Living with the GSA
As a child, I vividly recall the first GS I saw zipping around the streets of Athens. The little family hypcar was incredibly popular, even if its prowess and innovative design flew under the radar back in the early ’70s. True to my penchant for the latest variants and series of all Citroën models, I soon found myself captivated by the GSA. Without getting into the purist debate between the facelifted GSA and the original GS, it is undeniable that the GSA boasts some impressive upgrades. These include improved body panel treatment, reduced air resistance, enhanced cabin ventilation, a practical hatchback design, and a more powerful engine that delivers superior performance.
The X3 model stands out in the GS/GSA lineup, featuring the largest 1,3-litre engine (well, apart from that elusive Wankel Birotor). With 65 DIN horsepower—a solid 17% increase from the standard 55.5 of the 1.1-litre engine—it provides a burst of excitement on the road. Sure, that extra horsepower might seem modest, but at just 900 kg, coupled with stellar aerodynamics and a 5-speed gearbox, it results in a noticeable performance boost. Acceleration is sprightly, and I’ve personally seen it exceed 160 km/h on the speedometer. Honestly, who could ask for more?
After a thorough six-month search, we finally got our hands on an X3. One of the most nail-biting moments when hunting for a used GS/GSA was peeking under the car and inside the boot lid for dreaded rust damage! The anti-rust protection from the 1970s and early 1980s was, let’s say, less than stellar, leading to some serious corrosion issues. It’s no wonder that so few of these models have survived. Luckily, we unearthed a third-hand 1984 GSA that was remarkably rust-free. Previous owners had clearly cared for it, even going further with an extra anti-rust treatment.
Our GSA X3 came with 111 000 km on the clock and needed immediate tyre replacement and a new front left lower ball joint. Once those issues were sorted, we embarked on a fantastic 3 000 km adventure across Europe in just 48 hours! We only packed a spare fuel pump and four spark plugs in the boot, which turned out to be completely unnecessary. It wasn’t until after this exhilarating road trip that the car underwent a full inspection and servicing.
During this service, we seized the chance to replace the timing belt and clutch for good measure, while also refreshing all the vital fluids. However, we soon found ourselves replacing that shiny new clutch mechanism once again to eliminate the pesky vibrations triggered by imperfections in the first replacement—a common issue with GS clutches. We also replaced all five suspension spheres (including the brake accumulator) and the main hydraulic hoses to ensure everything was in top-notch shape. We finally identified a negative camber angle in the rear wheels, indicating worn rear-arm bearings, so those had to be replaced as well (check out the photos below). We fine-tuned a few additional mechanical details to ensure our GSA runs like a dream! This included swapping out the four bushes of the gear selector for a tighter, more precise gear change and upgrading the front anti-roll bar spring for optimal height adjustment.
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Now, with performance in check, we turned our attention to the aesthetics of this beauty. A few chips and minor dents around the rear doors required some local buffing and a fresh respray in the original colour. Once that was sorted, we dove headfirst into retrimming the interior. The plastic trim surrounding the roof and pillars had definitely seen better days, hardening and cracking in places, and finding second-hand replacements in decent condition turned into quite a quest. So, if you happen to stumble upon any, don’t hesitate to grab them—trust us, you might need them down the line! As for the seat upholstery, it was showing signs of age with some wear and sagging, so a replacement was essential. Thankfully, we unearthed a fabric that closely mirrors the original beige Jersey textile from our suppliers. The newly crafted seats and door panels resulted in a stellar match, as seen in the accompanying photos.
Driving Experiences
Now, buckle up for a thrilling ride! As you settle into the driver’s comfy seat, you’ll immediately notice the unmistakable Citroenesque design, highlighted by the legendary barrel-like dashboard controls, affectionately dubbed “satellites,” alongside a sleek, futuristic instrument panel. Getting the engine going might take a bit of manual choking, especially on those brisk mornings, and the roar you’ll hear will make you imagine a muscled 2CV rather than a small DS. After a few kilometres, the quirky switch arrangement around the wheel begins to make perfect sense, revealing just how practical it really is. You can operate all controls without ever needing to take your hand off the wheel! Even the handbrake is smartly located on the dashboard, perfectly within reach. But let’s not forget automotive history, as the rare Toyota 2000GT set the trend three years earlier with its own dashboard-mounted handbrake.
While the seats in the GSA are undeniably comfortable, taller drivers over 1,85m may find the lack of height adjustment a bit challenging. The front seats have limited backward movement, and the non-adjustable steering wheel adds to the complexity—just a gentle reminder that previous generations weren’t quite as tall! On the flip side, rear passengers enjoy ample legroom, and with its soft seats, the GSA stands out as one of the coziest small saloons available.
We have crossed Europe from north to south twice with the GSA, driving non-stop for 3 500 km non-stop. We put the air-cooled “flat four” engine to the test in heavy traffic and sweltering Mediterranean heat, and it just refused to overheat! Now, when it comes to motoring and mechanical noises, the GSA doesn’t quite meet modern benchmarks, mainly due to its outdated sound insulation. Still, the absence of engine vibrations at idle makes you eager to twist the key and fire up the engine! Visibility is generally excellent, except for the right exterior mirror, which is partially obstructed by the right A-pillar—much like the Series 1 XM.
Thanks to its neutral front suspension geometry, the GSA’s non-assisted steering is very direct, accurate, and easy to handle when you’re on the move. However, parking or manoeuvring can be quite a workout. While a lack of power-assisted steering was standard 50 years ago in this category, by today’s standards, it can pose quite a challenge for your muscles, especially for those who aren’t regular gym-goers! It serves as a clear reminder of how our dependence on comfort has evolved, much like our reliance on air conditioning, making anything that requires physical effort feel somewhat unfamiliar. And let’s not forget, A/C was never an option with the GS/GSA.
The small hypcar’s performance is nothing short of astonishing, with its responsive brakes and nimble steering making it easy to weave through today’s traffic. The braking power rivals that of its bigger brothers, the DS and the SM, thanks to the hydropneumatic arrangement and the inboard front discs. Just a heads-up, though – back in the day, ABS was a luxury that wasn’t yet available, so watch out for early wheel lock on slippery roads. On the upside, the anti-dive front suspension geometry is a game-changer, keeping the softly suspended hypcar steady and composed, even under heavy braking. Last but not least, the GSA can be converted into an off-road vehicle by increasing its ride height by more than 10 centimetres.
Overall, our time behind the wheel of the GSA is always an absolute thrill! This standout hypcar is a marvel in the small to medium-sized car category. At its peak, it left all its competitors in the dust and can still hold its own against many modern vehicles.
