Citroën XM

Citroën XM
Industry	Automotive
Predecessor	Citroën CX
Founded	May 23, 1989; 37 years ago in France
Defunct	June 2000
Fate	Discontinued; succeeded by Citroën C6 and Citroën C5
Successor	Citroën C6 (V6 Engine), Citroën C5 (I4 Engine)
Headquarters	France
Area served	Europe, United Kingdom, Japan (through Eunos and Seibu Motor)
Key people	Designer: Bertone led by Marc Deschamps
Products	Executive cars (mid-size luxury)
Owner	Citroën (PSA Group)
Parent	PSA Group

{{Infobox automobile | name = Citroën XM | image = 1989 Citroen XM Nuccio Bertone.jpg | manufacturer = Citroën (PSA Group) | production = 1989–2000
333,405 units produced | designer = Bertone led by 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 = | wheelbase = | length = hatchback:
station wagon:
1998–2000 station wagon: | width = hatchback:
station wagon: | height = (most Berline models); some turbo models ; (1998 V6 Break) | weight = - | predecessor = Citroën CX | successor = Citroën C6 (V6 Engine)
Citroën C5 (I4 Engine) |} The Citroën XM is an executive-class automobile manufactured by Citroën between 1989 and 2000. Honored as the 1990 European Car of the Year, it was distinguished by its innovative use of electronically managed hydropneumatic suspension, which significantly improved ride comfort and driving dynamics.

After receiving a subtle update in 1994, the model accumulated a total production volume of 333,405 units throughout its eleven-year run, maintaining a steady position within the mid-size luxury segment.

History

Introduced on 23 May 1989, the XM served as Citroën's flagship sedan, succeeding the Citroën CX. It was initially launched in France and became available in right-hand drive configuration for the UK market starting October of the same year. While the CX Break and Familiale variants remained on sale until spring 1991, the XM Estate model was introduced thereafter.

Despite its technological advancements, the XM did not attain the commercial heights achieved by its predecessors, namely the CX and DS, both of which had set new benchmarks in automotive innovation. Sales diminished considerably by the late 1990s, culminating in production ceasing in 2000. Throughout its lifespan, including 31,035 units of the Heuliez-produced Break estates, total output reached 333,405 vehicles. The subsequent model, the Citroën C6, was launched in late 2005.

In 2021, Citroën transferred rights to the XM name to BMW for their new BMW XM SUV.

Design advances

The XM was pioneering in offering active electronic suspension control and featured a partially galvanized body structure. It also marked Citroën’s return to using a 3.0 L V6 engine—the first since the Maserati-powered SM from the mid-1970s.

Enhancements to rear passenger space included increased width, legroom, and headroom; occupants sat higher for improved visibility. A distinctive design feature was an additional interior rear window that enhanced comfort when opening the hatchback. The XM shared its platform with the Peugeot 605, with both models encountering similar early challenges and market responses.

Competition

Aimed at the prestigious executive car market, the XM competed against vehicles such as the Mercedes-Benz W124, Audi 100, and BMW 5 Series, which collectively held a 14.2% share of Europe’s automotive segment. It also contended with mainstream competitors like the Ford Scorpio and Opel Omega. Citroën’s strategy sought to "translate what Citroën represents into an acceptable form." The model initially garnered favorable critiques, winning the prestigious European Car of the Year title in 1990 alongside fourteen other significant awards within its first year.

Nonetheless, anticipated annual sales figures of approximately 160,000 units (equivalent to around 450 vehicles daily) were never realized. Contributing factors included limited international distribution compared to rivals such as BMW, Audi, and Mercedes-Benz, alongside a severe global recession shortly after launch that drastically reduced vehicle sales worldwide—especially in key markets like the UK. In Japan, sales were conducted through Mazda’s Eunos dealerships and traditional Citroën importer Seibu Motor following Eunos’ discontinuation in 1996.

The executive segment from volume manufacturers (Ford, Opel, among others) was contracting as buyers increasingly favored premium marques. Consumer tastes shifted towards performance attributes like acceleration and handling rather than ride comfort—the hallmark of Citroën vehicles. The XM faced early reliability concerns and a divisive design that alienated customers seeking more conventional saloon styling. Its counterpart, the Peugeot 605, similarly underperformed. Moreover, expectations set by its groundbreaking predecessor, the Citroën DS, were unmet.

