Citroën Saxo
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| Citroën Saxo | |
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| Manufacturer | Citroën |
| Parent company | PSA Group |
| Also called | Citroen Chanson |
| Production | 1996-2003 |
| Predecessor | Citroën AX |
| Successor | Citroën C2 Citroën C3 |
| Class | Supermini |
| Body style(s) | 3-door hatchback 5-door hatchback |
| Layout | FF layout |
| Engine(s) | 1.0 L TU9 I4 1.1 L TU1 I4 1.4 L TU3 I4 1.5 L TUD5 diesel I4 1.6 L TU5 I4 |
| Wheelbase | 2385 mm (93.9 in) |
| Length | 3718 mm (146.4 in) (3737 mm (147.1 in) VTS) |
| Width | 1595 mm (62.8 in) (1360 mm (53.5 in) VTS) |
| Height | 1379 mm (54.3 in) |
| Curb weight | 805 kg (1775 lb)–935 kg (2061 lb) |
| Related | Peugeot 106 |
The Citroën Saxo is a supermini produced by the French manufacturer Citroën (PSA) from 1996 to 2003. It was also sold in Japan as the Citroën Chanson.
Contents |
[edit] Development history
The Saxo, known during its development phase as "Project S8", was launched in 1996 to replace the Citroën AX. The AX ran alongside the Saxo until late 1998 before it ceased production. The Saxo's platform, engines and major components were a development of the AX and were shared with the Peugeot 106 of Citroën's sister company, Peugeot.
[edit] Engines and performance
All engines were from the TU series that powered the Peugeot 205 and the Citoren AX, and had their roots before that with various other Citroens, such as the Visa. The range included five petrol and one diesel engine, all naturally-aspirated.
Although the power outputs seem low in modern terms, even the range-topping VTS had a kerb weight of just 965 kg (2,127 lb), giving all models quite a 'nippy' feel around town.
The 1.0 was however quite underpowered, although the 1.1 was much better since it was actually nearly 200 cc larger, had a five speed gearbox inplace of the 1.0's 4 speed, and nearly 30% more torque.
[edit] Model history
The Saxo was initially introducted in 1996, with the VTR and VTS arriving shortly after launch.
The different trim levels and engine options in the Saxo range changed many times during the model's lifetime, but the names were consistent thoughout most of the production run, such as the Saxo First, Saxo Forte, Saxo Scandal, Saxo Eastcoast, Saxo Desire, Saxo Executive, and Saxo Westcoast (Furio in the later MkII variant).
There were also a number of special editions, offering extra options and equipment at a reduced price, an example of which being the Saxo Open Scandal which featured a large electric sunroof that extended towards the rear of the car. This car model also was one of the few to use the TU9 engine.
In late 1997, the Saxo received a minor 'facelift' in the form of a new front grille. Around this time, Citroën also started fitting ignition key transponder chip immobilisers, rather than the keypad type immobilisers of previous models.
In 1999, the 'Mk II' or Phase II version of the Saxo was introduced, featuring an updated front end, notably the curved and clear headlights. The rear of the car received only a minor styling change in that the light cluster coloration was slightly lighter, the roof spoiler was redesigned, and a smooth plastic rear wiper added. Other changes included minor engine modifications, a revised instrument panel with a digital odometer, and minor adjustments to the door locks.
By the beginning of 2002, the end of Saxo production was approaching. The model line-up continued alongside the new five-door C3, but Saxo sales fell dramatically. Only the Furio, VTR and VTS models remained popular. Citroën finally ceased production of the Saxo in late 2003 when the three-door C2 was launched. Its twin, the Peugeot 106, also ceased production at this time and was replaced by the 107.
[edit] VTR and VTS
The two sporting models have become quite iconic of the Saxo range. There were two models offered, the 1.6L eight-valve VTR and the sixteen-valve version, the VTS. Exact specifications varied a little due to changes in emissions standards throughout the production run, but generally the VTR could achieve 0-60mph in 10 seconds and a top speed of about 115 mph (185 km/h). The faster VTS had shorter gearing to make best use of the higher rev limit, providing a 0-60 mph time of under 8 seconds and a top speed of over 125 mph (201 km/h).
The VTR produced 90 bhp (67 kW) to begin with, with later "silver top" (refering to the colour of the crank-case cover) models from 2001 onwards producing 98 bhp (73 kW) thanks to a revised intake manifold and emission control changes. The VTR had 14" alloy wheels, firmer suspension, sports seats and a body kit.
The 120 bhp (89 kW) VTS featured a sixteen-valve version of the same engine, with a passenger air bag now as standard. Side airbags and air-conditioning were optional in some markets. The Mk I VTS shared the same alloy wheels as the VTR, with later models featured a new 15" and wider design, which many felt were not as attractive as the earlier wheels. ABS was also fitted as standard.
