Citroen C3 STOP AND START AUTO For Sale

Citroën C3 From Wikipedia, the free encyclopedia Jump to: navigation, search The examples and perspective in this article deal primarily with the United Kingdom and do not represent a worldwide view of the subject. Please improve this article and discuss the issue on the talk page. (November 2010) Citroën C3 Manufacturer Citroën Production 2002—present Assembly Aulnay-sous-Bois, France Porto Real, Brazil Predecessor Citroën Saxo Class Supermini Body style(s) 2-door convertible 5-door hatchback 5-door MPV Layout FF layout Engine(s) 1.1 L TU1 I4 1.4 L TU3 I4 1.4 L DV4 HDi diesel I4 1.4 L ET3 I4 1.6 L DV6 HDi diesel I4 1.6 L TU5 I4 Wheelbase 96.5 in (2,450 mm) Length 150.5 in (3,820 mm) Width 65.5 in (1,660 mm) Height 58.8 in (1,490 mm) Kerb weight 2,315 lb (1,050 kg) Related Peugeot 206 Peugeot 1007 Citroën C2 Peugeot 207 C3 Picasso Citroën DS3 Designer Donato Coco Jean-Pierre Ploué The Citroën C3 is a supermini car equipped with a range of inline-4 engines that has been produced by the French automaker Citroën since 2002. It was designed by Donato Coco and Jean-Pierre Ploué, previously known for designing the first generation Renault Twingo; the former has been the head of the Citroën design team since 1999. A mini MPV version of the C3 was announced in July 2008, called C3 Picasso, unveiled at the Mondial de l'Automobile 2008 and went on sale in early 2009 across Europe. [1] Contents 1 First Generation (Mk1, 2002-2009) 1.1 Overview 1.2 Trim levels (UK) 2002 - 2005 1.3 Trim levels (UK) 2006-2008 1.4 Trim levels (UK) 1st Feb 2008 - 31st Jan 2009 1.5 Trim levels (UK) 1st Feb 2009 - 31st Dec 2009 1.6 Trim levels (UK) 1st Jan 2010 - Spring 2010 1.7 2006 facelift 1.8 Technology 1.9 Engines 1.10 C3 Pluriel 1.11 C3 Picasso 2 Second generation (2009-present) 2.1 Engines 2.2 Transmissions 2.3 Trim levels (UK) 1st Jan 2010 onwards 3 References 4 External links [edit] First Generation (Mk1, 2002-2009) First generation Production 2002-2009 Citroën C3 HDi Citroen C3 XTR [edit] Overview The C3 was available with 1.1, 1.4 and 1.6 L petrol engines, and 1.4 and 1.6 L HDi engines. All models came as standard with a five-speed manual transmission or an optional semi-manual with paddle-shifters, except for the Stop & Start model, which came with Citroën's SensoDrive gearbox — a five-speed semi-automatic transmission with manual and automatic modes. The SX model was the only version that has the option of a four-speed fully-automatic transmission. In accordance with PSA Group policy, the C3's chassis was used for the Peugeot 1007 and the Peugeot 207. Many components of the C3 are the same as those of the Peugeot 206. [edit] Trim levels (UK) 2002 - 2005 L 1.1i and 1.4HDi 70 bhp (52 kW; 71 PS). LX 1.4i and 1.4HDi 70 bhp (52 kW; 71 PS). Desire 1.1i, 1.4i and 1.4HDi 70 bhp (52 kW; 71 PS). SX 1.4i, 1.4i 75 bhp (56 kW; 76 PS) Automatic, 1.4HDi 16v 92 bhp (69 kW; 93 PS) and 1.4HDi 70 bhp (52 kW; 71 PS) Sensodrive. Exclusive 1.6i 16v, 1.6i 16v Sensodrive, 1.4HDi 16v 92 bhp (69 kW; 93 PS) and 1.6HDi 92 bhp (69 kW; 93 PS). VTR 1.6i 16v. XTR 1.4i 16v Sensodrive and 1.4HDi 16v 92 bhp (69 kW; 93 PS). Stop & Start 1.4i 16v Sensodrive. [edit] Trim levels (UK) 2006-2008 L 1.1i and 1.4HDi Only. Airplay+ 1.1i Only. Desire 1.1i, 1.4i and 1.4HDi Only. (Now called C3 Cool Summer 2007 onwards) SX 1.4i, (1.6i 16v Automatic Only) and 1.6HDi 92 bhp (69 kW; 93 PS) Only. Stop & Start 1.4i 16v Sensodrive Only. Exclusive 1.6i 16v Sensodrive and 1.6HDi 92 bhp (69 kW; 93 PS) Only. VTR 1.6i 16v and 1.6HDi 16v 110 bhp (82 kW; 110 PS) Only. XTR 1.4i 16v Sensodrive and 1.6HDi 92 bhp (69 kW; 93 PS).(C3 XTR is No longer Available 2007) [edit] Trim levels (UK) 1st Feb 2008 - 31st Jan 2009 Vibe 1.1i, 1.4i 8v, and 1.4HDi Only Rhythm 1.4i 8v, 1.4i 16v, 1.4HDi and 1.6HDi 92 bhp (69 kW; 93 PS) Cachet 1.4i 8v, 1.4i 16v and 1.4HDi Exclusive 1.4i 16v, 1.6i 16v (Automatic Only) and 1.6HDi 92 bhp (69 kW; 93 PS) Exclusive Plus 1.4i 16v, 1.6i 16v (Automatic Only) and 1.6HDi 92 bhp (69 kW; 93 PS) Stop & Start 1.4i 16v SensoDrive [edit] Trim levels (UK) 1st Feb 2009 - 31st Dec 2009 VT 1.1i And 1.4HDi Only VTR 1.4i 8v, 1.4i 16v and 1.6HDi 92 bhp (69 kW) Exclusive 1.4i 16v, 1.6i 16v (Automatic Only) and 1.6HDi 92 bhp (69 kW) Stop & Start 1.4i 16v SensoDrive [edit] Trim levels (UK) 1st Jan 2010 - Spring 2010 First 1.1i Only [edit] 2006 facelift Citroen C3 Facelift 2006 In 2006, the C3 was given a minor redesign, with the front end featuring a more imposing bumper, wider lower air intake, single air intake slit below the restyled radiator grille and a re-positioned number plate. The rear of the car was also given redesigned light clusters with crystal coloured mid-sections. The passenger compartment was also enhanced with the fitting of a restyled dashboard with high-quality finish, as well as a newer, more modern instrument cluster making the driver information easier to read. The addition of light metallic grey embellishers around