Since 1st July 1982, CitroŽn has been offering for sale
in France (later in the other countries) a new version of the Visa, the
Visa GT, fitted with a 4-cylinder 80 HP engine and a 5-speed gearbox.
MORE AND BETTER
The Visa GT is more than a substitute for the Visa ll Super X: it can
reasonably be placed in the class above as far as performance and
driveability are concerned. It is fast and responsive, with a definite
sporty character, and is more highly specified in keeping with its new
Moreover, it is characterised by the fact that it
consumes less petrol than the Visa ll Super X. One could describe the
Visa GT as “a civilised sports saloon” compared with the Visa Chrono
(“butchsports saloon”) (Double Chevron no. 67) and the Visa Trophťe
(“professional sports saloon") (Double Chevron no 66).
PLEASURE TO DRIVE
With its 80 HP 5,800 r.p.m. (25 per cent more than the Super X) and 79
1b ft of torque at 2,800 r.p.m., the 1,360 cc engine of the Visa GT
produces impressive performance (0- 1,000 metres in 33.1 sec.; 0-62
m.p.h. in 10.9 sec.; maximum speed 104 m.p.h. against 35.8 sec.; 13.6
sec. and 96 m.p.h. for the Super X), whilst using less fuel (50.4
m.p.g. at 56 m.p.h. and_38.2 m.p.g. at 75 m.p.h. against 46.3 m.p.g.
and 36.2 m.p.g. for the 5-speed Super X).
These characteristics give the Visa GT a lively feel, agility both in
town and on the open road, and great flexibility at low speeds (maximum
torque achieved at 2,800 r.p.m.) which makes it a real pleasure to
The external appearance emphasises the up to date and sporty character of the car (Front air dam, rear spoiler, alloy wheels).
The air dam and spoiler mean that a CdS figure of 0,648 can be achieved which is 4% better than the standard Visa.
The interior has also been treated in a careful and practical way
(re-designed front seats, a split rear seat which is both folding and
removable, and carpeted floor, door trims and boot).
Either light-hearted or serious at the whim of the driver, the Visa GT
responds to the tastes and requirements of the customer who wants a
comfortable and practical car, but who appreciates a modern, fast and
responsive small car.
ANALYSIS OF A RANGE
Since the presentation of a “restyled” Visa II in March 1981, the
output of the Visa has grown from 117,451 units in 1980 up to 178,961
This rising production stems from the increasing orders
of the 4-cylinder engined Visa (which also entailed 10,000 2-cylinder
engined Visa more sold)- from 35,070 units in 1980 (less than 30% of
the overall output of the Visa) it climbed up to 86,090 units in 1981
(around 50% of the overall output).
Of these models, the proportion with 1,124 cc engines (L
and Super E) is substantial: 72,542 vehicles in 1981, say 85% (more
than 40% of the overall output of the Visa) against 13,548 Visa Super X
with 1,219 cc engines. The launch of the Visa ll Super E with reduced
fuel consumption contributed to a sales improvement: 45% of the overall
Visa output, 90% of the 4-cylinders Visa, for the first four months of
These results offer a clear conclusion: if an effort has
to be made to enlarge the number of Visa's customers, one has to
concentrate on the weak part of the range: the sector of the Super X.
The Visa GT has been built as a result of CitroŽn’s wish to expand the
Visa range customer profile. The objective is to increase the number of
Visa customers through the conquest of other makes (the performance
figures compare more than favourably with its rivals). It is
anticipated that the rate at which the GT penetrates the market will be
superior to that of the Visa II Super X, which means that more than 60%
of its sales should be from outside the established CitroŽn clientele.
QUALITY - QUANTITY
However, the objective is also to make a qualitative adjustment to the
customer’s profile, by reducing its average age. It is expected that at
least 60% of Visa GT buyers will be less than 40 years old (compared to
56% for the Super X).
The Visa GT has been built to attract new buyers; young
(between 25 and 35) householders, employed in middle management and
mainly living in big towns.
The body is distinguishable from those of the other Visa models, by its embellishments.
Two coachlines (dark grey or silver depending on the
interior colour scheme) follow the centre line of the body. A grey
grille, black washer jets and radio aerial and with a “GT” monogram on
the bonnet, rear quarters and hatchback complete the effect.
New split rear seats, more bucket-shaped, folding and removable, give a
wider combination of usable space: use as a bed, for example, or for
carrying a pram, etc… New front seats, better shaped and more
bucket-shaped. Seats covers and door covers in grey Shetland cloth.
Dashboard in matching grey, steering-wheel with the “GT” monogram.
STANDARD EQUIPMENT AND OPTIONAL EXTRAS
The standard equipment of the Visa GT includes features that are sold as optional extras on the other Visas:
Two optional extras are offered with the Visa GT:
The Visa GT is available in 3 colours:
Gris perle with dark grey stripes,
Black with silver stripes,
Rouge Vallelunga with silver stripes.
ENGINE AND TRANSMISSION
The 1,360 cc 4 cylinder-engine is installed transversely and inclined 72 degrees rearwards.
The block is made of light alloy with separate liners. Five bearing crankshaft.
Forged steel connecting rods. Light alloy cylinder head with hemispherical combustion chambers. Chain driven overhead camshaft.
Carburation through mechanical pump. Two vertical single
choke carburettors. Manual choke-dry. Air filter. Transistorised
ignition with a diagnostic harness.
This engine reaches the maximum power of the Visa Super X at 4,200 rpm (instead of 6,000 rpm).
The Visa GT has front wheel drive. Drive shafts with
constant velocity tri-axial joints at the gearbox and Rzeppa type
joints at the wheels.
Clutch: dry single plate diaphragm and mechanical operation by cable.
Five speed all synchromesh gearbox is integral with the engine and sharing the same lubrication.
Dual circuit servo assisted brakes operating from a tandem master cylinder.
Front: disc in the wheels; floating caliper; single piston with automatic adjustment.
Wear warning device.
Rear: drums with floating shoes and automatic
adjustment. Load compensator to avoid rear wheels locking. Hand brake
working on rear wheels.
The 4 wheel independent suspension has been specially adapted for performance.
At the front, the coil spring has been shortened by
0.2inches compared with the Super X; integrated telescopic dampers (Mac
Pherson type) with 23 mm anti-roll bars
At the rear (trailing arms suspension), the coil spring
has been shortened by 0.9 inch; concentric telescopic dampers and
anti-roll bar diameter 17 mm (Visa Super X:16 mm).