French car geeks have a saying: “Nothing beats a well-born hydro Citroën.” Well-born means the ones that were made for a long time and sold in good numbers, such as the DS, the CX, the BX or the C5. Conversely, that means one should avoid the SM (painful, I know, but sensible), the GS Birotor, the XM (especially the early ones) and the C6. The Xantia, though it only made it to ten model years, is most definitely part of the good ones.
The Xantia appeared in December 1992 with one clear job on its slate: being as competent and popular as the car it was replacing, the BX. The older car remained in production for a couple of years to smooth the transition, but eventually the Xantia stepped up as the upper mid-range Citroën. It had to be the comfortable family hauler, the thrifty long-distance traveler and the country doctor’s reliable berline.
The platform was a tad larger than the BX: Citroën had launched the ZX to cater to the lower end of the segment, so the Xantia would be allowed to grow a bit. Given how poorly the XM was fairing, this turned out to be a wise decision. Also like the BX, the Xantia would share its bones (i.e. platform and engine) with a sister car, the Peugeot 406.
Bones were shared indeed, but not blood and skin. In keeping with tradition, the Xantia was given one hydropneumatic sphere per wheel in lieu of suspension, plus one for the power brakes and steering. That was only for the lower-spec cars though: heavier and more powerful versions got the new seven-sphere Hydractive II system, which enables the driver to choose between a softer and a firmer suspension setting.
In late 1993, all cars received an additional sphere, as the system changed to include an “anti-sink” feature to prevent the car from settling to its lowest suspension setting when parked. Our dark blue Series 1 saloon should have this later system, still juiced with LHM Liquide Hydraulique Minéral, i.e. the “green blood” used on hydro Citroëns since MY 1967.
Skin-wise, Citroën were still in the midst of a tryst with Bertone, who had designed the BX and XM. The above sketch was drawn in 1985, when work on the Xantia started in earnest. Apparently, Citroën got a lot of flak for the blandness of the ZX, so they tried to give the Xantia a bit more character. Not massive amounts, obviously, but enough to make it fit into the range, yet appear fresh. Then again, the late ‘80s / early ‘90s is not my favourite period of automotive design, so I’m not a great judge of these things.
The Citroën range in 1992, just prior to the Xantia’s introduction
Engines included a 87hp 1.6 for the base spec, as well as a 1.8 and 2-litre versions of the “XU” 4-cyl. seen on many PSA products, such as the Peugeot 605. The 2-litre, which equips both of our feature cars, was available in several variants, including turbocharged, DOHC and 16-valve, the last of which is what the Series 2 wagon has. From 1997, the Xantia was also available with the new 2.9 litre V6 – at 188hp, that was to be the most powerful of them all. A plethora a Diesels were also on offer.
Strangely enough, the “Xantia” depicted here looks nothing like the real thing…
Because the XM was such a dud and because it was free of egregious defects, the Xantia became the hot hydro Citroën for the ‘90s. Hydractive II was one thing, but the ZX’s rear steering was added to the mix, the cornering was pretty amazing. But then Citroën unleashed the Xantia Activa, adding more magic spheres to eliminate body roll almost completely and transforming the family saloon into a veritable sports car – handling-wise, anyway.
Activas were expensive and are therefore quite rare – only 18,000 were made. But if you can get a hold of a V6-powered one, it’s apparently a heady mix of traditional Citroën cloud-like comfort and Mini-like flat cornering brought together by a discreet but powerful engine.
Not that our feature cars today are of the Activa variety – I don’t think many left Europe. The Activa was unveiled for MY 1995, soon followed by the Heuliez-built wagon. For MY 1998, the Xantia was given a makeover, including revamped rear lights, body-coloured bumpers, a new dash and a revised nose (grille and headlamps).
I wasn’t able to take a photo of the Series 1 car’s dash, unfortunately, so here’s a brochure pic. To be completely honest, this is the least appealing facet of the Xantia. Most Citroëns up to that point had cheap but characterful interiors – some were even iconic. What we have here is a Peugeot dashboard. The interior was completely de-Citroënified, leaving only cheap quality plastics and boring grey fabric.
The wagon’s interior is not terribly different, though more airbags mean there are actually a number of substantial structural changes. I suppose the light grey of the seats is marginally better, but realistically, only leather (which was an option, but not one that is very popular in Japan) would do anything to improve the Xantia’s sad cabin.
Xantia production was halted in France in October 2002, so it almost made it to a full decade. They made over 1.5 million of these – a very decent score. Not quite as good as the BX, but then this was a slightly bigger car. Image-wise, the Xantia did not do Citroën many favours. Most buyers were graying at the temples, to say the least, and the model became something of a French Buick.