the central section of the fascia and air vents contributed to the updated interior, as did the completely re-designed front and rear door panels and trims. The steering was also improved so that it weights up with speed. Citroën also added a new 1.6 L 16-valve HDi diesel engine to the range, rated at 110 bhp (82 kW; 110 PS). The Pluriel also received similar interior alterations but was otherwise unchanged. [edit] Technology Some versions of the C3 feature a "Stop & Start" system that can automatically cut the engine when not needed to save fuel, such as in traffic, and restart it briskly to move on again. Similar technology appeared in the 1980s Volkswagen Polo "Formel E" and the Volkswagen Golf Mk III "Ecomatic". [edit] Engines 1.1 L (1124 cc) TU1 I4, 60 PS (59 hp/44 kW) and 69 ft·lbf (94 N·m) 1.4 L (1360 cc) TU3 I4, 75 PS (74 hp/55 kW) and 87 ft·lbf (118 N·m) 1.4 L (1398 cc) DV4 HDi diesel I4, 70 PS (69 hp/51 kW) and 118 ft·lbf (160 N·m) 1.4 L (1398 cc) DV4 HDi 16-valve diesel I4, 90 PS (89 hp/66 kW) and 147 ft·lbf (200 N·m) (discontinued in 2005; could not meet EURO4 compliance) 1.4 L (1360 cc) ET3 16-valve I4, 90 PS (89 hp/66 kW) and 98 ft·lbf (133 N·m) 1.6 L (1560 cc) DV6 HDi 16-valve diesel I4, 92 PS (91 hp/68 kW) and 159 ft·lbf (216 N·m) 1.6 L (1560 cc) DV6 HDiF 16-valve diesel I4 with Diesel particulate filter, 110 PS (108 hp/80 kW) and 177 ft·lbf (240 N·m) 1.6 L (1587 cc) TU5 16-valve I4, 110 PS (108 hp/81 kW) and 108 ft·lbf (146 N·m) [edit] C3 Pluriel Citroën C3 Pluriel A new C3 variant was introduced in July 2003, the C3 Pluriel, which can be configured as a full or partial convertible or a closed car, due to its detachable roof bars and folding fabric roof. It was originally offered with a choice of a 1.4 or a 1.6 L petrol engine, and a 1.4 L[1] diesel engine. The 1.6 L petrol came fitted, as standard, with a semi-automatic gearbox. The Pluriel was withdrawn in early 2010. [edit] C3 Picasso Citroën C3 Picasso at the 2008 Paris Motor Show At the 2008 Paris Motor Show, Citroën introduced the C3 Picasso; a mini-MPV version of the C3, designed to compete with the Opel/Vauxhall Meriva and the Fiat Idea. It is currently built in Slovakia. It was launched for the UK market on 9 April 2009. It features an interior with split-fold-flat rear seats, that also slide independently over 150 mm (5.9 in). It also has a 500 L boot. The C3 Picasso is available in three trim levels- the VT, VTR+ and Exclusive. All versions come with a five-speed manual gearbox, although a semi-automatic and a six speed manual version are expected in 2011, along with a new eco-friendly and economical Stop/Start system, which Citroën claims to reduce CO2 emissions significantly. From launch, two petrol and two diesel engine choices were available. It was named Top Gear magazine's Family Car of the Year and also won What Diesel? MPV of the Year. In August 2009, Citroën released a 90th Birthday Limited Edition C3 Picasso, to commemorate 90 years of Citroën. In the UK, it was limited to 150 examples. [edit] Second generation (2009-present) Second generation Manufacturer Citroën Production 2009-present Class Supermini Body style(s) 5-door hatchback Engine(s) 1.1L I4 8v 1.4L I4 8v 1.4L I4 16v 1.6L 16v I4 1.4L I4 HDi 1.6L I4 HDi Transmission(s) 4-speed automatic transmission 5-speed manual 6-speed manual In July 2009, Citroën revealed an all-new Mk II C3. Featuring an evolutionary design with a cutting-edge Panoramic Windscreen, similar to that on the larger C4 Picasso and Vauxhall Astra Sport Hatch, the new C3 builds on the curvy profile of the previous model. Citroën also announced a new range of technologically advanced small petrol engines with low emissions, as well as new diesel engines, all with CO2 emissions of under 120 g/km, plus an "Airdream+" model with 99 g/km using a new 1.6 HDI 90 bhp (67 kW; 91 PS) engine. The New C3 was presented at the Frankfurt Motor Show in September 2009. It was launched in November 2009, as a 2010 model. [edit] Engines The Mk II C3 is offered with the following engines:[2] Petrol engine Model Engine Displacement Power Torque 0–100 km/h,s Top speed Note CO2 emission (g/km) 1.1i 8V I4 1124 cc 61 PS (45 kW; 60 hp) @5500 rpm 95 N·m (70 lb·ft) @3300 rpm 16.5 96 mph (154 km/h) 137 1.4i 8V I4 1360 cc 75 PS (55 kW; 74 hp) @5200 rpm 118 N·m (87 lb·ft) @3300 rpm 14.2 101 mph (163 km/h) 140 1.4VTi 16V I4 1397 cc 95 PS (70 kW; 94 hp) @6000 rpm 135 N·m (100 lb·ft) @4000 rpm 10.6 114.3 mph (183.9 km/h) 134 (on Exclusive only), 136 (on Airdream+, VTR+ only) CO2 134/136 1.6VTi 16V I4 1598 cc 120 PS (88 kW; 120 hp) @6000 rpm 160 N·m (120 lb·ft) @4200 rpm 8.9/10.9 118 mph (190 km/h) 136 Diesel engine Model Engine Displacement Power Torque 0–100 km/h,s Top speed Note CO2 emission (g/km) 1.4HDi 8V I4 1398 cc 70 PS (51 kW; 69 hp) @4000 rpm 160 N·m (120 lb·ft) @2000 rpm 13.7 101.3 mph (163.0 km/h) 113 1.6HDi 16V I4 1560 cc 90 PS (66 kW; 89 hp) @3750 rpm 230 N·m (170 lb·ft) @2000 rpm 11.3/11.5 111.8 mph (179.9 