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Bit of a mash up, started on the front, spent some time on the stock, and drew a blank in the middle (then again those lines do flow rather nicely with the XM8 receiver :/). Just uploading to see what people think of the 'good' bits, will mainly serve as a ref to recreate parts for other more complete builds.
This must be a pretty rare car now as few XMs survive and only a small proportion of those are estates. There are about 30 VSX Turbo petrol automatics currently licensed. The unusual stance is nothing to be concerned about - the suspension is still in full working order and had been raised to the highest setting to check the LHM fluid level.
The Citroën XM is an executive car that was produced by the French automaker Citroën between 1989 and 2000. The XM was voted 1990 European Car of the Year.
Design:
The angular, dart-like Bertone design was a development of Marcello Gandini's Citroën BX concept. It was a longer car with a longer, inclined nose, more refined details and with headlamps that were very much slimmer than the norm (Gandini's own XM proposal was rejected as looking too much like an Opel). The design process of the car was described in the journal Car Styling. In the article Citroen's design chief, Art Blakeslee, explained the appearance of the car, saying "I believe 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". In the book Citroen XM another Citroen 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)".
There were many advances, most apparently designed to counteract the main criticisms of its predecessor. The CX leaned in corners, so the XM had active electronic management of the suspension; the CX rusted, so the XM had a partially galvanised body shell (most surviving XMs have very little corrosion); the CX was underpowered, so the XM offered the option of a 3.0 L V6 engine – the first V6 in a Citroën since the Maserati-engined SM of 1970.
Ventilation was markedly more effective in the XM. Rear accommodation in the XM was improved over the CX in both width, legroom and height. In particular the rear passengers were seated higher than those in the front in order to afford a good view out, important for a vehicle which would operate in French government service. The XM shared a floorpan with the Peugeot 605, and the two models fared similarly in both teething problems and market acceptance. Unlike the 605 sedan design, the XM was a liftback design - a feature thought to be desirable in certain European markets.
History:
Launched on 23 May 1989, the XM was the modern iteration of the Big Citroën, a replacement for the Citroën CX. It was intended to compete against vehicles like the Audi 100 and BMW's 5-series in a sector that accounted for 14.2% of the European market. Citroen was quoted as saying that the car was supposed to "take what Citroen means and make it acceptable". The car's initial reception was positive. The XM won the prestigious European Car of the Year award for 1990 (gaining almost twice as many votes as the second, the Mercedes-Benz SL) and went on to win a further 14 awards that year.
The anticipated annual sales were 450 cars a day in the first full year of production, or 160,000 units a year. Sales never reached this level for a variety of reasons. The market for executive cars made by mainstream manufacturers was in decline as customers opted for offerings from more prestigious marques such as BMW and Mercedes-Benz; in parallel customers were placing a higher priority on speed and handling rather than ride comfort which was Citroen's specialty. The XM was underdeveloped at launch which resulted in reliability problems; the vehicle as designed was inconsistent in its abilities. The XM's styling was also controversial and alienated those who desired a more conventional three box sedan. Most subjective of all was the matter of the XM not living up to the expectations created by its forerunner the Citroen DS, despite that car having been launched in an era of national markets, of different demands and standards, an era when there was more scope for large advances in engineering and design than were possible in 1989.
The XM inherited a loyal global customer base of executive class customers and a clear brand image, but did not enjoy the commercial success and iconic status of its predecessors, the CX and the DS, which both raised the bar of automotive performance for other manufacturers. Export markets experienced lower sales from the outset, partly due to the XM's pricing. The least expensive XM was nearly 50% more expensive at the time of launch than the corresponding CX. Whilst strong at first home market sales also declined, after the mechanical issues of the first few model years became known. The problem was caused by defective electrical connectors. Cost-cutting on the components was needed since the parent company was in financial difficulty at the time of the design of the XM. Between 1980 and 1984 the company lost $1.5 billion.
In mid-1994, the XM was revised in order to improve competitiveness. All models were fitted with driver's airbag (signalling the end of the single-spoke steering wheel), belt-pretensioners, a redesigned dashboard and upper door casings. The suspension was redesigned to reduce roll, pitch and dive. Most noticeable was the adoption of a passive rear-steering system similar to that on the Citroen Xantia. This sharpened the "steering without inducing a nervous twitch." Power output on the turbocharged motor was increased to 150 bhp (112 kW; 152 PS) from 145 bhp (108 kW; 147 PS) at 4400 rpm. This allowed the car to develop more torque at much lower revs.
By the mid-1990s, it was apparent that the XM's image meant it was less desirable than German products such as the BMW 5 Series. The view of the XM as commercially unsuccessful is reported by Compucars, the used car website, along with numerous other period commentaries. Production ended in June 2000.
With total sales over its lifetime of just 330,000 units in more than 10 years, and the fact that its replacement took 5 years to arrive, the XM might be considered a failure. This was the case particularly in the United Kingdom market, where demand was reduced to a virtual trickle by the late 1990s. But despite its common roots with the Peugeot 605, the XM may still emerge as a collectible car, as the DS and CX both did.
[Text taken from Wikipedia]
The Citroen XM joins my recent Citroen Traction Avant, along with the Citroen DS and CX in my large Citroen collection.
Minolta produced XK/XM/X-1 Motor as the Motorized system camera for Professional heavy-duty use based on XK/XM/X-1 camera. The camera was launched in 1976 .
XK/XM/X-1 Motor is the first 35mm SLR camera expressly produced for motorized operation with automatic/manual exposure and frame-rate control and interchangeable viewfinder.
The exclusive one-piece motor-drive body enable reliability, efficiency, and ease of use superior to detachable motor units, plus utmost durability in extended heavy-duty use.
"The 1954 Mercury XM-800 was conceived by Mercury's Pre Production Studio, Headed by John Najjar with assistance from Elwood Engle, and built by Creative Industries in Detroit. First shown to the public at the 1954 Detroit Auto Show, the futuristic XM-800 was promoted at various shows that year, also appearing in the 1954 movie, "Woman's World", and as a small model found in boxes of Post Grape Nuts Flakes. It was donated to the University of Michigan in 1957, later auctioned off to a private citizen, ultimately landing in the hands of famous concept car collector Joe Bortz in 1987. Under Bortz's ownership it became a drivable car, then sold in 2008 to current owner Richard H. Driehaus, who had it restored to its original glory"
From the official program to the Eyes on Design.
Citroen XM 3.0 V6 Exclusive Auto. There is a warning notice stuck to the rear window from the owners of the land to the owner of the car stating that it is parked without permission. Gives 7 days before further action.
A very early XM registered a few days after the turn of the decade.
The last real Citroen according to enthusiasts. Having said that, a real Citroen was looking like a very old fashioned idea by the mid 90s, compared to the Merc E Class and BMW 5 Series. By 2000, it had only sold 330,000 units and some might call it a failure - but it's now quite collectable and I certainly would love one like this to add to my collection. It's also rare to see such an early one, and in such good condition like this, as most didn't respond that well to neglect.
The vehicle details for G954 YKV are:
Date of Liability 01 01 2014
Date of First Registration 12 01 1990
Year of Manufacture 1990
Cylinder Capacity (cc) 1998cc
CO₂ Emissions Not Available
Fuel Type PETROL
Export Marker N
Vehicle Status Licence Not Due
Vehicle Colour RED