Still, these days that means many can be picked up in decent enough nick by a younger generation. Just like the BX, CX and DS in their day, the Xantia is still commonly sighted on French roads, 20 years after Citroën switched to the C5. Said C5 did not have green LHM coursing through its spheres, but orange LDS, a new liquid. The Xantia was the last Citroën to use the old system, but also ushered more innovations on the hydro front than any other model since the DS.
Seeing one, let alone two saloons (I also documented a Series 2 saloon in one of my Singles posts) and a wagon in Tokyo was less expected. The older car was imported by Seibu, who handled all of PSA’s Japanese clientele up to 1995. Thereafter, the bigger Citroëns (Xantia and XM) were distributed by Mazda’s Eunos subsidiary, for some unfathomable reason.
It seems nearly all Xantias that made it to Japan were RHD, which is never a given for imports, and had 2-litre petrol engines, though it seems a few V6s made it over as well. I saw the dark blue Series 1 car only once. It was parked on my street from a distance, but immediately recognized the familiar (and therefore strange in this context) shape. It’s seen better days exterior-wise, but it’s probably barely broken in mechanically.
I see the white wagon on a regular basis; it’s still in daily use, and obviously kept in this mint condition by a very careful and passionate owner, as many Japanese motorists are. Not necessarily the best colour for these in my view, but in this condition, it’s quite the head-turner.
There’s no question that the wagon is the one to have. The Series 2 nose is the nicer of the two to my eyes, and the extra rear overhang makes for a more balanced profile than the short-arsed saloon. Mind you, there is that Activa V6…
I owned a series 2 wagon, a 2 litre diesel in black. They look real classy in black. This was one of the first high pressure, common rail diesels (Citroen were always leading edge for diesels). It would do 55mp imperial gallon, regardless of how it was driven and pulled like a train, just so long as you kept the turbo spinning. It handled quite normally, not as wallowy as the older big Citroens, but it did get upset by crossing road humps at a diagonal.
Seems then the Xantia got a second life in Iran in the early 2000s from what I saw on this French website. https://www.carjager.com/blog/article/saipa-xantia-histoire-dune-citroen-iranienne.html
Of course Citroën was long gone from the American market when the Xantia was introduced. But a Xantia Activa is in my fantasy garage.
I have had two experiences with Xantias.
First, in 1997 when I needed to pick a lease company car, I had a test drive of a Xantia. The salesman was sure I loved its suspension so asked me what I thought of it. I said that it did not make an impression. I had loved my CX suspension so the Xantia suspension was nothing remarkable. In fact so little it did not make me wanting to select a Xantia (I chose a Renault Laguna instead).
Second, around 2006 I had a new job which required a lot of travel, much of it during rush hours. I also wanted space because I was rebuilding my house and garage. I bought a six year old 2 liter Xantia series 2 wagon.
Same experience again, nothing special in the suspension: not better or worse than the old Laguna. Worse than the CX and old Jaguar I also owned.
It did its job well, the auto shifted nice and the big boot was practical. However the car was not remarkable and was just an old car. Nothing special. After two years, less need for much travel, I sold the car (its new owner informed me that 3 weeks after the car was burned down without a known cause).
So, for me, a Xantia is just a good, practical car but no more than that. Too bland for me, I like to own cars that have more character.
While I love the wagon, I’ll be the outlier contrarian and admit that I really like the first generation cars and ESPECIALLY that pert little rear on the standard car. It sort of reminds me of the early 1980’s Euro Escort in that aspect, but better and even more stylish, since it’s French.
I can even accept the interiors, somewhat bland as they are, there’s already plenty of style on the outside, might be an overload otherwise for me in my dotage…
If you scoot over a little, I’ll outlie with you too, particulierement la derriere also.
Near-equal if different appeal for berline and break, slightly avant haute couture and more traditionally elegant respectively.
A citroen also has a star place in my fantasy garage. Since this is a fantasy, I’ll be wanting a reliable xm. At my age, either I’m cynical or wise and I know better than to buy an overly complicated car nobody knows how to fix . . . But o well.
The interior IS boring! Where are the otherworldly, intensely unique, but incredibly logical touches? Where is the one spoke steering wheel? The pods for all the secondary controls? Weirdly shaped controls? Bah humbug.
Ah, memories! You never know what’s going to trigger them.
When we first moved out here (little country town of maybe 1000 back then), there was an old guy (well, not much older than I am now, come to think of it) sitting at a card table outside the general store selling raffle tickets. Parked next to him was the first prize – a shiny white Citroen Xantia.