km/h) HDi 90 FAP "99 g" 110/99 1.6HDi 16V I4 1560 cc 110 PS (81 kW; 110 hp) @4000 rpm 270 N·m (200 lb·ft) @2000 rpm 9.9 118 mph (190 km/h) 115 Interior of a second generation C3. [edit] Transmissions Petrol engine Model Years Standard Optional 1.1i 8V 2009- 5-speed manual - 1.4i 8V 2009- 5-speed manual - 1.4VTi 16V 2009- 5-speed manual - 1.6VTi 16V 2009- 5-speed manual 4-speed automatic Diesel engine Model Years Standard Optional 1.4HDi 8V 2009- 5-speed manual - 1.6HDi 16V 2009- 5-speed manual - 1.6HDi 16V 2009- 6-speed manual - [edit] Trim levels (UK) 1st Jan 2010 onwards VT 1.1i 8v 61 hp (45 kW) Only VTR+ 1.4i 8V 75 hp, 1.4VTi 16V 95 hp, 1.4HDi 8V 70 hp (52 kW) and 1.6HDi 16V 90 hp (67 kW) Airdream+. Airdream+ 1.4i 8V 75 hp, 1.4VTi 16V 95 hp, 1.4HDi 8V 70 hp (52 kW) and 1.6HDi 16V 90 hp (67 kW) Airdream+. Exclusive 1.4VTi 16V 95 hp, 1.6VTi 16V 120 hp, 1.6VTi 16V 120 hp (89 kW) Auto, 1.6HDi 16V 90 hp (67 kW) and 1.6HDi 16V 110 hp (82 kW). [edit] References ^ Catalogue de la Revue Automobile 2006 (ISBN 978 3 905386 06 6 by Buechler Grafino AG Berne CH) ^ "Citroen c3 Technical specifications UK site". http://www.citroen.co.uk/new-cars/citroen-c3/in-more-detail/technical-specifications/. Retrieved 24 March 2010.  [edit] External links C3 at Citroenet C3 Pluriel at Citroenet Official Citroën C3 UK microsite C3 Pluriel Fansite (German) Citroen C3 Picasso review UK Citroën C3 Information Website Wikimedia Commons has media related to: Citroën C3 v • d • e « previous — Automobiles Citroën, a subsidiary of the PSA Peugeot Citroën since 1976, car timeline, 1980s–present Type 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 Economy car 2CV Off-roader Méhari City car C1 Supermini LN / LNA AX Dyane Axel Saxo C2 DS3 Visa C3 I C3 II Small family car GSA ZX Xsara C4 Large family car BX Xantia C5 I C5 II Executive car CX XM C6 Leisure activity vehicle Acadiane C15 Nemo Berlingo Berlingo II Compact MPV Xsara Picasso C3 Picasso C4 Picasso Large MPV Evasion/Synergie C8 Crossover C-Crosser Convertible C3 Pluriel v • d • e Citroën PSA Peugeot Citroën · Category · Vehicles Current - Europe C1 · C3 · C3 Picasso · DS3 · C4 · C4 Picasso · DS4 · C5 · C6 · C8 · C-Crosser · Berlingo · Nemo · Jumpy · Jumper · Xsara Picasso Current - China (DPCA) C2 · C-Triomphe · Elysée · Fukang · Xsara Picasso Historic Type A · Type C · 7U · Traction Avant · TUB · TUC · 2CV · Acadiane · Ami 6 / Ami 8 / Ami Super · Axel · AX · BX · CX · C2 · C15 · C25 · C35 · Dyane · DS · ID · Evasion · FAF · GS · GSA · H Van · LN · LNA · M35 · Méhari · Rosalie · Saxo · SM · Visa · XM · Xantia · Xsara · ZX Trucks U23 · Belphégor Concept cars G Van · Prototype C · Prototype Y · 2CV Pop · GS Camargue · C44 · Karin · Zabrus · Activa · C6 Lignage · C-SportLounge · C-Airplay · C-Buggy · C-Airdream · GT by Citroën · Hypnos · DS Inside · Revolte · Survolt · C-Cactus Motorsport Xsara WRC · C4 WRC · DS3 WRC · Electric vehicle Citroën C-ZERO || Citroën DS From Wikipedia, the free encyclopedia Jump to: navigation, search Citroën DS Manufacturer Citroën Also called Citroën ID Production 1955-1975 Assembly Paris, France Mangualde, Portugal Slough, United Kingdom Heidelberg, Victoria, Australia Johannesburg, South Africa Koper, Yugoslavia Predecessor Citroën Traction Avant Successor Citroën CX Class Mid-size luxury car / Executive car Body style(s) 4-door sedan 5-door Safari station wagon 2-door convertible Layout MF layout Engine(s) 1,911 cc (1.911 L; 116.6 cu in) I4 1,985 cc (1.985 L; 121.1 cu in) I4 2,175 cc (2.175 L; 132.7 cu in) I4 2,347 cc (2.347 L; 143.2 cu in) I4 Wheelbase 3,124 mm (123.0 in) [1] Length 4,826 mm (190.0 in) (saloon) 4,991 mm (196.5 in) (estate) Width 1,791 mm (70.5 in) Height 1,464 mm (57.6 in) (saloon) 1,537 mm (60.5 in) (estate) Curb weight 1,270 kg (2,800 lb)(saloon) 1,384 kg (3,050 lb)(estate) Related Citroën SM Designer Flaminio Bertoni The Citroën DS was an executive car produced by the French manufacturer Citroën between 1955 and 1975. Styled by Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre, the DS was known for its aerodynamic futuristic body design and innovative technology, including a hydropneumatic self-levelling suspension. The DS advanced achievable standards in automobile ride quality, handling, and braking.[2] Citroën sold nearly 1.5 million D-series during the model's 20-year production run. The DS came in third in the 1999 Car of the Century competition, recognizing the world's most influential auto designs, and was named the most beautiful car of all time by Classic & Sports Car magazine.