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XM - Buying Last Updated : 2005-06-22 02:56:30 (966 read) [Printer friendly page | Send to a friend] Buying an XM ã ã ã ã ã ã Rust Rust is generally not a problem on XM's as the bodies are all galvanised. Poorly repaired accident damage is likely to be the cause of any corrosion. Electrical problems All cars over a certain age have electrical problems due to contacts oxidising over time. Usually, all that needs doing is to separate the contacts, clean them and smear with vaseline or No Crode to
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  XM - Buying Last Updated : 2005-06-22 02:56:30 (966 read)[Printer friendly page|Send to a friend] Buying an XM   ã Rust ã Electrical Problems ã Hydractive Problems ã Hydraulics ã  Air Conditioning ã RP Numbers Rust Rust is generally not a problem on XM's as the bodies are all galvanised. Poorly repaired accident damage islikely to be the cause of any corrosion. Electrical problems  All cars over a certain age have electrical problems due to contacts oxidising over time. Usually, all that needsdoing is to separate the contacts, clean them and smear with vaseline or No Crode to help prevent it happeningagain. Unfortunately, the XM suffered from extra electrical problems early on in its life. Citroen used earthingblocks which proved to be less than reliable, even off the production line. This caused all manner of electricalproblems, particularly with the alarm and the hydractive system. The cure for this is simple - replace the blockswith old fashioned connectors and the problem is solved. Hydractive problems When the system was first introduced, there was a noticeable difference between 'auto' and 'sport' modes. In'sport' mode, the third hydraulic sphere per axle was removed from the circuit by an electro-valve at all times,putting the suspension into a firmer setting. In 'auto', this sphere was only removed from the circuit at timeswhen the computer felt the springing should be stiffer. These first computers were designated as H1. In thoseearly versions, the difference between 'auto' and 'sport' was considerable and if there was a problem, thecomputer defaulted to 'sport' mode, which made the ride rather harsh. Citroen tried to improve matters. FromRP 4859 they altered the parameters to make to make the difference a little less great. Unfortunately, it didn'thave much effect and they tried again. Computer H3 appeared on RP number 5539 and solved improvedmatters even further.The final change came with the introduction of Hydractive 2, whose computer was designated H4. This solvedthe problems for good. It appeared from RP 5929, which encompassed the very last of the S1 models (dubbed'Onyx') and all the S2 models. With Hydractive 2. 'sport' mode now switches between comfort and firm, butearlier than in 'normal'.In the last few years of production, Citroen added an extra sphere as an anti sink valve to stop the car fromsinking overnight. Unless the car has been modified, we would suggest going for a Hydractive 2 car from RP5929 onwards. Hydraulics This is undoubtedly the most common question asked about hydraulic Citroens. The common perception is thatthe system is unreliable, but the experience of most members of the Citroen Car Club is that is very reliable,providing that it is serviced properly. As with all hydraulic Citroens, check that it rises properly when first started.This may take from 10 to 50 seconds. It doesn't matter whether the front comes up first, or the back. Check the  colour of the hydraulic fluid - LHM. It should be bright green. If it looks dirty, it should be replaced. It shouldnormally be replaced every 30,000 miles. Spheres last for approximately 3 years before they need replacement. Air conditioning S1 cars srcinally had R12 gas in their a/c systems. This is now banned for environmental reasons. You caneither go for a drop in replacement like R416a or you can have the system converted to R134a. Both work well.Conversion will cost more initially, but more a/c specialists deal with R134a than R416a. On older XM's get thea/c specialist to check the high pressure pipe from the compressor for de-lamination. If this pipe de-laminates, itwill be *very* expensive for the owner! The writer speaks from bitter experience here. RP Numbers Citroen use a numbering system called RP (Replacement Parts), alsocalled the ORGA number. The RP number can be found on the insideof the nearside A pillar on a right hand drive car (see picture). Byusing an RP calculator, such as the one at Julian Marsh's excellent site  you can find out the day your car was made. In theory, by quotingthe RP number to your Citroen dealer whilst ordering parts, you