Citroen BX 4x4 non-production cars and Homologated specials.
The factory and outside prepared cars all used the same basic engine
block, which was from the Simca originated unit of 1967. This unit saw
life in many cars and after the sale of Chrysler Europe to PSA, it became
the main unit for the 1985 BX based rally programme for Citroen.
The Visa had proved very successful in a low-key way. But its successes
encouraged Citroen, through Guy Verrier, into an ambitious development
programme built around the new medium sized hatch saloon, the BX. There
were many doubts from outsiders as to the logic behind this choice and
perversely they were correct. The Citroen rally flagship named the 4TC was
a disaster. Heavy, almost crude and under-powered in comparison, it should
have used the T16 unit for its power plant, yet either Peugeot wouldnIn
fact, the BX should have worked very well taking over from the Visa and
developing from there. The early 4x4 prototypes as well as a fwd version
showed the potential. The chronology went as follows;
Citroen/Heuliez/Politecnic BX; powered by the X5N2 engine of Simca/Matra
of 1996cc, developing 310bhp @ 9000rpm, this car had a front mounted
transverse engine and was fuel injected. It had the appearance of the
later Sport/Gti production cars and looked fairly "normal". At the same
time Citroen produced "in house";
Citroen/Heuliez/Competitions BX; powered again by the X5N2 engine that was
used in the Peugeot 505turbo cars. Though 4wd, from 2155cc, it developed
150bhp @ 5200rpm but had the potential for up to 400bhp. The engine was
front mounted and longitudinal and turbocharged. It began the run of the
longer snouted BX cars. It was followed on by Politecnic's second attempt
which was the;
Citroen/Heuliez/Politecnic BX evolution; once more using the X5N2 (now
redesignated by Peugeot as N9T(E)) but of some 2498cc developing 360bhp @
8500rpm. It was a 4wd car with the engine front mounted and longitudinal
but used conventional suspension and was again fuel injected. This car
was very successful in its early races in experimental/prototype events
and in hindsight this should have been the car to develop. However Citroen
progressed with its own version and produced the;
Citroen/Heuliez/Citroen Competitions BX 4x4 Rally aka 4TC. The trusty
N9T(E) unit was again used in front/longitudinal position. Again 4wd, the
unit was now of 2140cc developing 405bhp at 6400rpm. Suspension and
gearbox was in house using upgraded CX components for the former and the
C35-SM gearbox. This car was finally developed into the;
Citroen/Heuliez/Citroen Competitions BX 4TC Serie 200. Using the same
engine and running gear as the previous car, this road going version
(produced to be able to complete the 20 Evolution cars) was slightly
detuned. Developing 200bhp @ 6250rpm from the 2141cc N9T(E) engine this
was also turbocharged. And finally from this came the;
Citroen/Heuliez/Citroen Competitions BX 4TC Evolution. It developed 380bhp
at 7000bhp from the N9T(E) engine and in all aspects was identical to the
Serie 200 car.
The dismal performance of the 4TC is well documented and embarrassed
Citroen officials cancelled the programme. It was almost 3 years before
Citroen entered cars officially in motorsport and this time it was on
tarmac. The car was run in the 1989 season of the French Super Tourisme
series and featured two cars driven by J-P Jarier/J-P Beltoise and J-P
Jabouille and Andre Bourdon.
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