Or should that be “Move Things In Fast Breaks?” This XM is the ultimate big hydro Citroën one-two punch, coupling serious highway cruising ability and impressive cargo capacity. It comes with a V6 and several cherries on top: it’s not grey, it’s a manual, it’s in perfect nick and it’s really rare.
We’ve had a pretty thorough look at the XM already, but only in saloon form. That’s because the wagon, which joined the range for MY 1992, is a lot harder to come by: less than 10% of the 330k XMs made between 1989 and 2000 were of the Break (French for “wagon”) persuasion.
What is even harder to come by is a PRV-powered wagon, given that only 50,000 XMs, saloons and wagons combined, were ordered in 6-cyl. form. Citroën did not offer every single engine that the saloon had on the long-roof, but they always kept a high-trim 3-litre V6 option in there, including the PRV in 12-valve and 203hp 24-valve form; the completely new ESL V6 took over from 1997 onwards.
One can wonder why Citroën bothered with the V6 wagon, as most XM Breaks were destined to be Diesel-powered haulers, not first-class estates. Only 3077 wagons got a V6 – most (about 2100) received the 170hp 12-valve PRV. Citroën knew from the jump that the XM wagon would be a rather niche player, so they outsourced production to coachbuilder Heuliez, who had been manufacturing some CX specials, as well as the BX wagons and other low-volume Citroëns, for a couple of decades.
This is a series II car with the completely restyled interior. The dash looked less Citroën, i.e. less weird/unique/interesting, but also better put-together than the first series cars. Part of the de-Citroënisation process was the loss of the one-spoke steering wheel, caused by the adoption of a driver’s airbag. This car doesn’t have a passenger-side airbag, as those were only installed from late 1996 onward.
This is not a full-spec car, as the blanking plugs under the ashtray and the keep-fit windows attest. You could also get leather in these – I must be getting influenced by where I’ve been living though, as this velour upholstery looks far more inviting to me.
I’ve had some seat time in XMs – only the 4-cyl. kind, though – and they are very comfortable, but not exactly fast. According to several Citroënistes I have talked to, the V6 transforms this car into a roadgoing version of the TGV high-speed train. Some have even stated that the 4-speed auto is the best transmission to match the unctuous V6, fuel economy be damned.
But realistically, just finding one of those fast-moving Break things was an achievement in itself. This one did not just fall from the sky, though: it was part of an extremely impressive private collection of Citroëns I saw last summer. More to follow from this treasure trove on CC soon…
Related posts:
Curbside Classic: 1997 Citroën XM – The Spaghetti Incident, by T87
Cohort Classic: Citroën XM – Its Three Predecessors were Hard Acts to Follow, by PN
CC Capsule: 199X Citroën XM – Something Old, Something New, by T87
Cool break, great writeup. They say the PRV was a good motor if the oil was kept clean. Not a great mill in volvos as people did not maintain them… Love tourings /breaks/wagons in general.. Would definitely rock this one
The first PRV engines installed in Volvos, which Volvo called the B27, were built with improperly hardened camshafts. The lobes wore down within 20,000 miles. Virtually every single camshaft was replaced under warranty. This had nothing to do with improper maintenance, but it had a lot to do with sullying the engines’ reputation.
They also left swarf in the oil galleys of the early ones and had a stupid twin-choke plus single-choke carb arrangement as a bodge from the cancelled V8.
It therefore ruined the reputation for Peugeot and Renault too.
Otherwise it was a decent engine…
By the time the poor old XM came along, that was the least of its worries. Too much electrickery and frangipan plastic meant it was a case of moves fast and breaks a lot. They did drive nicely when working though.
By the end, the ‘ooooh, German Whip’ thing was starting and did for all non-premium Euromobiles.
The PRV seems to be one of the world’s great crappy engines, even after they got an even-fire type crank. The specific output and fuel consumption always remained below par no matter what.
I’ll allow that they do sound rather good, especially if fitted with a good exhaust. A very distinct sound, closely resembling that of the unrelated but also 90 degree SM V6, and possibly arising from the fact that they gave each bank of them slightly different timing to try and sort out the fundamental imbalance!
The XM was the last Citroen seen in the US.
In my opinion, it’s very Peugeot and not much Citroen (like the SM and CX). But it’s a good, spacious car.
Citroen abandoned the US market in 1977, so these were never sold here officially. Some CXs were imported by unofficial gray market outfits, but I’ve never heard of the XM being imported via the gray market. Maybe?
Always remember this car from Ronin. Well the sedan version. The bald guy baddie riding in the back with the briefcase(actually a case for ice skates) handcuffed to his wrist.
Also was the PRV V6 any better in the 90s?? The Volvo guys don’t like it, it’s not that much more hp than the 4 cylinder, less than the turbo cars, kinda finicky. And it made the DeLorean a total slug as well.
Word of the day: de-Citroënisation. (boo, hiss!)
I had no idea these even came as a wagon. With such low production, that’s not surprising. That rear seat looks especially welcoming.
Sadly, since the day the last hydropneumatic left the factory, Citroens have all been decaffienated, a mere (though once most-honorable) bonnet badge borne by a badly-disguised Peugeot with self-conscious styling “quirks” – such as puffy jackets glued to the external doors, see Aircross – but with even less resale value, impossible as that seems.
Looks like a perfect choice for a Cannonball run, fast and inconspicuous!
I thought rather that it should be like the instructions to salesmen of the XM: “Move this breaking thing, fast!”
I had no idea the wagon was outside-built – and indeed, how, were half-assembled XM’s sent to Heuliez? – nor that they were rare. Personally, I think they look a good deal better than the somewhat flimsy-looking sedan: they effect the architectural style of all that glass and angles better, somehow.
Another Prof T rarity found and delivered to CC exclusively.
They changed the IP but not the doors (other than rounding the door caps. The resultant design is a mismatch between 80s rectilinear doors and seats with mid 90s rounded form in the IP.
I nearly bought a V6 estate but the heavy fuel consumption and uncertainty about the PRV V6 put me off. I stayed with my 2.0 litre models which could cruise at 90 mph for hours in Germany and return 28 mpg. If I cruised at 70 it got about 32 mpg with the RPM at a shade over 3200 rpm.
They were two fabulous cars, my 1989 and 1990 XM. I’d rather like to have another but for boring reasons have to hold off.
I had no idea they were built by Heuliez – always something new to learn on CC! The wagons certainly looked better than the hatches. Both hatches and wagons were sold new here, but I haven’t seen one here for years. The last one I saw was a white Break at Smallhythe Place in England – outside a small theatre and loaded to the gunwales. I was entranced with it, but my beloved was unimpressed at the angularity.