willget exactly the right part for your particular car. XM Engine & Trim Options Last Updated : 2004-12-08 15:16:38 (834 read)[Printer friendly page|Send to a friend] Engine and trim options The XM was initially only available in 5 door hatchback form, with estates arriving in 1992. It srcinally had 5engine options, including a six cylinder in aCitroën saloon for the first time since theTraction Avant in the 1950s:2 litre 115 bhp carburettor2 litre 130 bhp injection V6 3 litre 170 bhp injection2.1 litre 83 bhp 12v diesel (which was neveravailable in the UK)2.1 litre 110 bhp 12v turbo dieseland three different levels of trim. In 1993 the CT (Constant Torque) petrol Turbo was introduced. This used a Garrett T25 turbocharger with intercoolerwhich runs with the boost pressure managed by the engine ECU to allow a higher compression ratio for increased torquelow down in the rev range, giving the CT great pulling power and increasing refinement, especially when mated with thenew ZF four speed automatic gearbox. In 1994, with the launch of the series 2 XM, Citroen introduced a new 2.5 litre turbocharged diesel engine whichgives 217 ft. lb of torque as low as 2000 rpm. Later, with the introduction of a new 24v V6 engine, the XM wasoffered with a ZF auto adaptive automatic gearbox, whose computer looks at your driving style and selects oneof six different gearchange programs to suit your driving style. The wonderful speed sensitive power steeringfrom the SM and CX (DIRAVI) and available on LHD v6 XMs was dropped for UK cars and replaced by aconventional system.For the XM, Valeo made headlights which blended into the cars sleek styling. They were called “complex  surface” headlights and used a computer to improve performance over conventional designs and in arectangular shape. The performance proved to be controversial and Series 2 cars had improved performance,but only for left hand drive markets - sales in the UK were judged too poor to justify making a right hand driveversion.Series one cars were available in the following engine sizes: PETROL:  2 litre carburettor, 115 bhp2 litre injection, 130 bhp2 litre injection with catalyst, 122 bhp2 litre TCT turbo, 145 bhp3 litre V6, 170 bhp3 litre V6, 24 valve, 200 bhp DIESEL:  2.1 turbo diesel, 110 bhpSeries two cars were available in the following engine sizes: PETROL:  2 litre 16 valve, 135 bhp2 litre TCT turbo, 150 bhp3 litre V6, 170 bhp3 litre 24v V6, 210 bhp DIESEL:  2.1 turbo diesel, 110 bhp2.5 turbo diesel, 130 bhp XM - Series 1/2 differences Last Updated : 2005-01-15 14:09:03 (761 read)[Printer friendly page|Send to a friend] Differences between models The first XM came out in 1989. The car was given a facelift in 1994, known as the Series 2 - with the earliermodel becoming retrospectively known as the Series 1. Like most manufacturers, Citroen have a policy of continuous improvement to their products, so there were changes all the time within these two broad groups.Externally, the differences between the S1 and S2 can be seen in the pictures below:  The S1 car, on the left, has black bumpers and door mirrors where the S2 has them painted body colour. Thefront panel between the headlights is perhaps the most noticable difference - with the S1 having the Citroendouble chevron logo offset to the nearside, while the S2 has them in the center of the grille. Many other smallchanges to the plastic trim panels - such as different mirrors and rear spoiler can be seen, as can a change tothe font of the lettering on the back.Inside, the differences are greater, as the two pictures below show:The S1 dash, on the left, is quite angular where the S2 dash, on the right, is far more curved.Unfortunately, with the the introduction of airbags, the classic Citroen single spoke steering wheel had to beditched on the s2 cars. This brought the end to a Citroen trademark , dating back to the DS. Hydractive Suspension Last Updated : 2005-07-19 08:22:42 (2035 read)[Printer friendly page | Send to a friend] Hydractive Suspension Citroen's hydractive suspension was first introduced on the XM and is arefinement of Citroen's justly famous oleopneumatic suspension first seenon the Traction Avant as long ago as 1952. It uses a central ECU tocontrol the firmness of the suspension, cutting down roll and sharpeningthe reactions to the steering, while keeping the ride quality good. At the heart of the system is a third sphere at each end of the car, inaddition to the traditional wheel spheres. This is switched in and out of circuit by the computer as required - Citroen claimed in 0.05 of a second.The effect of switching the extra spheres out of circuit is to firm up the

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