a high percentage of parts had to be manufactured in Spain if they wanted to be marketed in the country, something that was not possible since the entire hydropneumatic system, as well as a long etcetera of components came from France.
However, the laws at the time did allow the export of vehicles if these conditions were not met. For this reason Almost all of the first GSs that left Vigo ended up in Holland, taking advantage of the sea route of the cargo ships returning from the United States loaded with Volkswagens and taking advantage of the return trip before returning again to Germany.
1973: THE GS BEGINS SALES IN SPAIN
After an investment of more than 700 million pesetas at the time, the Citroën GS was finally manufactured in Spain. with a percentage of more than 70% of parts of national production, which over time would increase to 90%, which allowed this avant-garde car to be marketed at a more than competitive price.
Sales began in 1973, and In Spain the range was initially made up of three trim levels; the Citroën GS, the GS Club and finally the top of the range was the Palas, which in the rest of the markets was called Pallas. There was also a family version called Break.
Just as had happened in Europe a few years earlier, the Citroën GS ended up receiving the Car of the Year award in Spain in 1973, the same year it debuted. Its future was promising and it continued to be manufactured and sold in the country until 1986, withstanding the passage of time quite well thanks to constant updates to the range, and the appearance of the GSA, which finally incorporated the fifth door, in 1979. A total of 257.817 Citroën GS and GSA were manufactured in the Galician factory between 1971 and 1986.
CITROËN GS CLUB AS THE PROTAGONIST
The unit used to illustrate this test is a 1975 Citroën GS Club, which was registered new in Granada that same year. This version was the intermediate version of the Spanish range at that time, and had elements that made it easily identified inside as the presence of the tachometer.
This unit has the added charm of being in a very original state of conservation, still preserving much of its first painting on many of its panels, something that is also transferred to its interior, although it was recently reupholstered.
The first thing that catches your eye once inside the GS is its dashboard, which is as futuristic as it is functional. The set is presided over by the single-spoke steering wheel so characteristic of Citroëns of that time, and which allows good visibility of the instrument panel at all times.
Maybe The most confusing thing for the driver is one of the two levers located to the left of the steering wheel and closer to the driver's seat, as it not only activates the indicators, but also serves to honk the horn if pressed forward, and to flash the lights if pressed backwards. The other control is for the windscreen wipers and the lever on the right side of the steering wheel is for the lights.
On the steering column and to the left are four buttons that activate heat or cold in the heating, the heated rear window and the hazard warning lights. Also on the dashboard are a pair of controls for the heating and cooling. the handbrake, which once deactivated integrates perfectly with the rest of the assembly.
Finally, it is worth highlighting the famous magnifying glass frame so characteristic of the first Citroën GS and which works with great precision and is even entertaining to watch in operation. Many people believe that this was an invention of Citroën's ingenuity, but it was actually an element recovered from some pre-war cars that had a similar speedometer.
AT THE WHEEL OF THE GS CLUB
Once you get behind the wheel of the Citroën GS, the first thing that catches your attention is the great comfort with which the brand designed these cars. Beyond the seats, which are also reclining, when you put your feet on the floor The mat is very soft thanks to its thickness of more than one centimetre. which will make the vehicle's occupants travel more comfortably.
When starting off, something this unit does very easily even when cold, you will have to wait a few seconds for the suspension to be in the optimal position for driving. Once in motion, the virtues of hydropneumatics mean that the irregularities of the terrain are only perceptible to the occupants due to the noise that the wheels can make when passing over a pothole, but which minimizes any type of shock in the passenger compartment.
The suspension perfectly complements the car's handling, largely avoiding rolling in tight curves so common in cars of the same era, and transmitting a greater feeling of security to the driver, which is also helped by the presence of front-wheel drive.
A very important point to take into account are the brakes of the GS, which, like in other hydropneumatic models of the firm, also work with LHM fluid. Unlike a conventional pedal in which the travel dictates the effectiveness of braking, In this car the pedal barely moves, stopping the vehicle is a matter of how much pressure to apply. in every situation. For this reason, you should be a bit cautious the first time you drive one of these cars, as their braking is really effective and can lead to a few scares.
Finally, we have to talk about the engine, which In the case of the GS Club it is 1.222 cubic centimeters and 60 HP of power., which allow you to travel at motorway speeds with great ease. This is also achieved in part by a gearbox with a particularly elastic third gear and by its aerodynamic shape, which, as a curious detail, makes it feel like you are cutting through the wind when you release the accelerator, and the car even reaches higher speeds on steep slopes in its favour even when you do not give it more gas.
For all these reasons, this car, which is almost fifty years old, is as surprising today as it was half a century ago, and even more so if one takes into account that the framework of this test was carried out during a long trip to France with three occupants and their respective luggage. Reasons that highlight the slogan “a car that starts where others end”.
| Technical sheet | Citroën GS Club |
| Motor | Forward |
| Displacement | 1.222 cm3 |
| Cylinders | 4 boxer type |
| Diameter x stroke | 77 x 65'6 mm |
| Maximum power | 60 hp/5.750 rpm (DIN) |
| Maximum torque | 8,9 mkg (DIN) at 3.250 rpm |
| Meals | Weber 30 DGS dual-body carburettor |
| Compression | 8,2:1 |
| Fuel | Petrol |
| Traction | Front |
| Gearbox | Four-speed manual + ma, |
| Suspension | Wheels: independent, front and rear Articulation on the chassis: by parallelograms on the front wheels and by arms on the rear wheels Front and rear anti-roll bars Suspension: hydropneumatic The front and rear wheel suspension systems are supplied by a reservoir, a hydropneumatic accumulator equipped with a regulator, a pressure distributor and two correctors. Vehicle height adjustment from the driving position. |
| Address | Zipper |
| Brakes | Discs on all four wheels |
| Length/width/height | 4.120 / 1.608 / 1.349 mm |
| Ways | 1.378/1.328 mm |
| Battle | 2.550 mm |
| Weight | 900 kg |
| Tires | 4,5 x 15 " |
| Tires | 145 SR 15 |
| Deposit | 43 liters |
| Average consumption | 8,1 l / 100 km |
| Maximum speed | 150 km/h |
Images: Javier Ramiro, Citroën, BMC