First response: Wow, a Citroen! Out here! I haven’t seen one since I left Melbourne.
Second response: I wondered how you were supposed to pronounce a name starting with X. Guess it’s like Xavier.
I forget what the raffle was in aid of, but the Cit seemed an unlikely prize to appeal to small-town rural Australia. He seemed to have more luck with locals stopping by for a chat than actually selling tickets. And I had to wonder how the local back-street machinery repair place would cope if you dropped this off for a service, though they did a good job on my Cortina – but that thing was like a tractor.
I had an XM with Hydractive II–not quite the same thing as a Xantia Activa, but still impressively flat in corners. Needs good tires to take full advantage of the possible shenanigans. It’s a shame the system wasn’t used on an Audi or something. I know that Citroen hydropneumatics appeared in some other brands, but I don’t think Hydractive II ever left Quai Javel.
I really enjoy seeing all the French cars here in Japan – they were always so rare in my area of the US…
The new Citroens are very attractive – the Peugeots too…
A mate of mine had a couple of cheap Xantias a 2.0 petrol automatic which seem to go quite well then a 1905 Turbo diesel somebody had played with more boost straight pipe bigger injectors it went and handled great but eventually the suspension failed we repaired it but not much later on front strut poked thru the bonnet, we fixed that too but he lost faith in it, nice cars to drive and ride in both had the standard hydropneumatic, the common rail diesel Xantias are rare here I tried to buy one but nothing was being sold so I got a C5 and spent 3 months tracking down a manual trans version the early cars have a 4 speed auto which gives trouble and a later 6 speed auto was out of my price range, Ill buy another when this one wears out though its showing no sign of doing so the hydractive works as designed and all the other system function normally they are very well built reliable cars.
I’ll have this time to demur from your usually unimpeachable wisdoms on this one, Prof T, as I reckon the X-Anteater is one to get the aesthetics of the period in good order, and very good order at that. Shouty they are not, but they’ve a good amount of subtle goings-on to make them a class production. One could always raise the Zzara as a point of comparison, and apologies to our Bryce, but that is one dull-looking forget-me-lot of a car. (To behold, Bryce, to behold: I believe they’re a very good drive).
Actually, one could raise the successor C5, the stunted front of which was very crashworthy but also looked as if that testing was done on every one produced: a very ugly car indeed (that later stunned all aesthetic decency by getting a facelift that was even worse). Btw, I am talking first-gen: the second was, confoundingly, amongst the most elegant of ’07-on mid-sizers.
We got the 2-litre and V6 here (and just possibly, a few Activas), and a handful of wagons, but alas, mostly automatic due to their price point locally. “Alas” because I think it was the DPO/AL4 box as fitted to so many French machines, and undoubtedly one of the worst auto boxes ever sewn together. (The French don’t “do” autos and with this thing, they don’t do autos either, though it’ll try and do FOR you the first time it breaks your neck changing to some idiot gear, and it WILL do your bank account when it reaches low miles and falls apart at the seams, but i am digressing).
Trans apart – as they so often are – I’ve never heard bad stories about these here. Robust, good-looking, practical and comfortable, and quite desirable still. Dull interior, yes, but the dash is nice and low like an older Honda, and that too has a lot of its own appeal.
I bought one brand new, a metallic grey series one estate 1.8 petrol as my first company car when I had my own company. It was used as a van to haul stuff for ships, it was unbeatable on the Berlin – Szczecin concrete kadang-kadang-kadang autobahn, it was great driving down to Quimper Brittany France to meet up with a British HGV driver who’d carry the goods needed for a tanker further down to Gibraltar, it was with me for 230000 faithfull kilometers, never letting me down. It spent the rest of its life at my sister at law, got a towing bracket and was used with a horse trailer.
It may be dull for a Citroën but as a hauler it outclassed each and everyone of its competitors!
Keep it up long enough Tatra87….and your comments on the SM will help depress values to a place where they’re affordable to mere mortals….
Nice piece on a nice car, that hit many spots and missed some, mostly because pf the bland interior and consumer resistance, attributable to uninformed comments about reliability and durability.
Would have very likely been my pick over a Passat, Vectra, Mondeo or Laguna, or the sleep inducing (IMHO) 406
I first met the Xantia when I moved to Amsterdam in 1994, and really wanted one. But then I discovered an odd tax quirk made vintage DSes really affordable, so I bought a ’74 Pallas instead. If they’d had the wagon from the start things may have been different.