GS-GSA (EN)

Citroën GS & GSA

ISBN 978-90-831417-0-1

9 789083 141701

In this book author Marc Stabèl describes the history of the Citroën GS and GSA. Through numerous facts and additional photos, some of which have never been published before, the development, background and historical context are explained extensively, as well as the evolution of all types from year to year. Building on the book’s success when originally published in Dutch in 2016, this updated and expanded English version is the essential reference work for the real enthusiast.

Citroën’s avant-garde mid-range cars

Marc Stabèl

citrovisie

Citroën was late with a mid-range model. The competition had had models in this segment for a long time, but when Citroën presented the GS in August 1970 with its streamlined design, fantastic suspension, avant-garde dashboard and spacious boot, it immediately set a new standard in its class.

Admittedly, there were some weaknesses, but despite this, the car represented a particularly wellbalanced whole. Citroën rapidly expanded the GS range with an estate car and the practical Service van. The top model was the Birotor, a GS with a Wankel rotary engine. In September 1979, the GS was succeeded by the GSA, a thoroughly modernised car and now with the addition of a long-awaited fifth door. In mid-1986, after sixteen years of successful production, the final GSA left the factory.

CITROËN GS&GSA

Marc Stabèl

with Julian Marsh

CIP-data Stabèl, M.J.W. Citroën GS & GSA, Citroën’s avant-garde mid-range cars Bemmel, 2021 300 pp, 22 x 24 cm ISBN 978-90-831417-0-1 NUR 462 First edition, 2018 Second, improved edition, 2021 Keywords Citroën (cars); History Editor Marsh, J.R. Layout Thijs van der Zanden

www.citrovisie.nl

citrovisie © 2018 - 2021 - All rights reserved. No part of this publication may be reproduced in any form without prior permission of Citrovisie.

Table of contents 6 8 34 48 56 64 66 76 78 83 88 90 97 111 116 125 133 136 146 152 157 176 184 192 195 197 200 201 212 271 274 276 280 285 294 300

Preface The origins of the GS Presentation and introduction Production and assembly Model year 1971 The three-door GS by Heuliez Model year 1972 Variations on a theme GS Service: the GS as car-derived-van Model year 1973 The GS M7 Model year 1974 The GS Birotor The GS by Chapron The GS Coupé Model year 1975 Model year 1976 Model year 1977 Model year 1978 Model year 1979 Model year 1980 Model year 1981 Model year 1982 Model year 1983 Model year 1984 Model year 1985 Model year 1986 1987 and beyond The GS and GSA abroad Publicity and documentation Accessories and customisation GSÀ la carte The GS and GSA in miniature Colours and upholstery Production figures Thanks and sources Table of contents | 5

One of the first sketches in which the line of the later GS can be recognised.

Work on the gypsum model of the GS. Giret (with his tie tucked into his shirt) discusses some changes with a model maker.

20 | The origins of the GS

The origins of the GS | 21

Presentation and introduction On July 16, 1970, shortly before the official introduction of the GS, the French magazine l’Auto-Journal published a drawing of the GS under the heading “La bombe Citroën”. This referred to the introduction of the DS in 1955, which was also announced as ‘la bombe’, and reflects the importance of the arrival of Citroën’s new mid range car in France.

was hinged at the bottom of the rear window and, after opening, revealed a large, easily accessible boot into which luggage can be placed without difficulty.

In the interior, which can accommodate five people, the dashboard was the most eye-catching element.

The smooth lines fit nicely with the shape of the

Aerodynamically pure lines characterise the design of the GS. The centre part of the bumper is a ­ ttached to the boot lid and is used as a handle to open the lid.

At the end of August 1970, Citroën released the first pictures of the GS. These photos revealed a modern car with a streamlined body. Decorative elements, such as chrome and protective strips on the flanks were missing, which makes the design very pure. A nice touch was the dark sills, which made the doors seem to float above it. Various details, such as the strongly raked windscreen and the partially covered rear wheels demonstrated Citroën’s great expertise in the field of aerodynamics. The boot lid of the GS

©

X - all rights reser ved

The meaning of the name GS The French magazine L’Auto-Journal coined the term ‘Grande Série’ and this is the best-known, but probably incorrect explanation. Correct or not, it must be said that the inventor of the term had good foresight. However, when questioned, Opron could not remember whether the name GS means anything and if so, what. Therefore it can be assumed that it is just an alphabetical sequence - G followed F, which had already been used. It is not an acronym like ‘DS’, which in French means Goddess.

