Citroen xm review
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A much-improved all- alloy 193bhp 2.9-litre 24v V6 engine followed in 1997, with production continuing right up to 2000. Sensors and electrovalves meant that ‘Hydractive’ could switch the suspension from soft on the straights to a significantly stiffer set- up on the way into the bends, almost eliminating roll.
The XM was launched in 1989, offering a basic 2.0-litre carburetted and more powerful EFi petrols, a frugal 2.1-litre 12-valve diesel, and the top-of-the- range 3.0-litre V6 petrol.
The permanently lit dash seems a waste of time and bulbs, half of which now need changing.
As for reliability: Since new it has had all the spheres renewed once, the electro-magnetic fuel cut-off failed once and it has just broken down with a seized fuel pump (6 000 Francs to repair).
Would I buy another one? Most trim materials are fairly hard-wearing - although interior parts are getting scarce - and watch for battered load bays on estates.
OUR VERDICT
It’s gained a reputation for painful ownership, but that’s unfair according to specialists and owners.
The sweet spot might very well be one of the mid-production ‘Series 1.5’ cars, which many argue offer the best of both worlds. Most problems are caused by dodgy electrical connections and corroded earth points but specialists can sort these once and for all. The non-turbo diesel XM is like a sofa on wheels and quite gutless on hills.
A smooth and very torquey 2.0-litre ‘constant torque’ low-pressure turbo engine provided a good-value option for buyers from 1992.
The major facelift was launched in mid-1994, introducing a slightly toned-down dashboard and a few minor external tweaks. Find a nice one, look after it, and enjoy the very best of 1990s French executive motoring.
Citroen XM Common problems
• The XM was famed for electrical gremlins, though most were cured within the first couple of years, and many of the affected early cars have been fixed today.
• The hydraulic suspension is relatively simple and is well supported by specialists.
Failed electric window regulators can be a common problem and a pain to fix (costly too) while central locking and heater motors can fail too.
Citroen XM buying guide, history and review
Car manufacturers should take note. Well- maintained and tidy four- cylinder XMs start at around £2500, rising to £5000 for the best. Tidy diesel models and estates are rare today, but still desirable for those seeking an interesting, usable workhorse classic.
V6 models start at closer to £3500, but the nicest top out at about £7500.
Yes, but with a turbo. Riding in even the most basic XM feels like an event, though. It can sometimes be positively dangerous to overtake on normal roads at intermediate speeds.
This being said, it has a fair turn of speed on the motorway and its roadholding allows fast curves to be taken even faster than average.
For: Comfort, roadholding, style (class), a lot of car for the money.
The original underseal can hide it very well, and by the time it comes to light it’s often terminal.
What to pay?
There are still plenty of £1000 XMs on the market but these will always be in need of work, so tread carefully. Series 1 V6 24v cars are extremely rare so, if you find one, expect to pay a healthy premium.
ENGINE
Petrol engines are robust with regular maintenance although the eight-valve unit is a bit underpowered. Consider the turbocharged motor or later sixteen-valve for better performance, but check that the turbo itself is healthy and there are no signs of blue smoke on the overrun. Leaking exhaust manifold gaskets can be an issue too. Cam belt changes are crucial with all engines, so be extremely wary of cars with a patchy or non-existent service history, and keep an eye out for engine management issues and rogue warning lights. Most problems are caused by dodgy electrical connections and corroded earth points but specialists can sort these once and for all. And don’t dismiss the 3.0-litre V6 - it’s considered bullet-proof, if a bit thirsty.
Diesels proved popular with buyers thanks to their reliability, torquey power delivery, and better economy. They’re reliable on the whole too, though head gasket problems are a concern - some owners reckon a stronger anti-freeze mix can reduce the risk of failure - and you’ll need to ensure that the turbocharger isn’t showing signs of wear. The 2.1-litre unit is easier to work on - changing the cambelt on a 2.5 takes almost twice as long - but look out for leaking radiators, and leaks from the fuel return pipes on the injectors.
TRANSMISSION
Manual gearboxes are strong and any problems should be obvious, but ensure the clutch operation is okay as sourcing a good quality replacement cable can be tricky. The automatic ‘box has a reputation for unreliability, but while you do need to be wary of misbehaving units, annual fluid changes are the key to longevity. If that’s been done, they should cover high mileages without issue.
SUSPENSION
Scare stories about the ‘Hydractive’ suspension abound but it’s rarely the trouble you’d expect. Specialist attention is usually best, but a well maintained system should be fine as long as the LHM fluid has been changed every 30,000 miles. It makes sense to ensure that the ride height isn’t lopsided, that the pipework is solid and leak-free, and that it responds properly to the height and mode selection switches, but otherwise don’t worry. Power steering pumps need checking for noises or leaks, and ensure that the ABS is fully operational. Faulty wheel sensors are often to blame and replacements are scarce - replacing the complete hub with a secondhand item is a common cure.
ELECTRICS
Most of the electrical maladies should have been sorted by now, but prod every switch to be certain. Failed electric window regulators can be a common problem and a pain to fix (costly too) while central locking and heater motors can fail too. Also, door locks themselves can play up, and watch for missing pixels on the dashboard’s LED displays. Most trim materials are fairly hard-wearing - although interior parts are getting scarce - and watch for battered load bays on estates.
OUR VERDICT
It’s gained a reputation for painful ownership, but that’s unfair according to specialists and owners. We’d certainly avoid abused or neglected examples that could test your patience, but XMs are well understood now and there’s excellent specialist and enthusiast support. It may have foibles but there’s no doubt it holds a very definite kind of appeal.
ENGINE
Petrol engines are robust with regular maintenance although the eight-valve unit is a bit underpowered.
Sadly this engine was not the strongest, and the unreliability added to an already shaky reputation early XMs had earned thanks to substandard electrical connectors.
Despite that poor start, post-1992 ‘series 1.5’ cars were far more reliable, but sales and residual values never recovered.