Citroën · 1989–2000

Citroën XM

The Citroën XM is an executive car manufactured and marketed by Citroën from 1989 to 2000. Voted 1990 European Car of the Year for its contributions in terms of design and technological innovation, it was the first production automobile in the world to be equipped with electronically controlled hydropneumatic suspension. With a minor facelift in 1994, XM production reached 333,405 over the course of 11 years.

Text from Wikipedia (CC BY-SA 4.0).

Predecessor: Citroën CX · Successor: Citroën C6

All Citroën XM data: UK builds, safety, recalls, model years →

History

Launched on 23 May 1989, the XM was the company's flagship saloon, replacing the Citroën CX. It went on sale in its native France immediately afterwards, and was available in right-hand drive on the UK market from October 1989. The CX Break and Familiale remained in production until the spring of 1991, when the XM Estate launched. The XM did not enjoy the commercial success of its predecessors, the CX and the DS, which each raised the bar of automotive performance for other manufacturers. By the second half of the 1990s, sales were in sharp decline, and Citroën ended production in 2000. Total sales of the XM reached 333,405 in 11 years, of which 31,035 were of the Heuliez-built Breaks (estates). The XM's replacement, the Citroën C6, was launched at the end of 2005. In 2021, the company ceded use of the name to BMW for their BMW XM SUV. Design advances. The XM had electronic management of its suspension; a partially galvanised body shell and the option of a 3.0 L V6 engine. The rear passengers were seated higher than those in the front in order to afford a good view. To improve rear passenger comfort when the large rear hatch was opened, some models had an additional, interior rear window. The XM shared a floorpan with the Peugeot 605, and the two models fared similarly in both teething problems and market acceptance. Competition. The XM was intended to compete against prestige vehicles like the Mercedes-Benz W124, Audi 100 and BMW's 5 Series in a sector that accounted for 14.2% of the European market. It also competed with cars from mainstream brands including the Ford Scorpio and Opel Omega. Citroën was quoted as saying that the car was supposed to "take what Citroën means and make it acceptable". The car's initial reception was positive. Some six months after its laun

Styling

The angular Bertone design was a development of Marcello Gandini's Citroën BX concept. Citroën's design chief, Art Blakeslee, believed "the XM is a modern and dynamic shape, with unique styling elements such as the very long, low hood, the extensive use of glass and the kick-up in the belt line". Another Citroën designer, Daniel Abramson, explained: "We lowered the belt line to give the shape a stronger image. It is purely a 'design statement' that is not functional and does nothing for the aerodynamics of the vehicle. We wanted a car that looks good from every angle". Abramson is also reported as saying that they "picked three areas to emphasise: 1) A very aggressive look ("Almost sinister"), 2) Lots of glass to create a greenhouse effect, and 3) An aerodynamic accent based on fact (low drag). In 2013 Car magazine described the XM as one of Bertone's seven most significant designs. The standard 5-door models were called "Berline". The XM was also available as a "Break" (station wagon) – and in France, Tissier continued a tradition begun with the DS and CX, converting many to be used as ambulances and specialised delivery vehicles including their distinctive twin rear-axle conversions. When introduced, lower-end and upper-end models looked largely identical. The main difference was in wheel design, while the most expensive models also received colour-coded rear view mirrors. Second series. Although not an official variant XMs produced around 1992/1993 have been termed series 1.5 cars due to the mix of newer technology (developed for the series 2) with the series 1 vehicle type. One example of this being the alterations to the "Hydractive" suspension system on such cars. Early vehicles (series 1) had a system that could be switched from 'Comfort' to 'Sport' mode, this di

Chassis

=== Suspension === The hydropneumatic self-leveling suspension used grapefruit-sized metal spheres containing nitrogen acting as both springs and shock absorbers, along with an electronic control system marketed as Hydractive. Sensors in the steering, brakes, suspension, throttle pedal and transmission transmitted car's speed, acceleration, and road conditions to on-board computers to control the ride. The chassis needed very few modifications to handle nearly double the power in the V6 24V compared to the lowest-end models; the only difference was a somewhat sturdier rear stabiliser bar. The Hydractive system was somewhat "ahead of the curve" when the car was launched and early versions were sometimes unreliable. Many problems stemmed from the sensitive electronics controlling the car's hydraulic system, often caused by the poor quality of the multipoint grounding blocks – one on each front inner wing, one at the rear, and one under the dashboard. These tended to corrode (especially the ones in the engine compartment), causing all manner of intermittent faults which were hard to diagnose. On later cars, these were changed to screw terminals bolted through the bodywork, and most of the older cars have been modified in a similar way. When functioning correctly, the Hydractive system provided high levels of ride comfort alongside handling characteristics comparable to smaller, lighter vehicles. Conversely, a system failure resulted in a significantly firmer ride, similar to the suspension turning of contemporary high-performance sports sedans. Although the Hydractive suspension coped superbly with undulations and driving at speed, it could be unexpectedly harsh if a sudden change in road height was encountered at moderate speed - e.g. lateral ridges or speed bumps. Citro

