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The Citroën GS (1970–80, sedan and wagon) and Citroën GSA (1979–86, liftback and wagon) are small family cars produced by the French automaker Citroën. The GS was voted European Car of the Year for 1971, and was probably the most technologically advanced car in its class when launched, with class leading comfort, safety and aerodynamics.
Market placement
The GS filled the enormous gap in Citroën's range, between the 2CV and Ami economy cars and the luxurious DS executive sedan. The DS had moved significantly upmarket from its predecessor the Citroën Traction Avant, and beyond the finances of most French motorists. Leaving this market gap open for fifteen years allowed other manufacturers entry into the most profitable, high volume market segment in France. This combined with the development costs and new factory for the DS-replacing Citroen CX, the 1974 oil crisis, and an aborted Wankel rotary engine, led Citroën to declare bankruptcy in 1974.
The GS met with instant market acceptance and was the largest selling Citroën model for many years. 1,896,742 GS models and 576,757 GSA models were produced in total.
Unlike the 2CV, DS and SM, the GS was never officially imported to the USA.
Design stage
The GS took 10 years to develop from initial design to launch.
In 1960, work began on two concepts, the 'sporty D,' which became the 1970 SM, and the small family car. Both projects continued in various forms for a decade, with a Wankel engine and hydropneumatic suspension suggested as possibilities, with a new, modern body to match. The first iteration was the "C60," which resembled an Ami 6 with a long, smooth nose.
In 1963, development had moved to "Project F", which was close to being production ready. Citroën decided the car was too similar to the 1965 Renault 16 and by 1967 Project F was suspended. Many of the mechanical components continued to "Project G", which became the GS. The GS was designed by Robert Opron, with a smooth two box design that bears some resemblance to the 1967 design study by Pininfarina Berlina Aerodinamica.
Launch and ongoing development
On 24 August 1970, Citroën launched the GS. The body style was as a "Berline" (essentially a saloon, three lateral windows), in a fastback style with a sharp Kamm tail. The aerodynamics gave the best drag coefficient of any vehicle at the time.
Good aerodynamics enabled the car to make the best of the available power, but the car as launched nevertheless drew criticism that it was underpowered. Citroën addressed the issue with the introduction in September 1972, as an option, of a larger 1,222 cc engine. Claimed power increased from 55 bhp (41 kW; 56 PS) to 60 bhp (45 kW; 61 PS), but it was the improved torque that really marked out the more powerful engine, and which enabled the manufacturer, with the larger engined versions, to raise the second gear ratio and the final drive ratio, increasing the vehicle speed per 1,000 rpm from 23 km/h (14.3 mph) to 24.5 km/h (15.2 mph). Larger front brake discs were also fitted.
Visually the GS bore little resemblance to any other car on the market, until the development of the Citroën CX in 1974.
The fastback design, with a separate trunk, was controversial – a hatchback layout was considered too utilitarian by CEO Pierre Bercot. The 1974 CX shared this feature. The boot was nevertheless exceptionally large, in part due to the positioning of the spare wheel on top of the engine.
Both the early GS (until 1976) and the GSA have the unusual rotating drum speedometer (similar in construction to bathroom scales), rather than the dials found in a conventional dashboard.
The later GS (from 1977 until the introduction of the GSA) had a conventional speedometer.
It was offered in two trims; GS Club as the entry model and GS Pallas (only saloons) with full wheel covers, side mouldings, tinted glass and upgraded upholstery. The GS was also available, from September 1971, as a station wagon (estate) and a similar two-door "service" van.
The GSA replaced the GS in 1979 and added a hatchback. Other modifications included a new grille, new bumpers, new taillights, new hubcaps and new exterior handles. It also had a revised dashboard with the auxiliary controls on column-shaped pods so they could be reached without moving the hands from the single-spoked steering wheel; similar to the CX layout. It was partly replaced by the larger BX in 1982, although production continued in reduced volumes until 1986. Citroen did not re-enter the small family hatchback market until the launch of the ZX in 1991.
Contemporary journalists remarked at the smooth ride quality – the hydropneumatic suspension is designed to absorb bumps and ripples that would be uncomfortable in a conventionally sprung car with just a slight body movement.
Mechanics
The vehicle had a front-wheel drive layout and was powered by a flat-4 air-cooled engine. A series of small engines were available, displacing 1015, 1129, 1222 and 1299 cc. Power ranged from 55 PS (40 kW) to 66 PS (49 kW). Mated to a four speed gearbox, these were able to pull this car up to steady 151 km/h (94 mph) at 6250 rpm (with 1222 cc engine), due to the very aerodynamic body shape. Citroën's 3-speed C-Matic semi-automatic transmission was available as an alternative to the manual gearbox. With the introduction of the GSA a 5-speed gearbox was offered, which made cruising at high speeds more comfortable and economical (the top speed was raised to 164 km/h (102 mph) for both long and short gearbox ratios). The GS and GSA were always low powered and needed full use of the free-revving engines to maintain progress, except when cruising, in the tradition of the Citroën 2CV.
