- 1 Safety Issues
- 2 Common Problems
- 3 Engines
- 4 Transmissions
- 5 Hydraulic Suspension
- 6 Brakes
- 7 Front Suspension
- 8 Rear Suspension
- 9 Bodywork
- 10 Interior
- 11 Things That Break, Things that don't and General Comparison
The 2.0 XU engine is a Dry Liner Cast Iorn Block with alloy head of 8 valve design. Early 1989 to 1991 models had conventinal Distributer ignition system where later models were fitted with a wasted spark coil pack setup. There was a 2.0 Carb base model XM offered but such low sales gave withdrawal after less then a year.
Notice the difference instantly between the distributer engine and the wasted spark engine, there is no Air Flow meter in the air intake pipe. The Normally Asperated engines were the only initially engine offerings along with the 3.0i 12v PRV Petrol V6 176bhp engines all in manual gearbox setup only, using the well known BE3/5 gearbox. Clutches on these are of a conventional Push Type clutch.
The engines are generally very tough units, being a cast block subject to regular oil changes 150k plus is not useually a massive problem. The weakness is the head gasket, however by now what 2.0 N/a engines are left they should all be on their second gasket. The gasket problem is not limited to these engines but seems to be across all PSA engines.
The XM had several variants of the Hydraulic system, they have much in common, but it is useful to know which is applicable to your car.
- Hydropneumatic suspension (5 spheres)
- Hydropneumatic (anti-sink) suspension (6 spheres)
- Hydractive 1 suspension (7 spheres)
- Hydractive 2 suspension (7 spheres)
- Hydractive 2 (anti-sink) suspension (8 spheres)
Upper Body and outer panels are fairly rust resistant. Laquer peel is the biggest issue. Rust though, is more common in the unseen areas and useually not found until its severe.
Cills catch the most, at the front and at the rear, mostly caused by bent jacking points when used by ignorant Tyre Fitters. If one your looking at has bent jacking points inspect the cill area AND floor area behind it very carefully for any rot.
The third poor area thats particularly bad are front bumper/wing point mounting areas, hidden away behind the bumper and arch liner, they are forgotten about and they can vanish completely then leaving the bumper side to droop down.
All these areas are renowned for both sides suffering and not just one particular side of the vehicle, though different levels can occur on each side of the car in question. The fourth area which can be slightly less severe mainly due to the fact it happens from the Outside is the rear subframe mouning points on the rear under floor box sections. The paint and underseal dries and peels leaving exposed metal. This one shown on the left was forgotton about and not attended too, and required subframe removal and some fabrication work.
Generally what an upper body can initially show a good strong car, it is sadly mainly the underside that really does catch the worse of the rot and as you can see these areas the main ones to check. Remember to check around all four jacking point for holes!
Estate models are generally the same, though, the rear wheel arches can rust more then the Hatch version. I rumor that the Coach Builders that made the estates for Citroen used a lesser quaility metal - or just less rust protection at factory.
Built around a low lying dash with a more angular approach the Original Dash is built in layers around the steering wheel and uses rather weak plastics. Series Two dash board revised and changed a bit more to resemble the better selling Xantia at the time.
Things That Break, Things that don't and General Comparison
Common broken or potential breakable parts on Series 1, the glove Box release lever, the glove box catch feet, the glovebox lid gas strut loosing its pressure, on models without air con and have roatry dials the lever for closing the Fresh air flap is slightly feeble, initially V6 Se models only had a Key Pad immobiliser and they have a little pop up flap over the key pad these can break off.. if the Speedo/Instrument cover has needed removal that can cause dash damage on the meeting lines, its quite a tight fit in place.
Upper Dash around the Air vents and the layout of all buttons moved. Left and right hand information displays remained in place, but the left hand display did change behind the scenes. More of Later. Steering wheel changed, Air Bag was added and the more "Standard" PSA steering wheel from the Xantia Series 1 was added. The Radio cover flap was halved in size and only covers the radio on Series 2 unlike Series one where it covered both DIN slots. Glove box catchs on Series Two models are more robust and stronger.
Leather seats and seat profiles remaind the same but there was three grades of leather used through the years.