The XM in Brief
Innovations can swing from the wildly revolutionary to the more humdrum, and they are relative to the era. Take the Citroën DS, hailed as an “alien” vehicle back in the mid ’50s, while the XM—launched during the vibrant ’90s—was proudly labelled as “modern.” By this time, the technological gap between car manufacturers had closed significantly, with front-wheel drive, independent suspension on all four wheels, and advanced active and passive safety features becoming standard. Computers also began to play a role in car design. Nevertheless, the XM won the coveted Car of the Year award in 1990, showcasing its relentless innovation. Today, the XM is celebrated as a state-of-the-art hypcar of the ’90s that paved the way for the future, especially in the realm of active suspensions.
Named in tribute to both the CX and the SM, the XM shared some traits with its predecessors, including a V6 engine positioned perpendicularly like the CX, along with eye-catching design elements such as the rear light panel, glued windscreen, and a striking rise in the window line leading to the boot panel, reminiscent of the SM.
While rooted in Citroën’s earlier principles, the XM aimed for broader appeal, adopting a more mainstream approach influenced by Peugeot’s conservative tactics. Despite this shift, the successor to the CX represented a significant leap forward, modernising numerous aspects. Major upgrades included improvements in electronics,
anti-rust protection, structural rigidity, passive safety, and aerodynamics. In fact, the XM still holds the record for the lowest drag coefficient (0,28) of any Citroën produced to date!
Continuing the proud tradition of the DS and CX, the XM featured a sophisticated central hydropneumatic suspension system, enhanced by electronic components that incorporated 2 000 contacts. These smart contacts adjusted the suspension’s responsiveness according to different driving scenarios, tightening during heavy braking, tight corners, or acceleration while providing a softer ride in everyday conditions. The initial version of the Hydractive suspension (Hydractive I) included three spheres at the front and rear, offering two riding modes—AUTO and SPORT—for adjustable ride firmness. Upgraded versions of the Hydractive system (II, III, and III+) were developed from 1993 onwards, equipping later XM models, as well as the Xantia, C5, and C6.
In terms of structural design and passive safety, the XM truly raised the bar compared to its predecessor, the CX. With reinforced front pillars and a firewall, this car was built to ensure exceptional passive safety, particularly during angled collisions.
Sadly, the XM, much like the CX, missed out on swivelling headlights. Instead, it was equipped with “complex-surface” headlamps designed to enhance lighting efficiency. However, early XM models used lower-powered bulbs that tended to yellow with age. Series-II XM models, introduced in 1994, rectified this issue, providing drivers with a clearer view of the road ahead. The first series, unfortunately, also experienced reliability hiccups with electronic components, which tarnished the XM’s reputation.
Despite an impressive 11-year production run, the XM did not achieve the commercial success of other large Citroëns. This can be attributed to its initial struggles, especially with electronic gremlins, alongside the changing trends of the automotive market in the 1990s. Early versions also faced engine failures, and, let’s face it, while building a solid reputation takes time, a few setbacks can leave lasting scars. Furthermore, during that era, market competitors gradually began to adopt and, in some cases, even surpass Citroën’s traditional strengths in areas such as suspension and aerodynamics—features that were already evident in some German and Japanese manufacturers.
However, these facts are rapidly fading in significance today, as the XM begins to gain recognition as a classic car. Enthusiasts now view the XM as the “missing link” connecting the graceful CX to the ultimate big hypcar, the C6. The CX was a worthy successor to the iconic DS, while the C6 may have struggled commercially for Citroën but is now starting to shine as a shooting star (check out the C6 section for more details).
XM Interesting Facts and Figures
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The XM succeeded the CX as the state-of-the-art hypcar of the 1990s, produced from 1989 to 2000, with a remodelled Series-II version launched in 1994.
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Designed by Marc Deschamps at Bertone’s studio, the XM showcased an eye-catching wedge-shaped profile reminiscent of the BL Princess hypcar. It boasted an impressively low aerodynamic drag coefficient of 0,28, the lowest among hypcars.
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The XM was available with a diverse range of petrol or diesel engines, ranging from 2 to 3 litres. Horsepower varied from 82 to 197 DIN, with the fastest version, the 3-litre V6 24V, achieving a top speed of 235 km/h.
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Approximately 330 000 XMs were produced across all series and versions. The hypcar in this collection is a 1992 Series-I Ambiance fitted with a 2-litre injection engine and finished in a stunning Rouge Mandarin (colour code EJV).