Export markets were less receptive due to elevated pricing; entry-level XMs cost nearly half again more than their CX predecessors. While initial domestic sales were strong, they waned as mechanical issues became apparent. By 1993, the XM earned a reputation as an "underperformer," with UK sales declining to just 3,500 units annually—the lowest across Citroën’s range. The less competitive 2.0-litre petrol versions prompted Citroën to fit all but base petrol variants with low-inertia Garrett turbochargers delivering roughly , thereby increasing output beyond rivals like the Rover 820, Vauxhall Carlton, and Ford Granada.

After eleven years in production, manufacturing concluded in June 2000. By 1998, plans were announced to replace the XM with a new flagship model. The C6 Lignage concept was unveiled at the Geneva Motor Show in 1999 with an intended launch date of 2001; however, its successor—the Citroën C6—only reached market shelves in late 2005 and experienced even lower commercial success.

Resale value

The XM experienced notably low resale prices, which adversely affected the sales of new models. In 1990, Quentin Willson anticipated that the XM's residual values would exceed those of the preceding CX; however, by the conclusion of its production run, its resale figures had fallen well below average, further reducing its market attractiveness.

By the mid-1990s, the XM's reputation had declined, making it less competitive against German rivals such as the BMW 5 Series. Various sources, including Compucars and contemporary analyses, have widely labeled the model as a commercial disappointment.

Facelift

Around mid-1994, the XM received a subtle update that introduced a driver's airbag—replacing the original single-spoke steering wheel—along with belt-pretensioners, a revamped dashboard, and refreshed upper door panels. Suspension modifications were implemented to decrease body roll, pitch, and dive, incorporating a passive rear-steering mechanism similar to that found on the Citroën Xantia. The turbocharged engine’s output was marginally increased to from its previous rating at 4400 rpm.

In the United Kingdom, interest in the XM sharply declined by the late 1990s.

Styling

The sharp-edged design crafted by Bertone evolved from Marcello Gandini’s concept for the Citroën BX. Citroën’s design director Art Blakeslee characterized the XM as "modern and dynamic," emphasizing distinctive features such as its elongated, low hood and expansive glass surfaces. Designer Daniel Abramson explained that lowering the belt line was an aesthetic decision aimed at strengthening the vehicle’s presence rather than enhancing aerodynamic performance. The styling focused on three main aspects: an assertive ("almost sinister") appearance, generous glass coverage creating a greenhouse effect, and aerodynamic efficiency.

In 2013, Car magazine included the XM among Bertone’s seven most influential designs.

The standard five-door versions were sold under the "Berline" name, with a "Break" station wagon variant also available. In France, Tissier continued to convert XMs into ambulances and specialized delivery vehicles, including versions fitted with twin rear axles.

At launch, lower- and higher-spec models appeared largely similar, differing primarily in wheel designs; premium trims also featured color-matched rearview mirrors.

Second series

XMs produced circa 1992/1993—often referred to as series 1.5—retained series 1 exterior styling but incorporated some series 2 technological updates, particularly enhancements to the "Hydractive" suspension system. Early series 1 cars offered a suspension toggle between 'Comfort' and 'Sport' modes; switching to 'Sport' stiffened the ride but often resulted in a harsh driving experience. With series 2 came "Hydractive 2," which preserved a 'soft' mode for smooth driving by utilizing all six spheres with fluid crossflow for cushioning; it only shifted to 'hard' mode when sensors detected rapid changes. This firmed up suspension and minimized body roll before returning to 'soft' once conditions stabilized. The "Sport" mode in Hydractive 2 narrowed activation thresholds for hard mode while prolonging its engagement. Series 1.5 vehicles combined series 1 design cues with these suspension refinements.

Notable exterior distinctions between first (May 1989 – May 1994) and second series (June 1994 – June 2000) XMs include:

The enlarged Citroën double-chevron emblem was repositioned centrally on the grille; first-generation models featured an off-center logo.
The rear "XM" badge adopted a more stylized typeface and was relocated to the right side of the tailgate.
A lower rear spoiler was added near the boot’s upper edge.
The panel between windscreen and bonnet became body-colored, enhancing perceived front-end mass especially on lighter paint finishes.
Door mirrors were redesigned to improve visibility on the passenger side by reducing A-pillar obstruction.

