The CX is known for its hydropneumatic self-leveling suspension system (continued and improved from its DS predecessor), and its (at the time) low 0.36 drag coefficient, normally noted as a vehicle's

Unlike its principal competitors, the CX did not have worldwide distribution—the cost of development and improvements had to be met from a geographically small sales base.

[9] The CX's flowing lines and sharp Kammback rear were designed by auto stylist Robert Opron, resembling its precursor the GS.

The ability of the CX suspension to soak up large undulations and yet damp out rough surfaces resulted in a consistent ride quality when empty or fully laden.

[10] The suspension was attached to sub-frames that were fitted to the body through flexible mountings, to improve the ride quality and reduce road noise.

The British Car magazine described driving a CX as hovering over road irregularities, much like a ship traversing above the ocean floor.

The constant ground clearance component of this suspension was used under license by Rolls-Royce on the Silver Shadow, and the Bentley T series.

The CX saloon was always of a fastback design, with a trunk lid hinged beneath the rear window, like many prior fastbacks from the late 1940s until the CX's era – but unlike almost every other 1970s sedan, which either offered a hatchback body, like the successful Volkswagen Passat[11] and Saab 900, or exclusively hatchbacked contemporaries as the Rover SD1 and Renault 20/30.

[12] Citroën's own 1970 compact GS, and the small Alfa Romeo Alfasud were also initially released as fastback sedans, but both received hatchbacks in the late 1970s.

Some very early models did not have power steering and proved difficult to drive as the CX carries 70% of its weight over the front wheels.

[15] More performance came from the "CX 2200", fitted with a 2175 cc version of the engine and a twin carburetor, resulting in a claimed maximum output of 112 PS (82 kW).

[17] The CX was slowly developed and improved, the key elements it needed to compete successfully in its market segment taking years to emerge.

[22] In 1985, the GTi Turbo petrol model, with a top speed of over 220 km/h (137 mph), gave the CX the powerful engine that finally used the full capabilities of the chassis.

[25] Although the minor 1985 Series 2 changes did create initial interest from press and public alike,[26] they did little to revive sales, with 35,000 units being produced in 1986 and 1987.

[28] One notable achievement was in the 28,200 km (17,500 mi)[29] 1977 London–Sydney Marathon road race, where driver Paddy Hopkirk, driving a CX 2400 sponsored by Citroën's Australian concessionaire, staged a come-from-behind sprint to obtain third place.

Despite the success of the CX design (and the company's unbroken legacy of dominance in this segment stretching back to 1934)[31] there was no new and improved "big Citroën" model on the horizon by 1981.

These models had increased load capacity (baggage; equipment; passengers), taking full advantage of the CX's self-levelling suspension.

The Safari was a success with speedway riders and other motorcycle racers, as the capacious design meant a bike could easily fit in the back.

The CX saloon had insufficient rear legroom to function as a chauffeur driven limousine (a common use for the spacious DS model), so in 1976, Citroën introduced another 25 cm (10 in) longer version, the Prestige variant.

The Series 1 vehicles (1974–85) were characterised by stainless steel front and rear bumpers, hydropneumatic suspension as compliant and soft as the DS, a "spaceship" style dashboard featuring a revolving drum speedometer and similar tachometer.

The cars lost some of their earlier distinctiveness, but maintained the "stalk-free" layout, where turn signals, wiper controls, horn and headlights could be operated by the driver's fingertips while his/her hands remained on the steering wheel.

[36] A number of CX estates were elongated and retrofitted with a second rear axle, mostly used for high speed bulk transport such as carrying newspapers across Europe.

[38] The Swedish coachbuilder Nilsson produced 15 stretched limousines based on the Prestige from 1978 to 1989 for use as the official state car of the leader of the German Democratic Republic, Erich Honecker.

[42][43][44] The Chinese government decided to award this contract to the Shanghai Volkswagen joint venture, and instead gave Citroën the rights to the "compact car" segment.

One specific circumstance led to Citroën’s permanent withdrawal from the US market at the end of 1973, the January 1, 1974 US regulation wording related to 5 mph (8 km/h) bumpers being drafted in such a way that height adjustable suspension was de facto illegal for passenger vehicles.

Even the Mercedes-Benz Congressional lobby had no impact on this mandate, and they had to disable the height adjustment feature for the US-bound W116 S-Class saloons and S123 estates.

[54] Beginning in 1983, CxAuto (CXA), based in Lebanon, New Jersey, remanufactured the CX in the Netherlands before exporting them to the United States with full US compliance.

They offered a 5-year/50,000 mi (80,000 km) warranty and sold the CX cars in 49 states except California (due to stricter emission regulations).

Despite lack of advertisement, minimal service network, and higher retail price, Trend Imports, individuals on the grey market, CxAuto, and CINA managed to supply Americans with about 1,000 CX units during the 1980s.

For instance, the rear view mirrors of the "Series 2" CX were found on many—mostly British—sports cars, like the Lotus Esprit, the Jaguar XJ220, the TVR Chimaera and the (French) MVS Venturi.