The word ‘géesse’ does not exist in French.

34 | Presentation and introduction

A complete and futuristic dashboard with the speedometer behind a magnifying lens. The white on black rev counter was only found in the pre-series model in the press photos.

body. The steering wheel had only one spoke - a design element that Citroën had used in other models. The benefits of that single spoke are that the steering wheel does not obscure the driver’s view of the instruments and in the event of a collision it bends and helps protect the driver. The handbrake was not located between the front seats, but placed in the centre of the dashboard where it took the shape of a handle which the driver pulled to apply.

The GS was the first front wheel drive Citroën with a conventional floor-mounted gearchange. However, the instrument panel was anything but conventional.

In particular, the speedometer was very futuristic: behind a magnifying lens there was a cylinder with speeds printed on it. The higher the speed, the further the cylinder rotated and the higher the value that came into view behind the lens. The engine speed was displayed in a boomerang-shaped rev counter.

Presentation and introduction | 35

Production and assembly The GS was built in the Rennes-la-Janais factory in Brittany. The Rennes-la-Janais plant is located 7.5 km (about 5 miles) from Rennes on a site measuring 200 hectares (app­ roximately 500 acres). 12,400 people, of which 2,750 are women, work there. The factory itself occupies 400,000 m2 (nearly 100 acres). Every day 1200 cars, GSs and Amis, are produced there.

A lot of component transport takes place by means of long, suspended rails rather than on the ground. There is a total of 11 kilometres (nearly 7 miles) of ‘air rails’, divided over 41 short lines between the various factory halls and an additional 19 assembly and production lines. In addition, there are also shorter monorails with a total length of 3 kilometres (2 miles) for transport within the factory halls.

The steel comes in coils of 30 tons, which are stored and

An aerial view of the Rennes-la-Janais factory. Before the arrival of the GS, the factory was modernised and enlarged.

48 | Production and assembly

Every day large coils of steel came in. The steel was cut into sheets, which were then pressed with huge machines into body parts for the GS.

Production outside of Paris At the end of the 1950s in response to the French government’s wish to create more employment outside the Paris region, Citroën construct­ ed a new plant at Rennes-la-Janais in Brittany. From 1961 onwards, the Ami was built in Rennes, joined – although only for a brief period - by the Méhari in the late 1960s.

From 1970 onwards the GS was built here, followed later on by the Visa, GSA and BX. After the arrival of the BX, production of the GSA in Rennes ended and production was transferred to the Vigo plant in Spain.

1987 and beyond | 49

And further in 1972 ...

In Great Britain the GS Break was voted the best car in the estate car category by the Daily Telegraph.

To celebrate that the GS had been voted Car of the Year, Citroën built a series of cars decorated with the flags of all the countries that took part in the vote. These so-called GS ‘Sans Frontières’ (‘without borders’ or ‘flags car’) were big crowd pullers at car shows and at dealers. For example, a GS ‘Sans Frontières’ took pride of place at the Barcelona, Brussels and Geneva Motor Shows.

The Citroën dealer in Munich arranged for a number of ‘Sans Frontières’ GSs to be made available for use

by German reporters in connection with the Olympic Games that started on 26 August. Ten ‘Sans Frontières’ cars were shared by dealers in the Netherlands. In contrast to the GS ‘Sans Frontières’ in the official documentation, the GSs used in the Netherlands were not Club, but Confort models. The flag positioning was also different, with the Danish and Swedish flags under the rear window having switched positions.

Dealer Admiraal from Beverwijk in the Netherlands had a nice story: “Our GS ‘Sans Frontières’ had been on offer for a long time. Everyone liked it, but no one dared to buy it. At one point a Mennonite minister bought the car. After a very short period of time, the car had to be repainted in its original Beige Albatros, because of course it looked a bit crazy when the rev­ erend visited his parishioners in such a striking car!”