The four-wheel independent suspension featured a double wish-bone layout at the front and trailing arms at the rear. Both axles comprised rigid sub frames that gave the car unmatched road holding for the time, even on its narrow tires (factory-mounted Michelin ZX 145SR15).
Its central hydraulic system, powering the four disc brakes (inboard in front to help lower unsprung weight) and the advanced hydro-pneumatic self-levelling suspension, was derived from the Citroën DS. It also has a feature that increased or decreased braking pressure in accordance with cargo load, without any noticeable difference in the brake pedal response. The powered system was different from the typical assisted systems in that there was virtually no travel on the brake pedal even when braking hard. The hydraulic suspension allowed the car to be raised for rough terrain at low speeds (a feature taking account of the country lanes of its native France) and to full height for easy access to the partially enclosed rear wheels.
[Text from Wikipedia]
1983 - 1987
Cars & Coffee - Big in Japan
Jubelpark - Park du Cinquantenaire
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Brussels - Belgium
July 2025
1983 - 1987
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July 2025
98° Motor Show Brussels
Autosalon Brussel
Salon de l'Auto Bruxelles
Salon Auto - Moto - Mobility
Brussels - Belgium
January 2020
Relationship to Mazda 323:
The Ford Laser was a restyled version of the Familia/323 models produced by Mazda in Japan from 1980 onwards. Ford had acquired a 25% stake in Mazda in 1979.
In Australia, New Zealand and Europe where Ford was seen as a 'local' brand, the Laser outsold its Mazda twin, but in neighbouring Asian countries, such as Singapore, Malaysia and Hong Kong, as well as Japan itself, the reverse was the case. However, pooling resources with Mazda allowed Ford to maintain a foothold in the region. This was also the case in South America, Africa, and the Caribbean, where the Laser was also sold, in many cases being locally assembled.
KA/KB (1981–1985)
The KA Laser, built under license from Mazda, was introduced in March 1981. In January 1983 it underwent a facelift to become the KB.[8] Light changes were made to the rear, while the front was redesigned in a more modern style, aligning it with Ford's corporate look of the era. Originally sold only with the 1.3 liter engine, the smaller 1.1 liter engine was never available in Australia. Later, 1.5 liter versions were added, eventually even a turbocharged version.
Aside from being built in Australia and Japan, some Lasers were also assembled in New Zealand. New Zealand-built Laser hatchbacks were available with the 1.1 liter (Ritz), 1.3 liter (GL), and 1.5 liter (Sports) engines, while the Laser sedan (L, Ghia) was not available with the 1.1 liter engine. In some countries, such as Australia, the four-door saloon bodystyle was marketed as the "Ford Meteor".
[Text taken from Wikipedia]
The Laser marked the first public vehicle change in the transition from Ford of Europe products to Ford Asia-Pacific (for now focused on Mazda, but later to include KIA from Korea).
The Laser was also the first front-wheel-drive Ford available in Australia. Curiously, the original remit for the Fiesta program was to have manufacture and assembly in Australia, beginning in 1976. Also, the Escort MkIII transitioned to a front-wheel-drive architecture in 1980. Perhaps the coinciding launch of the 1979 Ford Falcon XD was seen to be of greater financial focus, and Ford wished to maximise the return on their Mazda investment in the region.
The Laser nameplate went on to be a top seller in early years, and continued in Australian manufacture and assembly, in Sydney's Homebush Plant, until 1994.
This Lego miniland-scale Ford KA Laser Ghia Hatchback has been created for Flickr LUGNuts 85th Build Challenge, - "Like, Totally 80's", - for vehicles produced in the decade of the 1980s.
Elli and I are planning a cross-country trip either this summer or next, needed a tent, and having recently switched to a hatchback, I found this awesome one on Ebay that attaches to the hatch and jumped on it.
We went out to West Virginia this past weekend to try it out and found out it's great! Also had a really fun camping trip and will be doing a lot more in the future.
These 3-door hatchback 323's were always the rarest of the range, closely followed by the Saloons, which also seemed to be unpopular in the UK.
This one has got wheeltrims from a later Mazda 2, and original number plates from Blackpool Mazda Centre, which was situated probably less than a mile from where this picture was taken, so it has stayed very local for nearly 17 years.
Blackpool Mazda Centre closed about 9 years ago, and is now a housing development after standing idle as wasteground for several years.
Ford Laser Hatchback that was Number one in its Class for many years for Ford. Came in 1.3, 1.6 & 1.8 Turbo Engines.
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Getting so much rarer recently, which is a shame because the styling of these and their saloon lookalikes always pleased me. I suppose they are getting on in age now, but this one looked okay, bar a few scuffs. I don't recall seeing this colour on them that often.