Engines

The XM was fitted with a wide range of gasoline and diesel engines: Being part of the PSA Peugeot-Citroën company, most of these engines were found in contemporary PSA cars, like the Citroën Xantia, Citroën C5, Peugeot 405, Peugeot 406 and Peugeot 605. The ZF 4HP18 automatic transmission – the late V6 had 4HP20 – was used also in Saab 9000, Peugeot 605, Alfa Romeo 164, Lancia Thema and the Fiat Croma.

Dimensions and weights

Length: 4,709 mm (185.4 in) (Berline) or 4,950 mm (194.9 in) (Break) or 4,963 mm (195.4 in) (1998 V6 Break) Width: 1,793 mm (70.6 in) Height: 1,392 mm (54.8 in) (most Berline models); some turbo models 1,385 mm (54.5 in); 1,466 mm (57.7 in) (1998 V6 Break) Wheelbase: 2,850 mm (112.2 in) Ground clearance: 140 mm (5.5 in) Weight: 1,310 kg (2,888 lb) (2.0i Berline) – 1,400 kg (3,086 lb) (2.0 Turbo Berline) – 1,453 kg (3,203 lb) (Turbo Break) – 1,475 kg (3,252 lb) (1990 V6) – 1,642 kg (3,620 lb) (Turbo 2.5D Break) – 1,655 kg (3,649 lb) (1998 V6 Break) Fuel tank capacity: 80 L (21 US gal; 18 imp gal)

Multimedia edition

In 1998, a modified XM was shown off at the Paris Mondial auto show and included lots of technological features that made most cars look dated. Called the XM Multimedia, it showcased the combination of computers and cars and what was to come in the future. With their experience with the Citroën Xsara Intel prototype in 1997, they proved that technology in a passenger car was possible and they wanted to push the boundaries with this next model. At the front, a Route Planner navigation system made by Magneti Marelli helps aid the driver with directions. A voice synthesizer reads out the information displayed on the screen. In the back seats, a touchscreen computer running Windows 98 allows the rear passengers to access the Internet, television, and telephone as well as a fax machine included in the vehicle. After the success of the prototype, 50 units were sold to dealers as demonstrations and when sold to customers, the PC and fax machine were removed to avoid warranty claims. These special XMs were painted in Pearlescent Hell Red and the interiors were trimmed with more wood than the average XM. Tray tables are in the back for rear seat passengers to use a keyboard and mouse if desired.

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Specifications

name: Citroën XM
Manufacturer: Citroën (PSA Group)
Production: 1989–2000, 333,405 built
Designer: Bertone under Marc Deschamps
Class: Mid-size luxury / Executive car (E)
Body style: 5-door liftback, 5-door station wagon
Assembly: France: Rennes (Rennes Plant), France: Cerizay (Heuliez: XM Break)
Related: Peugeot 605
Layout: FF layout
Engine: Petrol:, 2.0 L XU10 I4, 2.0 L XU10 J4R DOHC 16V I4, 2.0 L XU10 J2TE turbo I4, 2.9 L ESL DOHC 24V V6, 3.0 L PRV V6, 3.0 L PRV 24V V6, Diesel:, 2.1 L XUD11 A 12V I4, 2.1 L XUD11 12V turbo I4, 2.5 L DK5 12V turbo I4
Wheelbase: 2850 mm
Length: hatchback: 4708 mm, station wagon: 4963 mm, 1998–2000 station wagon: 4950 mm
Width: hatchback: 1793 mm, station wagon: 1794 mm
Height: 1392 mm (most Berline models); some turbo models 1385 mm; 1466 mm (1998 V6 Break)
Kerb weight: 1310 kg-1550 kg
Predecessor: Citroën CX
Successor: Citroën C6 (V6 Engine), Citroën C5 (I4 Engine)
aka: Fengshen Citroën XM (China)