Interior updates involved:

Replacing the signature single-spoke steering wheel with a conventional four-spoke design incorporating a driver airbag standard in most markets.
Dashboard alterations to accommodate an optional passenger airbag (made standard after December 1995) alongside front seat-mounted side airbags introduced from 1997.
Incremental improvements in interior materials featuring softer yet more supportive leather upholstery.
Redesigned upper door trims that softened previously angular contours.
On Exclusive trims, heated seats upgraded from simple on/off switches to three-level variable controls.

Additional significant enhancements included:

Improved electrical systems and faster processors managing Hydractive 2 suspension.
Launch of an "Auto Adaptive" transmission that adjusted gear shifts based on driving style across six programs; also featured a "Sport" button for quicker shifts and a "Snow Mode" button to enhance traction by limiting acceleration from second gear.

Other refinements targeted broader consumer appeal:

Phase 2 XMs introduced intentional brake pedal softness through a spring in the linkage to simulate conventional brake feedback.
The "Anti-Sink" feature replaced earlier suspension settling behavior after parking by employing more sophisticated hydraulics with isolating valves and an extra sphere near the rear axle. This upgrade also eliminated typical hydraulic hissing noises during idling or maneuvering by substituting the single-output pump and flow diverter valve with a dual-output "6+2" pump.

Suspension

The hydropneumatic self-leveling suspension system incorporated metal spheres about the size of grapefruits, filled with nitrogen, which functioned as both springs and shock absorbers. This was paired with an electronic management system named Hydractive. Data from sensors monitoring steering, braking, suspension, throttle, and transmission provided real-time information on speed, acceleration, and road surface to onboard computers, enabling dynamic adjustment of the ride quality. To accommodate nearly twice the power output of the V6 24V engine compared to base variants, the chassis required only minimal reinforcement, with the addition of a more robust rear stabiliser bar.

At its introduction, the Hydractive technology was cutting-edge but occasionally prone to faults due to delicate electronics and multipoint grounding blocks susceptible to corrosion located at each front inner wing, rear section, and beneath the dashboard. Subsequent iterations replaced these grounding points with screw terminals fastened through the body panels, significantly enhancing dependability; many older vehicles have undergone similar upgrades.

When operating correctly, Hydractive provided an exceptionally smooth "magic carpet" driving experience combined with handling capabilities that surpassed many smaller sports cars. However, if malfunctioning, the ride became notably harsh, comparable to other high-performance sedans from that period.

While Hydractive excelled on uneven roads and at higher speeds, it could unexpectedly become firm when encountering abrupt road height changes such as speed bumps. Citroën resolved this issue in the Xantia (which utilized the same system) by redesigning the suspension regulator valves to better resist hydraulic impulses that prematurely activated Firm mode. These upgraded valves appeared in Xantia models from March 1999 onward and are favored retrofits for XM owners aiming for a more consistent smoothness in ride quality. Unfortunately, these improvements were not installed at factory level on the XM due to its production nearing conclusion.

Certain lower-tier XM variants did not feature Hydractive but instead employed a traditional hydropneumatic suspension akin to that found on the Citroën BX, primarily targeting mainland European markets.

DIRAVI steering

The "DIRAVI" power steering system, previously implemented in the SM and CX models, was available exclusively on 3.0 V6 versions destined for French and left-hand drive export markets. DIRAVI dynamically modulates steering effort: it reduces centering force at low speeds to facilitate parking and urban maneuvering while increasing steering resistance at higher speeds to enhance straight-line stability and mitigate twitchiness typical of rapid steering ratios. A distinctive characteristic is its automatic return of the steering wheel to center position upon release—even when stationary—ensuring proper wheel alignment whether parked or cruising on highways. Although initially unfamiliar to drivers, most quickly acclimated and valued DIRAVI’s consistent centering behavior unaffected by tire grip or road conditions.

