Citroën GS Birotor. Unstable prodigy

Citroën GS
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Rarely has a car flopped into oblivion so progressively.

Perhaps one of the most special CitroënSince ages, hardly anyone knows about its existence anymore. Just like Dries Roelvink, apart from that special one. And this voiture was never available in swimsuit yellow, Dieu thanks. Brown metallic or beige, there were no more choices for the spacious 600 Citrofiles who ordered one between 1973 and 1975. More were built, such an 850 allegedly, but there was no storm at the dealer. Well for the regular GS, that sympathetic middle class sold well. The most important criticism of this popular one Citroën however, the motorization was concerned: seasoned journalists and clients with haste or hijacking found the GS under motorized. Citroën came up with an unstable solution.


From a collaboration of Citroën Comotor was created with NSU. Previously experimented Citroën already with an unsteady engine in the M35, an Ami-like coupe. From these Projects F and G, the French car manufacturer entered into a collaboration with the experienced German shaky technicians and built an engine factory in Sarre. Comotor then developed a two-disc rotary engine with a capacity of a small 2 liter and a capacity of 107 hp at 6250 rpm. The shortage of assets of the Citroën GS was solved with this, but not the problems. They just started. The brainchild of Felix Wankel was promising: relatively much power with a compact construction and low weight, fewer rotating parts and a low-vibration running were undeniably good qualities. However, there were some disadvantages to this special engine principle here and there: it was not (yet) very reliable, inefficient, had high emissions and also used liters of oil. Remarkably enough especially symptoms that indicate the necessary revision of a tired block, but this power station was new ...


The large oil consumption of one liter per thousand kilometers was still up to that point. This also had an advantage: oil change was not necessary. There was a special button on the dashboard of the Birotor to check the amount of oil in the block. Topping up was sufficient. Just like the fuel, but unfortunately it also had to be in large quantities. In itself a disadvantage, but at the time of the introduction of the Birotor, the notorious oil crisis broke out and a car with a high consumption with good decency could no longer be justified. Exactly, just like Dries' oeuvre. But a much bigger disadvantage of the Birotor was its price. A Citroën GS Birotor cost new about the same as a fairly bald, but divine DS 20. That meant an extra price of such an 10.000 guilder compared to the most expensive one Citroën GS, the Pallas. No cat pee. With regard to the aspect of advanced technology, his hefty price could still be justified, but the biggest disadvantage was his appearance: he still did not outrun the middle class. Such a same Citroën GS also had the neighbor, but much cheaper, he moaned.


He could do that. The Birotor was fairly clear from a normal Citroën Distinguish GS. The most recognizable were the widened fenders and the wider steel rims with chromed hub caps. Still many times cooler than all of the 22 inch fairground yo-yos. Under the skin there were many more adjustments; among other things on the subframes, exhaust, bottom and inside screens, but the neighbor did not see that. If he was careful, he saw a modified dashboard with a selection of round clocks and another center console, front seats with fixed headrests and gold-colored chevrons in the grill. His indifferent eega noticed at most the GS Birotor badges, that there were other decorative strips on the flanks and the sills were equipped with aluminum frames, she really didn't care. flute.


The press, on the other hand, was particularly enthusiastic about the GS Birotor. His performance and driving characteristics were widely praised, now that the slow GS housed much more oempf under the hood. They saw a new model in GS packaging more than a GS with a heavier engine. Not the public, and that meant his demise very quickly. People were simply not willing to pay that much money for a GS. The birotor would probably have had much more chance of success if it had been used in the then new CX. Now the special technology in faded packaging faded. Almost no one was willing to constantly explain that his brown burger dish was actually an intelligent one sleeper used to be. It became a fiasco.


Citroën after this wry conclusion he did everything to make this adventure immediately forgotten. Particularly because the idiosyncratic car builders did not want to be responsible for costly maintenance and parts of the shaky prodigy. All unsold copies were immediately destroyed and the existing owners made a generous trade-in proposal. Subsequently, these traded-in specimens were permanently disabled by punching a hole in the motor housing. Slightly less meticulous and progressive than the way in which the technology was developed, but it worked flawlessly. The estimate is that such an 250 specimen has escaped that slaughter. The majority of these are located in the home country, but also in our country about ten of these special GSs are known. Coincidentally again as much as all the remaining Roelvink albums.

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  1. Van Rootselaar had a lot of expertise in the Wankel area and I think the prototype is in his garage. In addition, a Nsu ro80 and Van Veen motorcycles.

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