In Rennes, a standard GS Club covered 90,000 km (56,000 miles) in less than two months. The car showed no defects during the test drive, with five drivers alternating throughout. The average consumption was 9.6 litres per 100 km at an average speed of 85.84 km/h (29.4 mpg at an average speed of 53.3 mph).

To celebrate the planned accession of Ireland, Great Britain and Denmark to the EEC, Citroën also produced some ‘Sans Frontières’ Breaks.

74 | Model year 1972

The GS ‘Sans Frontières’ at the Brussels Motor Show.

Citroën made SMs, DSs and GSs available for the third Ronde Hivernale. This rally was held on 5 and 6 February 1972 in Chamonix on a surface of snow and ice. Drivers from Formula 1, Formula 2 and the rallying world were given the opportunity to compete in a friendly, unforced way. Among other cars, twelve standard GSs were provided, to the great amusement of the audience present. The drivers, including Beltoise, Bell, Pescarolo and Waldegaard, were very pleased with the handling of the GS on this surface.

After the professional drivers it was the turn of the car journalists, albeit that they had access to a skid pan instructor.

The five drivers and the GS Club in which they covered 90,000 km (56,000 miles) in two months.

In Finland, the Relay Race was won by a team of five GSs. The race lasted 24 hours, covered 1300 km (807 miles) and had no less than 900 participants.

GSs in action during the Ronde Hivernale in Chamonix.

Model year 1972 | 75

GS Ambulance Shortly after the introduction of the GS Break, Citroen turned their attention to an ambulance variant. There was seen to be a requirement for a cheaper and more compact alternative to the D-Series Ambulance or alternatives from rival carmakers. Citroen’s rationale was that by offering the cheapest ambulance on the French market, along with the benefits of hydropneumatic suspension, they were assured a sizeable section of the market.

Information regarding GS Ambulances is not very consistent. From what is known, the first official reference appeared in a specific 1974 Citroën Ambulance catalogue. Two models were listed: the GS Clinique (1015 engine) and the Clinique 1220. Modifications to the cars were minimal. The front passenger seat was removed and the rear bench replaced by a single seat on the left, thereby allowing the entire right side to be available for stretcher provision. Oxygen cylinder mountings were provided on the left and a flashing light on the roof. Because these additions were easily removable, the car could potentially be used off-duty as a ‘normal’ vehicle. The 1975 model year saw the vehicles renamed Clinique Spécial (1015) and Clinique Club (1220). In the following year’s brochure, only the Clinique 1220 was mentioned.

However, in 1977 the models, now rebranded Assistance, were again listed in Spécial 1015 and Club 1220 form. In 1978 the 1220 was retained, but the 1015 was replaced by the 1130. After 1978 the GS Ambulances disappeared from French catalogues and apparently were not replaced with GSA versions.

It is not clear whether Frenchbuilt GSA Ambulances were ever available in France.

Unfortunately, production numbers are unknown, but few are likely to have been made. It is interesting that in early publications the suggestion is made that Citroën built these models themselves, whereas later catalogues mention specialized, yet unspecified converters. However, a Currus brochure, dated March 1973, shows a GS ambulance, identical to 1974 and 1975 Citroën models.

92 | Model year 1974

Top: the Clinique 1220/Clinique Club for model years 1974 and 1975. Below: GS Assistance for model year 1978. Note the small flashing light (compared with the bar on 1974/1975 models).

Finally, it should be pointed out that the GS Ambulances were always based on the five-door Break and not the three-door Service, the five-door body being more suitable for emergency use.

Evolution

From January 1974 the GSpécial became the new basic model.

GSpécial - what’s in a name The name Spécial is confusing. Where one might logically expect something extra, at Citroën it was the other way round: a Spécial was a stripped-down variant, or, more positively, a basic version. Moreover, it was not too difficult to upgrade the car, because all the wiring, plugs, connection points and the like had already been installed. Citroën was certainly not the only manufacturer to use Spécial, but for the competitors, however, it meant something very different and was used for models with extra luxury and/or performance.