Both models ran on Michelin Pilot SX-GT tyres which, combined with the firmer suspension, provided good handling. They were however expensive since the Saxo and the Fiat Punto GT were about the only vehicles to use the 185/55 HR14 size at the time.
Both models had an optional rear spoiler which was later moulded to fit the outside rear windscreen instead of the outer boot shell.
[edit] Interior and equipment
Although the interior seemed reasonably plush at the time, the low-end models did have areas of visible metal work on the doors and a generally more sparse interior.
The two sports models had better seats and fabrics, although leather was never an option unlike the directly competing, but more expensive, Peugoet 106 GTi.
Air-conditioning was never an option on right-hand-drive Saxo's because the blower motor was mounted in the bulk-head on the drivers side. As a result, there was insufficient space available to accommodate the evaporator, except by first ducting the air flow to the passenger side and then at the expense of the glove-box. Although an after-market kit was available that did exactly this, the resultant pressure loss made the system noisy and ineffective. The blower motor could also not be easily relocated, since the windscreen wiper motor was mounted in the passenger side space.
In common with many small cars of the time, the standard stereo system included 5.25" drivers mounted low in the front doors and 4" drivers mounted in the rear quarter panels. This set-up could be easily improved upon by mounting separate tweeters in the A-panel trims, similar to many VW models of the time. The very thin door cards and metalwork did however leave the system very 'thin' sounding, with very poor output in the upper-bass ranges.
The equipment list was generally sparse by modern standards, with most models having drivers air bag and seat belt pre-tensioners and a cassette player. More expensive models added remote central locking, sunroof, tinted glass, electronic power assisted steering and a CD player.
[edit] Safety
The Saxo's crash test results from Euro NCAP was only 2 stars, which was a poor effort by modern-day standards but back in 1996 was considered relatively good.
[edit] Automatic transmission
In 1997 the Saxo's 3 Speed Automatic Gearbox was powered by the 1.6i 90 bhp (67 kW) which was available on the Saxo SX and VSX. Then late 1997 The 1.6i Auto was replaced with a 1.4i 75 bhp (56 kW) which was available on the SX version. The 1.6i was more powerful with a top speed of 109 mph (175 km/h) compared with the 1.4's 103 mph (166 km/h).
Citroën carried on using the 1.4i engine on the Facelift Saxo Automatic in 1999. Due to the C3 having a 4.5i Automatic Gear Box the Saxo Automatic came to an end in March 2002, whilst the manual models were still sold right up to the end of 2003.
[edit] Reputation and reviews
The Saxo was one of several Citroën models from the 1990s that were criticised for looking too conservative in contrast to the avant-garde design of earlier Citroëns, such as the CX, BX and XM. In particular, the Saxo shared not only mechanical components but also its body design and appearance with the Peugeot 106, which was launched in five years earlier, much as the 1970s and 80s Citroën LNA was a badge engineered version of the Peugeot 104.
The two sports models (VTR and VTS) and the look-alike West Coast did however quickly become popular with younger buyers and enthusiasts interested in modifying them. Although the factory modifications were relatively minor - being revised bumpers, alloy wheels and subtle plastic body over-paneling below the door side strips - the changes were enough to make the car stand out, visually, as a sports version. These models also had a good reputation for handling, with very firm rear suspension and a direct feeling in the steering enabling an enthusiastic driver to easily promote lift-off oversteer.
[edit] Fuel economy
One area in which the Saxo excelled was fuel efficiency. Even the sports models could manage nearly 50 mpg at cruising speeds, whilst the 1.1 could manage nearer to 60 mpg. The 1.0 was slightly less efficient, primarily due to the 4 speed gearbox and resultant higher engine speeds when cruising.
This came as no surprise, since it's predecessor the Citroen AX in diesel form held the record for the best fuel economy achieved in a production car, 103 mpg (2.7l/100km) - a record that still stands today.
[edit] Drag
The saxo has a drag coefficent of 0.340. [1] In addition its frontal area is 1.82m2[2]. Giving it a CdA ft² or just 6.66. By subbing this infomation into the drag equation for power, we are left with the formula;
P = 0.4V3 (to 3 Sf)
Where P is the power in watts needed to overcome the drag, and V is the speed in ms-1.
[edit] External links
- Saxo Information - Modding, Maintenance, advice etc
- Saxo Information - Owning, Buying and Selling advice
- Saxo Owners Site
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| City car | LN / LNA | AX | C1 | |||||||||||||||||||||||||||
| Supermini | Saxo | C2 | ||||||||||||||||||||||||||||
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