[3] Contents 1 Model history 2 Technical innovation — hydraulic systems 3 Impact on Citroën brand development 4 Replacing the DS 5 Manufacture 6 DS in the United States 7 Design variations 8 Technical details 8.1 Suspension 8.2 Source and reserve of pressure 8.3 Hydraulic fluid 8.4 Gearbox and clutch 8.5 Engines 8.6 Directional headlights 9 DS in popular culture 10 DS today 11 Production figures for all DS models 12 References 13 Bibliography 14 External links [edit] Model history 1974 Citroën DS23 Pallas - Series 3 (1968-1976) with four headlights under glass Directional headlight detail of a Citroën DS21 Turn indicators were mounted in the upper corners of the rear window Citroën DS Break - also known as the Safari, Familiale, or Wagon Citroën DS - Series 1 (1955-1962) - original nose Citroën DS Convertible - Series 2 (1963-1967) - redesigned nose After 18 years of development in secret as the successor to the venerable Traction Avant, the DS 19 was introduced on 5 October 1955 at the Paris Motor Show. The car's appearance and innovative engineering captured the imagination of the public and the automobile industry almost overnight. In the first 15 minutes of the show, 743 orders were taken, and orders for the first day totalled 12,000.[4] Far from being just a fascinating technology in search of a purpose, contemporary journalists were effusive in noting how the DS dramatically pushed the envelope in the ride vs. handling compromise possible in a motor vehicle.[5] To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the DS motor car was a symbol of French ingenuity.[citation needed] It defied virtually every automotive design convention of that era. It also posited the nation's relevance in the Space Age, during the global race for technology of the Cold War.[original research?] Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had "fallen from the sky".[6] The high price tag, however, hurt general sales in a country still recovering from World War II, and a cheaper submodel, the Citroën ID, was introduced in 1957. The ID shared the DS's body but was more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS's hydraulically controlled set-up. A station wagon variant, the ID Break, was introduced in 1958. Outside of France, the car's radical and cosmopolitan design appealed to non-conformists. An American advertisement summarised this selling point: "It takes a special person to drive a special car".[citation needed] The DS was historically significant for many reasons, one being that it was the first mass production car with front power disc brakes.[7] It also featured hydropneumatic suspension including an automatic levelling system and variable ground clearance, power steering and a semi-automatic transmission, and a fibreglass roof which reduced weight transfer.[citation needed] Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the understeer typical of front-engined and front-wheel drive cars.[citation needed] As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six cylinder engine. Despite the rather leisurely acceleration afforded by its small four-cylinder engine, the DS was successful in motorsports like rallying, where sustained speeds on poor surfaces are paramount, and won the Monte Carlo Rally in 1959 and 1966. The DS placed fifth on Automobile Magazine "100 Coolest Cars" listing in 2005.[8] It was also named the most beautiful car of all time by Classic & Sports Car magazine after a poll of 20 world-renowned car designers, including Giorgetto Giugiaro, Ian Callum, Roy Axe, Paul Bracq, and Leonardo Fioravanti.[3] [edit] Technical innovation — hydraulic systems In conventional cars, hydraulics are only used in brakes and power steering. In the DS they were also used for the suspension, clutch and transmission, although the later ID19 did have manual steering and a simplified power braking system. At a time when few passenger vehicles had independent suspension on all wheels, the application of the hydraulic system to the car's suspension system to provide a self-levelling system was an innovative move. This suspension allowed the car to achieve sharp handling combined with very high ride quality, frequently compared to a "magic carpet". The system used—hydropneumatic suspension—was pioneered the year before, on the rear of another car from Citroën, the top of range Traction Avant 15CV-H. [edit] Impact on Citroën brand development The 1955 DS cemented the Citroën brand name as an automotive innovator, building on the success of the Traction Avant, which had been the world's first mass-produced monocoque front wheel drive car in 1934. In fact, the DS caused such a huge sensation that Citroën was apprehensive that future models would not be of the same bold standard. No clean sheet new models were introduced from 1955 to 1970. The DS was a large, expensive executive car and a downward brand extension was attempted, but without result. Throughout the late 1950s and 1960s Citroën developed many new vehicles for the very large market segments between the 2CV and the DS, occupied by vehicles like the Peugeot 403, Renault 16 and Ford Cortina, but none made it into production. Either they had uneconomic build costs, or were ordinary "me too" cars, not up to the company's high standard of innovation. As Citroën was owned by Michelin as a sort of research laboratory, and were a powerful advertisement for the