The term Spécial can also be found on 2CVs, Visas and DSs. As far as is known following the withdrawal of the 2CV, the name Spécial has not been used at Citroën. In this book Spécial and Special are used interchangeably. This is because not every country adopted the French diacritic in the documentation.

However, the accent is usually present on the badges. In model year 1980 the spelling was changed to GS Spécial; thereafter it became GSA Spécial.

From January 1974, the GSpécial - note the spelling - became the successor to the model that had only been around for eighteen months as the GS basic.

There was a choice of two engines: the 1015 or 1220.

The two versions can be distinguished by means of the nameplates: silver coloured with black letters for the 1015 and gold coloured with black letters for the 1220.

In the technical field, Citroën revised the 1015 version considerably. The engine, gearbox, brakes, suspension and electrical system featured those improvements that had so far been reserved for the GS 1220.

In particular the GSpécial in the 1015 version was a welcome addition, because in 1973 the emphasis in Citroën’s marketing was mainly related to the 7CV GS 1220, which meant that in the 6CV class the GS had been losing ground.

From January 1974 all GSs were equipped with a Mio air filter. This caused a change in the configuration of the filter. The Birotor and GSs equipped with additional interior pre-heating were not equipped with the Mio filter, however. The Grande Exportation models (see pages 212 to 215) were also fitted with a different air filter because of the often very dusty conditions in which they would be used.

The Spécial was the only model that - in both GS and GSA guises - was avail­ able with all the engine variants over the years. There was even a GSpécial 1300 Break in Switzerland in model year 1980. As a GSA, the Spécial was not the basic model during the model years 1982 and 1983. During those two years, the cheapest model in the range was the GSA basic, which was simply called GSA and fitted with the 1130 engine. There was still demand for this engine, mainly because of the tax benefits.

Model year 1974 | 93

Haynes’ proposal looks shortened and less elegant, especially when viewed from the rear and in profile. Note the identical interior to that of his Birotor proposal.

96 | Model year 1974

The GS Birotor

Probably one of the rarest Citroëns is the GS Birotor, of which in 1974 and 1975 only 847 were built. It is not the only production Citroën with a Wankel rotary engine. However, unlike the M35, which was really a test car, it was the intention with the Birotor to make it a commercial success. This model did not just come out of the blue. To clarify this, it is necessary to go back in time.

Comobil and Comotor The West German car manufacturer NSU was working on the development of a Wankel rotary engine, but because of lack of money it was unable to continue to do so by itself and therefore, in 1961 the company looked for a partner. Citroën was very interested in this alternative engine, but NSU required Citroën to immediately license it. If not, no Wankel engines would be delivered. The talks ground to a standstill and a stalemate existed which was eventually broken

by Max Bunford, a major shareholder in NSU. This visionary had great ideas about a Pan-European car manufacturer who would apply the ingeniously simple Wankel engine in its cars. As Bunford himself said: “NSU makes exceptional engines for the exceptional cars of Citroën.”

In 1964 his efforts paid off with the establishment of Comobil, a joint venture between NSU and Citroën.

The goal of the company was to realise a car with a Wankel engine. Quite quickly it became clear that NSU was unable to deliver the engine for the car which Citroën was developing within a reasonable period of time, but despite this the development was going fast enough for Citroën to continue to participate in the project. Logically, there were no such things as concrete production plans.

The GS Birotor, the absolute top model in the GS range.

In 1967 Citroën and NSU set up Comotor to manufacture and sell Wankel engines. This was an equal partnership between NSU and Citroën until 1969, when Volkswagen and NSU started to cooperate very closely and this led to Volkswagen taking control of NSU. Volkswagen had no interest in Comotor.

The GS Birotor | 97

124 | The GS coupé

September 1, 1974 to August 31, 1975 The new six slot wheel rims for model year 1975.

The Pallas was luxurious. The vinyl­-covered roof was an option.

Only in Britain was it the default.

Model year 1975 With effect from the 1975 model year, all GSs, except the Birotor, were provided with: • new wheels; • hazard flashers; • a 90 mm (3.5 inch) longer choke cable; • the hydraulic reservoir from the CX; • a petrol tank without a drain plug; • a relocated gear lever with a new, soft gear knob; • a new centre console with a large storage compartment; • new seats and seat runners.

