Rare Rides: A 1994 Citron XM From Right Next Door

Corey Lewis
by Corey Lewis
rare rides a 1994 citron xm from right next door

It has six cylinders, it’s front-wheel drive, and it carries cloth seats and an automatic transmission.

No, we’re not talking about your grandmother’s 1995 Buick LeSabre — today we’re discussing the stylish and French five-door liftback known as the Citroën XM.

I can recall the very first time I ever saw a Citroën XM. Sitting [s]at a Parisian café, enjoying an espresso[/s] in front of the Zenith, watching Ronin on a VHS tape rented from Blockbuster (look how dated this memory is).

Zooming across my screen in one of the film’s several car chases, the XM looked sleek, fast, and expensive. The car of choice for the bald bad man, the XM took on a protagonist driving an Audi S8. The XM’s V6 and comparatively diminutive size fared well against the beastly V8, Quattro, and general heft of the D2 S8. More on this clip in a moment.

In addition to being a movie star, the XM served the general population of Europe. Introduced for model year 1990, the Bertone-designed XM ran all the way through 2000. The XM competed in Europe’s executive car class against offerings like BMW’s 5 Series and the Mercedes E-Class. Naturally, an estate version was offered alongside the liftback starting in 1991.

Today’s Rare Ride hails from 1994, which was a year of change for the XM. Citroën refreshed the design of cars built in June of 1994 onward, adding revised badging, ground effects, and other trim alterations to the updated styling. Above, one notices Ronin used an original and a facelifted car in that chase. In the beginning, an older XM is shown, with the Citroën chevron logo located on the driver’s side of the grille. Later, when the chase enters the city, the XM is now a newer version, its grille logo centered. (This OCD continuity note brought to you by Corey.)

“Too bad,” you’ve said to yourself “the XM was never imported into the United States.” Untrue! A very limited number of XMs were imported by CXA, a company which previously imported the CX25. That fastback was the successor to the DS and predecessor to the XM. The company imported inline-four and V6 XM versions from 1991 through 1997, when new emissions regulation shut down the operation. If you see one on the roads, you’re having a lucky day.

Our subject today is interestingly equipped. It features the very largest engine put into any XM — a 3.0-liter V6. I’m sorry to say that it’s the PRV V6 you’ll also find in an Eagle Premier or a DeLorean DMC-12. Parts availability!

Joining the big engine and standard hydropneumatic suspension are excellent looking aero wheel covers. The interior surrounds passengers in tile-patterned grey cloth. There’s plenty of leg and luggage room, as one would expect in a large and comfortable Citroën.

This XM, residing in downtown Canada, has just under 37,000 miles on the odometer and can be purchased by locals for $14,900 of their loonies. However, if it’s still on sale next year, an American can drive it right across the border.

[Images via seller]

Join the conversation
2 of 31 comments
  • Mikey Mikey on Mar 18, 2018

    15 K {CDN) with nearly 60 KLMS ? Add 13 percent HST , then dealer prep/admin fees. Maybe 17 K out the door? Right..wait a year, bring 9 K USD and a trailer it can be all yours.

  • HotPotato HotPotato on Mar 21, 2018

    No design house epitomizes the excesses of sharp, blocky 1980s design like Bertone. And this Bertone-designed Citroen has got to be the sharpest, blockiest, most 1980s car this side of a Maserati Biturbo. Except, of course, that the Citroen was sold in the ultra-aero-jellybean 1990s, when even full-size Ford pickups had every sharp edge rounded to a wind-caressing feminine curve. Citroen has always been for those who march to their own drummer!

  • BklynPete So let's get this straight: Ford hyped up the Bronco for 3 years, yet couldn't launch it to match the crazy initial demand. They released it with numerous QC issues, made hay for its greedy dealers, and burned customers in the process. After all that, they lose money on warranties. The vehicles turn out to be a worse ownership experience than the Jeep Wrangler, which hasn't been a paragon of reliability for 50 years. The same was true of the Aviator, Explorer, several F-150 variants, and other recent product launches. The Maverick is the only thing they got right. Yet this company that's been at it for 120 years. Just Brilliant. Jim Farley's non-PR speak: "You don't get to call me an idiot. I get to call myself an idiot first."Farley truly seems hapless, like the characters his late cousin played. Bill Ford is a nice guy but more than a bit slow on the uptake too. They have not had anything resembling a quality CEO since Alan Mulally turned the keys over to Mark Fields - the mulleted glamor boy who got canned after 3 years when the PowerShi(f)t transaxles exploded. He more recently helped run Hertz into the ground with bad QC and a faulty database that had them arresting customers. Ford is starting to resemble Chrysler in the mid-Seventies Sales Bank era. Well, at least VW has cash and envies Ford's distribution reach and potential profitability.
  • Mike Beranek This guy called and wants his business model back.
  • SCE to AUX The solid state battery is vaporware.As for software-limited pack capacity: Batteries are obviously the most expensive component of an EV, so on the rare occasion that pack capacity is dramatically limited (as in your 6-year-old example), it's because economies of scale briefly made sense at the time.Mfrs are not in the habit of overbuilding pack capacity just for fun, and then charging the customer less.Since then, pack capacities have been slightly increased via software because the mfr decides they can sacrifice a little bit of the normal safety/wear margin in the interest of range. We're talking single-digit percentages, not the 60/75 kWh jump in your example.Every pack has maybe 10% margin built into it, so eating into that today (via range increases) means it's not available to make up for battery degradation tomorrow. My 4-year-old EV still has its original range(s) and 100% SOH, but that's surely because it is slowly consuming the margin built into the pack.@Matt Posky: Not everything is a conspiracy to get your credit card account, and the lengthy editorial about this has nothing to do with solid state batteries.
  • JLGOLDEN In order for this total newcomer to grab and hold attention in the US market, the products MUST be an exceptional value. Not many people will pay name-brand money for the pretty mystery. I can appreciate the ambition of selling $50K+ crossovers, but I think they will go farther with their $30K-$40K offerings.
  • Dukeisduke They're where Tesla was when it started - a complete unknown. I haven't heard anything about a dealer network. How are they going to sell these? Direct like Tesla? Franchises picked up by existing new car dealers?