capabilities of the radial tyre Michelin had invented, such experimentation was possible. Other models produced by Citroën were based on the utilitarian 2-cylinder 2CV economy car (that contained some of the most advanced independent suspension chassis engineering in the world). The Ami also designed by Flaminio Bertoni attempted to combine the styling of the DS with the advanced chassis of the 2CV. It was very successful in France in the 1960s, but less so on export markets because of its controversial styling, and by being noisy and underpowered. The Dyane, was a modernised 2CV with a hatchback, to compete with the Renault 4. Citroën finally did introduce the Citroën GS in 1970, which won 'European car of the Year 1970' and sold a spectacular 2.5 million units. But it was still underpowered by a flat-4 air-cooled engine, the intended Wankel rotary engined version did not reach full production. [edit] Replacing the DS The DS remained popular and competitive throughout its production run. Its peak production year was 1970. Certain design elements like the somewhat narrow cabin, column mounted gearstick, and separate fenders began to seem a little old-fashioned in the 1970s. Citroën invested enormous resources to design and launch an entirely new vehicle in 1970, the SM, which was a thoroughly modernized, much wider, faster and more expensive car than the DS. Though the SM construction was conceptually similar to the DS—a platform frame with many pieces spotwelded together, mid-engine, front wheel drive, detachable front fenders, hydropneumatic suspension, rear fender skirts, and trailing arm rear suspension—it is an entirely different car. On the SM, the roof and rear quarter panels were welded on. Few parts are directly interchangeable between the two cars, but the DS and SM were both assembled on the same production lines at Quai André-Citroën, Paris. Unlike the DS, the factory never authorized a convertible model, since Citroën felt the roof was integral to the structure of the SM. Despite all this, the SM had to fulfill another purpose beyond just modernizing the DS — it had to launch Citroën into a new grand tourer market segment. This meant that unlike the DS, the SM was not designed to be a practical 4-door saloon suitable as a large family car, the key market for vehicles of this type in Europe. Typically, manufacturers would introduce low volume coupés based on parts shared with an existing saloon, not as unique models — a contemporary example being the Mercedes-Benz SLC-Class. The SM's high price, driven by its Maserati engine and limited utility of the 2+2 seating configuration, meant the SM as actually produced could not seize the mantle from the DS. The DS was finally phased out in 1976 after 1,455,746 cars were produced. The DS was replaced as the large family or executive car in the model range by the CX. The development and launch of the CX in the wake of the 1974 oil crisis, bankrupted Citroën and forced them into a merger with Peugeot, to form PSA Peugeot-Citroën. [edit] Manufacture The DS was primarily manufactured in Paris, France — with other manufacturing facilities in the United Kingdom, South Africa, the former Yugoslavia (mostly Break Ambulances), and Australia. Australia constructed their own D variant in the 1960s at Heidelberg, Victoria, identified as the ID 19 "Parisiene." Australian market cars were fitted with options as standard equipment such as the "DSpecial DeLuxe" that were not available on domestic European models. Until 1965 cars were assembled at the manufacturer's Slough premises, to the west of London, using a combination of French made semi CKD kits and locally sourced components, some of them machined on site.[9] A French electrical system superseded the British one on the Slough cars in 1962, giving rise to a switch to "continental style" negative earthing. After 1965 cars for the British market were imported fully assembled from the company's French plant.[9] The British built cars are distinguished by their leather seats, wooden dashboards, and (on pre-1962 cars) Lucas-made electrics. Within some parts of the former Yugoslavia a few examples are still in use as taxis.[citation needed] [edit] DS in the United States US-spec 1969 Citroën DS with exposed headlights While the DS was a hit in Europe, it seemed rather odd in the United States. Ostensibly a luxurious car, it did not have the basic features that buyers of that era expected to find on such a vehicle: fully automatic transmission, air conditioning, power windows, and a reasonably powerful V8 engine instead of a relatively modest 4-cylinder inline engine. The DS's price in 1970 ranged from US$4,066 to US$4,329.