There were three new models for this model year: the GS Pallas, GS X and GS X2. Where the latter two were mainly focused on sportiness and, in the case of the X2, slightly enhanced performance, Citroën aimed at luxury and comfort with the Pallas.

The GS Pallas was characterised by: • a different dashboard with a different colour and finish; • moquette floor covering which was also applied to the lower part of the dashboard; • special seats with modified upholstery; • large wheel embellishers; • longitudinal rubbing strips on the front wings and doors; • a stainless steel tail pipe.

The Pallas was only available as a Berline and was exclusively equipped with the 1220 engine.

The name Pallas was always used by Citroën for the luxurious versions of its cars. The DS and CX were also available as Pallas for a long time. In Spain,

Model year 1975 | 125

In addition to the revised frontal treatment, the rear bumper was also changed and wide, dark rubbing strips were mounted on the flanks. On the Berline, each side of the car had a different rubbing strip shape near the rear wheel. Apparently two different designs were under investigation.

Citroën designer Nozati presented study models of the Berline and the Break in March 1982. What is especially interesting is the front, which is very reminiscent of the CX Series 2. This is easy to explain, because the facelift of the CX would be presented at the same time. The intention was that both models would be introduced in model year 1985 and this design indicates how seriously the GSA was still seen as a model to run alongside or below the BX.

188 | Model year 1982

The GSA and its competitors

Heuliez too, started working on a facelift at the beginning of 1982 for model year 1985. Their model was also equipped with dark rubbing strips, albeit a lot wider. Other features include the modified front, the rear bumper, the smoked glass rear lights and a lateral reflective plate - very popular at the time - was fitted to the tailgate. The lower edge of the tailgate has been sprayed dark to match the dark part of the rear lights. At the bottom of the left-hand rear light an additional plastic protective strip can be seen.

In April 1982, l’Auto-Journal tested five basic models of French manufacture. They were the Citroën GSA basic, Renault 18, Peugeot 305, Talbot Horizon LS and Talbot Solara LS. They were assessed on the basis of performance, fuel consumption, handling and finally the interior and equipment. The latter is particularly important where basic models are concerned. The key question of this test was therefore: which car gave the most for the least money?

The R18 and 305 were judged as not providing very much. In both cases, not only were things that may brighten up a vehicle to a certain extent deleted, but also things that can not actually be deleted from a modern car. Of the 18 it was said that the dashboard was one of the poorest that the journal­ ist had ever encountered. The seats were also of a sad and uncomfortable quality. The 305 had been given seats with fixed backrests and there was no rear screen heater. Furthermore, both cars lacked

reversing lights, fog lights, a clock, boot lighting, etc. The Horizon was not too bad as a basic model.

Some things were indeed missing, but not to the same extent as the R18 and 305. The Solara was the best equipped for a basic model, but suffered the disadvantage of being the most expensive car in the test.

Which left the GSA. Despite the fact that the car was also missing a number of things and didn’t achieve top place in all of the test areas, it was still seen as the best buy. The interior and equipment were liked and the handling deemed extremely good. The performance was not disappointing and moreover, the GSA was a reliable car. The journalist closed with a joke about the dashboard of the GSA. “The dashboard has neither a tachometer nor a clock,” he noted. “But I do not assume that anyone will be bothered by the fact that the GSA also has no water temperature gauge.”

Model year 1982 | 189

Elements of the X3 interior and exterior were used: • a front bumper with fog lights; • halogen lamps; • a spoiler on the tailgate; • wheels with two-tone wheel covers; • the instrument panel without econoscope and with a digital clock and a rev counter; • front seats with built-in head restraints. These differed from those of the X3 in terms of the upholstery (jersey on the seat and the front of the backrest, TEP (a PVC-like material) for the sides and back of the backrest) and the absence of map pockets at the back of the seats.

The GSA X1 was available only as a Berline.

Changes to the GSA X3 (which were also found on the X1): • decorative coach lines applied to the entire length of the car, the colour of which was matched to the body colour; • mounting of the black rubbing strips from the 1981 GSA Spécial; • matt black decorative trims along the roof gutters; • radio equipment, speakers and a matt black antenna as standard.

