Citroën XM - Differences Between 1st and 2nd Generations

Differences Between 1st and 2nd Generations

There are a number of visible differences between the first generation (May 1989 – May 1994) and second generation (June 1994 – June 2000) cars:

The most distinctive external differences are that:

• In second generation XMs, the Citroën double-chevron logo was moved to the centre of the grille and became larger. It was located off-centre in the first generation cars.

• The "XM" badge on the rear had a more stylised font and it was moved to the right of the tailgate.

• The second generation cars were fitted with a lower rear spoiler on the tailgate, sitting much closer to the top of the boot.

• The grey/black panel between the leading edge of the windscreen and the rear edge of the bonnet was colour coded with the body colour. The original colouring was designed to echo the upward kick in the window line behind the rear door. With body coloured plastic this visual relationship became less clear and the "visual mass" of the front of the car increased somewhat. This effect was clearer on light coloured cars where the contrast between the dark areas and light areas was more pronounced.

• The door mirrors were modified to improve the view of the passenger side mirror from the driver's seat. Previously it was slightly obscured by the A-pillar. However, the obscuration only affected the field of view above the road horizon which is relatively less important.

Differences to the interior include:

• A more conventional three-spoke steering wheel including an integrated airbag. The driver airbag was standard on most models and countries, regardless of hand-drive configuration. As a result, the second generation models never had Citroën's distinctive single-spoke wheel. In certain markets (mainly the UK) and for certain models XMs were fitted with a two-spoke wheel.

• A modified instrument panel, to accommodate an optional passenger airbag (standard after December 1995). Also, in 1997, front seat-mounted side airbags were added, which were optional or standard depending on model and market. The design was similar to the Xantia's dashboard.

• The quality of the interior materials was marginally improved, with the leather and the seating being both softer but more supportive.

• The upper part of door trim were redesigned to soften the shape. Series 1 cars had a pronounced chamfer-effect in keeping with the angular theme of the dashboard.

• The driver and all passengers comfort was further enhanced (on Exclusive models) by variable heat seating, rather than as before just "on or off", with a dial switch allowing a heat setting of 1, 2, or 3.

Other major improvements include:

• Better, more reliable electrics and a faster computer system controlling the new Hydractive 2 suspension.

• Some models also received the "Auto Adaptive" gearbox, which supposedly assesses the driver's driving style, then switches to the most appropriate of approximately 6 onboard programmes. This gearbox was further enhanced by a "Sport" mode button (in addition to the sports button for the suspension), which shortened the gear change times, therefore offering a more responsive experience. The final new upgrade effecting the driving experience saw the introduction of a "Snow Mode" button, located next to the new sport mode button. Although rarely used in some countries, this was a surprisingly effective addition to the driver's arsenal; during any notable falls of snow that may affect the road ahead, a simple push of this button commands the gearbox to only accelerate from 2nd gear and up, and not to rev the engine too high, thus preventing any loss of traction.

In addition, the following changes were made to make the car easier to accept by more mainstream car buyers:

• As a direct consequence of their high pressure hydraulics, early XM brake pedals had very little, if any, travel. Phase 2 XMs had some sponginess deliberately built in to the braking system (by inserting a sleeved spring into the pedal linkage) to make their brakes feel more like those on other cars.

• The Phase 2 "Hydractive 2" cars no longer "settled" down to the bottom of their suspension travel after having been parked for a while; this feature was termed "Anti-Sink" by Citroën. Such systems have even more complex hydraulics than 'Sinkers' because of the use of isolating valves and an extra sphere near the rear 'axle'. The hydraulic systems were also a lot quieter when maneuvering; this was due to the changes the "Anti-Sink" system brought. Early cars, 'sinkers', had a single output hydraulic pump which had its output divided into separate circuits, one for the power steering and one for the suspension/brake circuits (power steering needs a large flow rate whereas the suspension/brakes doesn't). The device which does this job is called a FDV (Flow Diverter Value), and this device hisses noticeably when the car is standing still or maneuvering. A slight pull on the steering wheel or a blip of the throttle will stop the hiss for a few seconds or so. Later "Anti-Sink" cars have a dual output pump, referred to as a 6+2 pump due to the number of internal piston chambers. Such cars therefore have no need of the "FDV" and therefore do not hiss.