[10] Also, many Americans at the time wanted only the newest models, which changed every year, like fashions, but the DS's appearance did not change dramatically in the 16 years it was available in the States. US legislation also banned one of the car's more advanced features, aerodynamic headlamps, now common in US automobiles of the 21st century, which first re-appeared in the USA on Audi cars of that era, and domestically-produced Ford Taurus cars in 1986 as examples. The first year of aerodynamic glass enclosing the DS's headlights, along with driving lights turned by the steering, was also the first year those features were outlawed in the US. The VW Beetle and Jaguar XKE had aerodynamic faired glass over their (fixed) headlights until the same time. The DS was sold in the United States from 1956-1972. Ultimately, 38,000 units were sold. [edit] Design variations The DS always maintained its size and shape, with easily removable, unstressed body panels, but certain design changes did occur. A station wagon version was introduced in 1958. It was known by various names in different markets (Break in France, Safari and Familiale in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front fenders. In 1965 a luxury upgrade kit, the DS Pallas (after Greek goddess Pallas), was introduced. This included comfort features such as better noise insulation, a more luxurious (and optional: leather) upholstery and external trim embellishments. In 1967, the DS and ID was again restyled. This version had a more streamlined headlamp design, giving the car a notably shark-like appearance. This design had four headlights under a smooth glass canopy, and the inner set swivelled with the steering wheel. This allowed the driver to see 'around' turns, especially valuable on twisting roads driven at high speed at night. Citroën DS Cabrio However, this feature was not allowed in the US at the time (see World Forum for Harmonization of Vehicle Regulations), so a version with four exposed headlights that did not swivel was made for the US market. The station wagon edition, the Break (called the ID Safari on the UK market) and "Familiale", was also upgraded. The hydraulic fluid changed to the technically superior LHM (Liquide Hydraulique Minéral) in all markets except the US. Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The convertibles were built in small series by French carrossier Henri Chapron, for the Citroën factory. The DS convertibles used the break (station wagon) frame, which was reinforced on the sidemembers and rear suspension swingarm bearing box. In addition, Chapron also produced a few coupés, non-works convertibles and special sedans (including the 'Prestige,'[1] same wheelbase but with a with a central divider, and the 'Lorraine' notchback). [edit] Technical details This section does not cite any references or sources. Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (September 2007) [edit] Suspension In a hydropneumatic suspension system, each wheel is connected, not to a spring, but to a hydraulic suspension unit consisting of a sphere of about 12 cm in diameter containing pressurised nitrogen, a cylinder containing hydraulic fluid screwed to the suspension sphere, a piston inside the cylinder connected by levers to the suspension itself, and a damper valve between the piston and the sphere. A membrane in the sphere prevented the nitrogen from escaping. The motion of the wheels translated to a motion of the piston, which acted on the oil in the nitrogen cushion and provided the spring effect. The damper valve took place of the shock absorber in conventional suspensions. The hydraulic cylinder was fed with hydraulic fluid from the main pressure reservoir via a height corrector, a valve controlled by the mid-position of the anti-roll bar connected to the axle. If the suspension was too low, the height corrector introduced high-pressure fluid; if it was too high, it released fluid back to the fluid reservoir. In this manner, a constant ride height was maintained. A control in the cabin allowed the driver to select one of five heights: normal riding height, two slightly higher riding heights for poor terrain, and two extreme positions for changing wheels. [The correct term oleopneumatic (oil-air) has never gained widespread use. Hydropneumatic (water-air) continues to be preferred overwhelmingly.] The DS did not have a jack for lifting the car off the ground. Instead, the hydraulic system enabled wheel changes with the aid of a simple adjustable stand. To change a flat tyre, one would adjust the suspension to its topmost setting, insert the stand into a special peg near the flat tyre, then readjust the suspension to its lowermost setting. The flat tyre would then retract upwards and hover above ground, ready to be changed. This system, used on the SM also, was superseded on the CX by a screw jack that, after the suspension was raised to the high position, lifted the tire a fraction of an inch off the ground. The DS system, while impressive to use, sometimes dropped the car quite suddenly, especially if the stand was not placed precisely or the ground was soft or unlevel. [edit] Source and reserve of pressure The central part of the hydraulic system was the high pressure pump, which maintained a pressure of between 130 and 150 bar in two accumulators. These accumulators were very similar in construction to the suspension spheres. One was dedicated to the front brakes, and the other ran the other hydraulic systems. (On the simpler ID models, the front brakes operated from the main accumulator.) Thus in case of a hydraulic failure, the first indication would be that the steering became heavy, followed by the gearbox not working; only later would the brakes fail. [edit] Hydraulic fluid The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time. Later, Citroën changed to using a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids. Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every "inhalation" of fresh moisture- (and dust-) laden air, the fluid absorbed more water. In August 1967, Citroën introduced a new mineral oil-based fluid liquide hydraulique minéral (LHM). This fluid was much less harsh on the system, and remains in use to the present day. Briefly illegal in the U.S.,[11] LHM has since been adopted by manufacturers like Rolls-Royce, Jaguar, BMW, and Audi under various labels, like "Total," "Pentosin," and others. LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black. Two different hydraulic pumps were used. The DS used a seven-cylinder axial piston pump driven off two belts and delivering 175 bar (2,540 psi) of pressure. The ID19, with its simpler hydraulic system, had a single-cylinder pump driven by an eccentric on the camshaft. [edit] Gearbox and clutch 1969 Pallas interior with Hydraulic gear selector - mounted top right of steering column with unusual single spoke steering wheel The mechanical aspects of the gearbox and clutch were completely conventional and the same elements were used in the ID 19. The gear change control though, consisted of a hydraulic gear selector, and clutch control. The speed of engagement of the clutch was controlled by a centrifugal regulator sensing engine rpm and driven off the camshaft by a belt, the position of the butterfly valve in the carburettor (i.e. the position of the accelerator), and the brake circuit. When the brake was pressed, the engine idle speed dropped to an rpm below the clutch engagement speed, thus preventing friction while stopped in gear at traffic lights. When the brake was released, the idle speed increased to the clutch dragging speed. The car would then creep forward much like automatic transmission cars. This drop in idle throttle position also caused the car to have more engine drag when the brakes were applied even before the car slowed to the idle speed in gear, preventing the engine from pulling against the brakes. [edit] Engines Cutaway model shows engine set far back from front wheels ("MF layout") The DS was originally designed around an air cooled flat six based on the design of the 2 cylinder engine of the 2CV, similar to the motor in the Porsche 911. Technical and monetary issues forced this idea to be scrapped. Thus, for such a modern car, the engine of the original DS 19 was also old-fashioned. It was derived from the engine of the 11CV Traction Avant (models 11B and 11C). It was an OHV four-cylinder engine with three main bearings and dry liners, and a bore of 78 mm (3.1 in) and a stroke of 100 mm (3.9 in), giving a volumetric displacement of 1911 cc. The cylinder head had been reworked; the 11C had a reverse-flow cast iron cylinder head and generated 60 hp (45 kW) at 3800 rpm; by contrast, the DS 19 had an aluminium cross-flow head with hemispherical combustion chambers and generated 75 hp (56 kW) at 4500 rpm. Apart from these details, there was very little difference between the engines: even the locations of the cylinder head studs were the same, so that it was possible to put the cylinder head of a DS on a Traction Avant engine and run it.[citation needed] Like the Traction Avant, the DS had the gearbox mounted in front of the engine, with the differential in between. Thus some consider the DS to be a mid engine front wheel drive car. It initially had a four-speed gearbox and clutch, operated by a hydraulic controller. To change gears, the driver flicked a lever behind the steering wheel to the next position and eased-up on the accelerator pedal. The hydraulic controller disengaged the clutch, engaged the nominated gear, and re-engaged the clutch. The DS and ID powerplants evolved throughout its 20-year production life. The car was underpowered and faced constant mechanical changes to boost the performance of the four-cylinder engine. The initial 1911 cc 3 main bearing engine (carried forward from the Traction Avant) of the DS 19 was replaced in 1965 with the 1985 cc 5 bearing motor of the DS 19a (called DS 20 from September 1969). The DS 21 was also introduced for model year 1965. This was a 2175 cc, 5 main bearing engine. This engine received a substantial increase in power with the introduction of Bosch electronic fuel injection for 1970, making the DS one of the first mass-market