From January 1983 a plastic headlamp bracket became available. However, the former metal ones were also still mounted.

And further in 1983 ...

In 1983 the Dutch defence ministry ordered 225 Citroëns, including an unspecified number of GSAs. The British Transport Minister, Nicholas Ridley, was unimpressed by Jaguars or Daimlers and therefore he was transported about in a GSA. An unusual choice at a time when the British car industry really needed all the support it could get.

194 | Model year 1983

Why was the GSA available alongside the BX for such a long time?

Citroën presented the BX in the summer of 1982. With the cheapest BXs, Citroën was aiming at the Volkswagen Golf and Ford Escort class, while the most expensive versions were up against the cheaper Renault 20s and Peugeot 505s. In-house the BX entered the range between the GSA and CX, although there was also some overlap with the GSA. It is therefore surprising that the BX and GSA remained in the range together for so long. Everyone knows that a new model has more appeal than a model that has been on the market for twelve years, even if it had been recently revamped. For example, at the end of 1982, the cheapest BXs in the delivery programme resulted in demand for GSAs to fall by 25%.

Yet there were valid reasons why Citroën continued to sell the GSA for so long.

The car was immediately available and that could not be said of the BX at the beginning, because the huge demand for the new model created considerable waiting times. Furthermore, it soon became obvious that the majority of BX buyers were opting for the more luxurious models, thereby leaving sufficient sales oppor­ tunities for the GSA at the bottom of the range. In addition, the GSA was available as a Break. The BX Break did not appear until mid-1985.

A number of GS mules concealed the working bits of the future BX and inevitably these cars were photographed, which led to this artist’s impression that appeared in the press.

July 1, 1983 June 30, 1984

A somewhat melancholy publicity photo of this GSA X1 somewhere on the French coast. Although the GSA was still being sold alongside the BX, sales numbers were declining further and further.

Model year 1984

As of model year 1984, Citroën made the following changes to the GSA: • the GSA Berline and Break basic were withdrawn; • the same applied to the C-matic gearbox; • the econoscope was only fitted to the GSA Spécial Berline; • the model designation on the dashboard was replaced by the more general ‘GSA’; • a laminated windscreen was fitted to all models; • the boxline upholstery option was withdrawn as of November 1983.

The GSA Break Cottage At the end of 1983, the first and only French special series of the Break came on to the market, in a limited edition of 1,850 copies: the GSA Break Cottage.

The Cottage was based on the Club Break. This was a good-looking car, with a tartan interior, Beige Sloughi metallic paintwork and light-alloy wheels.

These wheels were without relief and therefore different from the light-alloy wheels that were available as an option on other GSAs, which had a relief that divided the rim into six equal parts. The Model year 1984 | 195

The GS and GSA abroad Shortly after the GS became available on the French market, exports also got under way; the model being sold in more and more countries. From November 1975, Citroën offered specific versions that were suitable for areas where the operating conditions were quite severe. These were the Grande Exportation or GE models. Climate and infrastructure rather than distance from France determined whether a country was a Grande Exportation area. Japan was not a GE country, whereas Australia was.

The GE models were standard factory cars that were modified with the fitting of reinforcement and protection pieces to allow them to handle local conditions. These cars were built in France and had to be ordered as such.

There is no clear information about types and versions, except for the aforementioned adjustments that were required in areas where operating conditions were (much) worse than in Europe.

Suitable for use in harsh environments: the GS GE (Grande Exportation).

The GS GE versions differed from the regular versions as follows: 1. revised air filter 2. reinforced front sub frame 3. reinforced front sub frame mountings 4. reinforced body shell at the front 5. shielded hydraulic lines beneath the car 6. reinforced rear sub frame 7. reinforced rear suspension arms 8. improved dust proofing of door openings 9. modified steering gear 10. reinforced suspension

212 | The GS and GSA abroad

The GS GE could be ordered in both Berline and Break versions.

