Throwback Thursday 1989: Citroen AX GT5 first drive

“And you’ll look in vain for a rival; only the Renault 5 GTX comes within sparring range, and that’s because it pairs a fairly big engine (1.7 litres) with a compact five-door body. It studiously avoids the fast hatch image, leaving that to the 5 Turbo. Even so, it has the price (£8465) and performance to challenge the Citroën.”

Mechanically, the AX GT5 had a few changes over the AX GT. “The engine is equipped with a twin-choke carburettor. Reworked inlet ports and a high-lift camshaft are introduced to accompany this increased intake flow, while a revised ignition curve and freer-flowing exhaust system also aid efficiency. The net result is 85bhp at 6400rpm and 85lb ft at a similarly revvy 4000rpm.

“The GT5 is more exciting to drive than the performance figures suggest. While the standing quarter mile is covered in a so-so 17.6sec and 60mph comes up in 10.1sec, the little Citroën feels for all the world like a real firecracker. The main reason for this impression is superbly crisp and eager throttle response, the effect of which is little short of breathtaking in the lower gears.

“Initial throttle movement liberates impressive gobs of power and torque, but it’s a hard act to follow. Thereafter, the rate of acceleration doesn’t quite keep pace with the progress of the throttle, but, wide open, the GT5 finds a new lease of life and steams forward once more.

“Mid-range urge is admirable, with engine torque coming in strong once the short 3.9:1 final drive ratio and low body weight have played their part in getting the whole show up and running. As the 7000rpm redline approaches, the engine becomes uncomfortably loud, too. 'Hard-working' is the best way to describe the engine note, dominated as it is by valve noise. You wouldn’t call it thrashy at any point, but neither is it unobtrusive.

“While not the last word in precision, the shift quality of the Citroën’s five-speed ’box is nevertheless as light and fast as your left hand can make it. The ratio spread is excellent, too, with second and third quite close to keep the action flowing.

“The GT5’s dry-weather handling is probably its most endearing quality. A car to be driven using subtle movements rather than ham-fisted harshness, it will point into corners and rapidly change direction with a minimum of steering input, yet it never feels nervous or edgy. The rack and pinion steering is very direct.

“Roadholding reserves are surprisingly high and the limit arrives gradually and with good warning. Understeer builds up gently and can be moderated with the throttle, although we did detect a certain skittishness in the wet that required a skilful touch to counter. Body roll is well contained, but the AX GT5 doesn’t corner quite as flatly as the Peugeot 205 GTi.

“The brakes are a little disappointing. The fronts lock up prematurely in the wet. The pedal gives a slightly dead feel and, when coupled with inconsistent stopping power, doesn’t inspire as much confidence as the chassis.

“That the AX GT5 rides as well as it does is something of a surprise. A car with so little weight, such a short wheelbase and relatively firm suspension could be expected to deliver a harsh, choppy ride. Nothing could be further from the truth. Not only is the AX GT5 unfussed by mid-corner bumps, but its long-travel suspension is also positively spine-friendly in the way it absorbs bumps and dips at any speed.”

So, the AX GT had proven that it was just as brilliant to drive in five-door form as it was three-door form, but just how practical was it, really?

“Rear seat accommodation isn’t at all bad," we said. "Six-footers will find reasonable comfort on anything up to a medium-length journey. Wide-opening rear doors allow easy entry and exit.

“The boot is a greater compromise. Lifting heavy objects over a relatively high lip doesn’t make things easy, and once inside, the available space is moderate.

“The driving position is less satisfactory than the sporty trims of the interior. Citroën has improved the offset pedal location, but it still favours the left of the footwell. At least this is now tolerable. However, the same can’t be said of the front seats. There’s almost an excess of bolstering around the thighs but a lack of support underneath. Your upper back is thrust forward, forcing the driver into a slightly slumped pose; after an hour or so, at least one of our testers wound up with back ache.