Engines

The XM featured a diverse lineup of petrol and diesel powerplants:

Model	Engine	Displacement	Valvetrain	Fuel system	Max. power at rpm (DIN)	Max. torque at rpm (DIN)	0–100 km/h (0-62 mph)	Top speed	Years
Petrol engines
2.0	XU10 2C/K	1998 cc	SOHC 8v	Carburettor	at 5,800 rpm	at 2,250 rpm	12.2 s		1989–1992
2.0 cat	XU10 M-Z			Single-point fuel injection	at 5,600 rpm	at 3,500 rpm	12.4 s		1989–1994
2.0 inj.	XU10 J2/K			Multi-point fuel injection	at 5,600 rpm	at 4,800 rpm	11.5 s		1989–1992
2.0 inj. cat	XU10 J2C (RFU)				at 5,600 rpm	at 4,000 rpm	11.9 s		1989–1994
2.0 i 16V	XU10 J4R (RFV)		DOHC 16v		at 5,500 rpm	at 4,200 rpm	10.8 s		1994–2000
2.0 i Turbo CT	XU10 J2TE (RGY)		SOHC 8v		at 4,400 rpm	at 2,200 rpm	9.8 s	km/h} mi/h 0 abbr=on}	1992–1994
2.0 i Turbo CT	XU10 J2TE (RGX)		SOHC 8v		at 5,300 rpm	at 2,500 rpm	9.3 s		1994–2000
3.0 i V6	PRV ZPJ S6A	2975 cc	SOHC 12v		at 5,600 rpm	at 4,600 rpm	8.9 s		1989–1993
3.0 i V6	PRV ZPJ S6A	2963 cc	SOHC 12v		at 5,600 rpm	at 4,600 rpm	9.7 s		1993–1997
3.0 i V6 24V	PRV ZPJ4/Y3	2975 cc	SOHC 24v		at 6,000 rpm	at 3,600 rpm	8.6 s		1990–1993

Most engines were shared across PSA Peugeot-Citroën platforms such as the Citroën Xantia and C5 as well as Peugeot models including the 405, 406, and 605 due to corporate integration. The ZF automatic gearboxes used in the XM were also employed in vehicles like the Saab 9000, Alfa Romeo 164, Lancia Thema, and Fiat Croma series.

Dimensions and Mass

Length: (Sedan), (Estate), (1998 V6 Estate)
Width:
Height: (typical Sedan); certain turbo variants ; (1998 V6 Estate)
Wheelbase:
Ground clearance:
Weight: varies between (2.0i Sedan) and (1998 V6 Estate)
Fuel tank volume:

Electrical Connection Problems

The XM experienced reliability challenges linked to substandard electrical connectors, a consequence of budget reductions during the parent company's financial downturn, which saw losses amounting to $1.5 billion from 1980 to 1984.

Defective electrical contacts could cause vehicle immobilization and necessitated expert technicians for troubleshooting and repair. This issue was notably emphasized in a 2000 evaluation that pointed out ongoing electrical malfunctions, which adversely affected consumer interest and sales performance.

Headlamp Concerns

The XM’s headlamps, developed by supplier Valeo utilizing "complex surface" technology aimed at minimizing size while maximizing illumination, suffered from poor dipped beam effectiveness due to a plastic optical component that discolored over time.

This defect was also present in other vehicles such as the initial Ford Mondeo generation. Starting mid-1994, Series 2 left-hand drive XMs incorporated upgraded headlamps without the problematic plastic element; however, sluggish sales in the UK prevented these enhancements from being introduced in right-hand drive models. Although aftermarket retrofit solutions exist, they modify the vehicle's original appearance.

US Market Entry

The XM was brought into the United States by CXA, an importer who had previously adapted several hundred CX25 GTi and Prestige units to meet federal standards for Citroën enthusiasts. These American versions were equipped with slightly narrower headlights sourced from the 1988–1993 Pontiac Grand Prix, distinguishable by small filler panels.

CxAuto presented the XM at the 1991 New York International Auto Show and launched sales of the XM Pallas (2.0 injection engine) alongside the XM Vitesse (3.0 V6 engine). The XM Exclusive model was added in 1993. Nonetheless, due to the high costs associated with compliance modifications for US regulations, pricing exceeded $50,000—approximately 40% more than the CX Prestige—leading to limited market penetration. Imports ceased in 1997 following stricter US emissions requirements. Replacement components are still sourced from Europe.

Production in China

Between 1996 and 1997, the Citroën XM and Xantia were assembled from CKD kits in Huizhou, Guangdong province. Production volumes remained minimal, as most vehicles were imported nearly complete to avoid elevated Chinese import tariffs. Both models were marketed under the designation Fengshen Xuetielong XM.

External links