Miguel Sánchez
Some vehicles are so extensively produced that we hardly ever notice them. They become so common, so common, that they are not properly valued until the passage of time does its work. Moment in which they are already outside our fleet, replaced by more advanced models to which the same thing will happen. However, the truth is that time always passes. Creating reflections on the mechanical importance of these vehicles with the arrival of key anniversaries.
One of them is celebrating Citroën this year, commemorating the thirty years of the ZX and therefore its entry into the world of classics. At least if we abide by the rules and guidelines set by the International Federation of Historic Vehicles (FIVA). Three decades that once again put on the table the importance that this model had in the history of the French brand, which faced the beginning of the nineties with the gap left after the GSA ceased production in 1986.
Situation that made it lack an intermediate model between the AX utility and the popular BX saloon. Just the gap that every massive manufacturer must have well covered to reach the largest possible audience: the so-called C segment. The one where commercial successes such as the VW Golf, the Renault 19 or the Fiat Bravo and Brava are included. Competitors of the Citroën ZX, which sold 2.130.600 units thanks to its versatility, simplicity and mechanical elements such as the self-steering rear axle. The touch of innovation that reminds us of being in front of a true Citroën.
CITROËN ZX. THE UNEXPECTED TRIUMPH OF SOBRIETY
For any generalist brand, bearing the signature of a well-known body builder is a plus of quality. In fact, this is often prominently displayed both in advertising and on the vehicle itself as a sign of differentiation from other popular models. In this sense, Citroën used this resource to dress many of its models with a futuristic and original aesthetic. To do this, he relied on Bertone pencils, who in 1989 introduced the XM lines. The top-of-the-range sedan at Citroën, standard bearer of an aesthetic with which the brand reaffirmed its always marked experimental character within the generalist sphere.
However, it is interesting to see how just two years after the launch of XM, just the opposite happened. Something that is seen in the lines of the Citroën ZX, which exude a pleasant and practical appearance unable to stand out or impact. Of course, not bad either, since The main virtue of this model is to understand the bland in a positive way in order to reach the widest and most serene audience possible.. Just the opposite of what has been achieved by the always colorful and controversial Bertone designs. Used to not leaving anyone indifferent like Citroën and many of its daring models.
However, the curious thing about all this is that the brand's style center had the support of Bertone in the design of the N2. Prototype of the future Citroën ZX, for which various studies were made, among which those of Bertone were discarded. And that they adapted elements of the XM to our popular protagonist, thus helping to create a well-defined brand image. Something in which it seems the direction was not interested, finally choosing the much more moderate and soft designs signed by his style center in Vélizy. Thus, the Citroën ZX is a curious case of a massive car that, having been differentiated with a signature design, opted for something simpler and more conventional.
DIRECTIONAL REAR AXLE. A POINT OF DIFFERENTIATION
At this point many of you will be thinking that the Citroën ZX did not have the personality of the brand. However, despite not having hydropneumatic suspensions or a groundbreaking body, this mid-range car did carry Citroën's own seal of technological differentiation. The proof of this is its self-steering rear axle. A mechanical innovation within its segment to better pass the curves, making the rear wheels turn in time with the front wheels anchored on rubber studs that put it in a floating position. A point as attractive as it is new, which together with the model's successes in competition gave the ZX a halo of quality.
Also, the livability was good. Element that was combined with the good ride comfort usual in the Citroën of the C and D segments. However, a few years after its launch, the sales of the Citroën ZX began to falter despite having three and five-door versions next to the station wagon. All this punctuated with the interesting 16-valve version, which served as a sports variant in the style of the GTIs of the moment. Insufficient to save the ZX from the end of production, which in 1998 saw the end to be replaced by the Xsara.
With a slight styling update, the ZX has continued to be built in China.
A renewal with which the brand undertook a new commercial strategy within the PSA Group. Within which it left a great echo, since the Xsara continued to use the chassis of the Citroën ZX, also taken over by the Peugeot 306 in 1993 due to the usual practice that led to sharing pieces between both brands. Now, thirty years after its release on the market, the ZX is starting to look like an interesting pre-classic for the hobby if we talk about the 16V. However, it will surely gain presence over time. In any case, we will gradually see how the market treats it in this new life as a classic.
Photographs: Citroën Origins