There were GE and PO versions of the CX (PO stands for pays d’outre-mer, which were former French colonies, also known as DOM-TOM - départements et territoires d’outre-mer). PO versions had slightly less reinforcement compared to GE versions. As far as is known, there were no PO versions of the GS. The GE documentation was almost always bilingual, usually in the combination French/English or Spanish/ English. Towards the end of the 70s the GE brochures became more and more beautiful and more extensive. When the GE brochures featured both the GS and CX, there were often separate publications for Berlines and Breaks.

In model year 1975 – so from September 1974 - all available models were offered, even the Birotor. The 1015 variants were also featured in the documenta­ tion, although one would be justified to question whether this engine was sufficiently robust for the harsh conditions in which the car would be used.

And that did not only apply to the engine. The as yet unreinforced factory cars were so troublesome that Citroën decided to strengthen the GSs in numerous areas. These modified GSs were available from No­ v­ember 1975 and were called GE from then on. The left-hand version was called ‘Réunion’ and was based on the French GS. There was also a right-handed variant, called ‘Jamaïque’, which was based on the British market model.

In model year 1977, mention was made of GS.GE 1015 and GS.GE 1220. The only car shown in this brochure was a Pallas Berline with twin round headlights, but all types were available. That changed in model year 1978, when the only Break on offer was the Club, also with the double round lights and equipped with the 1220 engine. The GS Break was shown in a b ­ rochure together with the CX Break. The The GS and GSA abroad | 213

these American rules also prescribed a fixed bumper height, this was the end of the story for Citroën because hydropneumatic cars of that era would sink to the suspension bump stops when parked for any length of time. Although the DS and SM were granted an exemption with regard to the bumper height reg­ ulation, they were at the end of their re­spectively long and (too) short careers. An exemption for the GS and CX was not made available. In fact, a variable bumper height was completely prohibited from 1974 to 1981. Money to re-engineer the GS and CX so that these models could get type ap­proval was just not there. In addition, despite previous agreements following the acquisition of Citroën by Peugeot, Citroën was not allowed to use the Americ­an Peugeot dealer network. All this forced Citroën to withdraw completely from the North American market in late 1977.

The fact that Citroën actually hoped for exemption can be seen from the GS prototypes, which were just being developed and shown to the management in June 1974. There were two options. First of all, there was a version with large, so-called absorber bumpers that would move inwards in a collision and then spring back into place and additionally, there was a model with an elaborate, flexible plastic front bumper which deformed in a collision and then resumed its original shape.

With regard to the total number of GSs and GSAs in the United States: a publication of the Citroën Club of America mentions around 20 examples. The total for North America, including Canada, is estimated at around 35 cars. According to this source, some of those cars had been present in America since 1971.

Citroën at that time made about twenty GSs avail­ able to larger American dealers, who gave the cars a prominent place in their showrooms. The American car journalist John Lamm was very impressed with the GS. In January 1971, he wrote in Motor Trend how surprised he was that the car had only 1015 cc. In his enthusiasm, Lamm made the mistake of making predictions: “We Americans will probably do even better, because when the car is finally imported to 264 | The GS and GSA abroad

A full-size model was finished in February 1972. To give the absorber bumper enough space to move, the overall length of the GS increased considerably. Note also the special sealed beam headlamps.

A huge absorber bumper was also fitted at the rear.

The second design by Gromik, with bumpers of a flexible plastic, dates from February 1974.

The boot lid has a custom line and license plate lights that match the smaller American number plates.

The full-size car only has a flexible plastic front bumper. This scale model shows that a similar rear bumper was also considered.

In the summer of 1974, a full-size model of the second design was also completed.

The grille integrated into the bumper was a frequently recurring style feature on various study models of Citroën at that time.

The GS and GSA abroad | 265

miniatures from the earlier mentioned collector’s series of Altaya and Universal Hobbies were also in 1:43 scale. These were beautifully detailed cars at a very reasonable price with both the GS and GSA being represented in various versions and variants.

Other brands with GS miniatures were Ixo, Luso-Toys, Minialuxe, RR Miniatures, Atlas and Nostalgia. In the absence of a die-cast GSA model, Prestige’s synthetic resin building kits have been the only alternative for years. The price was rather high and the quality was not always good, although that also depended a lot on the skill of the person who assembled the model. Outsiders in the 1:43 category are Polistil/ Politoys with a GS in 1:42 scale, which was a bit too big and too flat, and CGGC with a GS in 1:48 scale.

Remarkably, the ‘original brands’ Dinky and Corgi have never released either a GS or GSA.

Scale H0 and smaller Universal Hobbies released the GS Basalte and X2 and Norev had a GS Pallas in 1:87 scale. The Dutch model maker TCM came up with a GS in 1: 200 scale.

Tiny, but still very recognizable and available in four different colours.

TCM (1:200).

Norev (3 inch).

3 inch scale The ‘toy cars’ category, included models by Majorette (both the GS in 1:65 scale and the GS Camargue in 1:55 scale), Norev (1:62 scale), Aguti, Guisval and Polistil (all 1:64 scale). However, Matchbox, the bestknown brand in this category, has never released a GS or GSA. Recently Norev issued a GS in 1:64 scale, which is available in four different colours. This model has been much improved when compared to the original Norev, but it is merely meant to be looked at, not to be played with.

The 2020 3 inch Norev models. Quite a difference from the original model (see above).

284 | The GS and GSA in miniature

Two Polistil 3 inch models.

Guisval (3 inch) police car.

Colours and upholstery These colours and upholstery options are based on French records since they are the most complete. Other colours and upholstery were available in some other markets. The French names have been retained here.

Model year 1971

Confort

Colour and colour code

Front and rear seats

Front and rear seats

Front and rear seats

Simili

Targa

Jersey

Brun

Brun

Bronze

Beige Erable

AC 090

Club

Blanc Meije

AC 088

Gris

Gris

Rouge

Bleu Thasos

AC 631

Gris

Gris

Bleu

Bronze

AC 320

Gris

Gris

Bronze

Gris d’Anjou

AC 086

Gris

Gris

Bleu

Jaune Primevère

AC 321

Gris

Gris

Bronze

Rouge Masséna

AC 423

Gris

Gris

Rouge

Vert Charmille

AC 522

Brun

Brun

Vert Jura

Model year 1972

Confort

Colour and colour code

Front and rear seats

Front and rear seats

Front and rear seats

Simili

Targa

Jersey

Club

Beige Albatros

AC 087

Tabac

Tabac

Bronze

Blanc Meije

AC 088

Gris

Gris

Rouge

Bleu Camargue

AC 635

Gris

Gris

Bleu

Bleu Platine *

AC 632

-

Gris

Bleu

Jaune Primevère

AC 321

Gris

Gris

Bronze

Rouge de Rio

AC 424

Gris

Gris

Rouge

Vert Argenté *

AC 527

-

Tabac

Vert Jura

Vert Charmille

AC 522

Tabac

Tabac

Vert Jura

Up to and including model year 1978, the GS Service / Entreprise was available in all non-metallic body colours.

* Metallic paint The seat upholstery featured vertical stitching up to and including March 1972. From April 1972 the stitching was horizontal.

Colours and upholstery | 285

Citroën GS & GSA

ISBN 978-90-831417-0-1

9 789083 141701

In this book author Marc Stabèl describes the history of the Citroën GS and GSA. Through numerous facts and additional photos, some of which have never been published before, the development, background and historical context are explained extensively, as well as the evolution of all types from year to year. Building on the book’s success when originally published in Dutch in 2016, this updated and expanded English version is the essential reference work for the real enthusiast.

Citroën’s avant-garde mid-range cars

Marc Stabèl

citrovisie

Citroën was late with a mid-range model. The competition had had models in this segment for a long time, but when Citroën presented the GS in August 1970 with its streamlined design, fantastic suspension, avant-garde dashboard and spacious boot, it immediately set a new standard in its class.

Admittedly, there were some weaknesses, but despite this, the car represented a particularly wellbalanced whole. Citroën rapidly expanded the GS range with an estate car and the practical Service van. The top model was the Birotor, a GS with a Wankel rotary engine. In September 1979, the GS was succeeded by the GSA, a thoroughly modernised car and now with the addition of a long-awaited fifth door. In mid-1986, after sixteen years of successful production, the final GSA left the factory.

CITROËN GS&GSA

Marc Stabèl

with Julian Marsh