cars to use electronic fuel injection. Lastly, 1973 saw the introduction of the 2347 cc engine of the DS 23 in both carbureted and fuel injected forms. The DS 23 with electronic fuel injection was the most powerful production model, producing 143 hp (107 kW). IDs and their variants went through a similar evolution, generally lagging the DS by about one year. ID models never received the DS 23 engine or fuel injection. The DS was initially offered only with the "hydraulique" 4-speed semi-automatic (bvh-"boîte de vitesses hydraulique") gearbox. The later and simpler ID19 had the same gearbox and clutch, manually operated. This configuration was offered as a cheaper option for the DS in the mid-1960s. In September 1970 Citroën introduced a 3-speed fully-automatic Borg-Warner and a five-speed manual gearbox, in addition to the original four-speed unit.[12] The full-automatic transmissions were intended for the US market, but as Citroën withdrew from the US in 1972, the year of highest US sales, due to constrictive road rules, most automatic DSs, fuel-injected DS 23 sedans with air conditioning, were sold in Australia. [edit] Directional headlights Directional headlights were introduced as an option on the DS in September 1967 (standard on the Pallas model) for the first time on a Citroën. Behind each glass cowl, the innermost headlight swiveled by up to 80° as the driver steered, lighting the inside of a bend. This allowed the driver to see where his eyes were looking — instead of just straight ahead. The outermost headlights were self-leveling and reacted to pitching caused by acceleration and braking.[13] [edit] DS in popular culture The DS has been used in many film and television productions,[14] has inspired artists, and was associated with the French state and French society for many years. The movie The Goddess of 1967 has been named after the DS. The movie is about a 1967 DS or goddess (déesse in French). In the post-World War II environment of the 1950s, the DS was a significant advertisement for French manufacturing and ingenuity. President Charles de Gaulle praised the unusual abilities of his unarmoured DS with saving his life during the assassination attempt at Petit-Clamart on 22 August 1962 planned by Jean-Marie Bastien-Thiry — the shots had blown two of the tires, but the car could still escape at full speed. This event was accurately recreated for The Day of the Jackal. [edit] DS today Citroën DS values have been rising - a 1973 DS 23 Injection Electronique 'Decapotable' (Chapron Convertible) sold for EUR €176,250 (USD $209,738) at Christie's Retromobile in February 2006.[15] and a similar car sold by Bonhams in February 2009 brought EUR €343,497 (USD $440,436). [2] On 18 September 2009 a 1966 DS21 Decapotable Usine was sold by Bonhams for a hammer price of UK £131,300. Bonhams sold another DS21 Decapotable (1973) on 23 January 2010 for EUR €189,000 [3] The DS's beloved place in French society was demonstrated in Paris on 9 October 2005 with a celebration of the 50th anniversary of its launch. 1,600 DS cars drove in procession past the Arc de Triomphe.[16] Le Monde reported on February 2, 2009 that Peugeot Citroën would re-introduce the DS to the car market in 2010.[17] It has since been revealed that the DS will in fact be a range of, to begin with, three cars, headed by the small 'DS3'. These cars will be high quality, high specifications variations on existing models, but with differing mechanics and bodywork. The DS3, launched in March 2010, is based on Citroen's new C3, but is more customisable and unique, bearing resemblances to the original DS, with its 'Shark Fin' side pillar. In 2010 and 2011, Citroen will launch the DS4 and DS5, models to sit above the C4 and C5 ranges respectively. Both are expected to be more innovative than the DS3, which received mixed feelings from critics and fans at its launch, and are expected to feature hybrid-diesel engines to maximise efficiency, as well as other things that have been seen on Citroen's most recent concept cars. [edit] Production figures for all DS models Swedish-spec Citroën DS with headlight wipers 1955 - 69 1956 - 9,868 1957 - 28,593 1958 - 52,416 1959 - 66,931 1960 - 83,205 1961 - 77,597 1962 - 83,035 1963 - 93,476 1964 - 85,379 1965 - 89,314 1966 - 99,561 1967 - 101,904 1968 - 81,860 1969 - 82,218 1970 - 103,633 1971 - 84,328 1972 - 92,483 1973 - 96,990 1974 - 40,039 1975 - 847[18] [edit] References ^ Cardew, Basil (1966). Daily Express Review of the 1966 Motor Show. London: Beaverbrook Newspapers Ltd.  ^ "Citroen DS - A car years ahead of its time". retrothing.com. http://www.retrothing.com/2007/01/citroen_ds_deca.html. Retrieved 2007-09-06.  ^ a b "1955 Citroen DS - The Most Beautiful Car of All Time". Motorcities.com. http://www.motorcities.com/vehicle/09B4E032327279.html. Retrieved 2009-07-09.  ^ "The Most Incredible Car Ever Built". egothemag.com. http://www.egothemag.com/archives/2004/10/citroen_ds_1.htm. Retrieved 2007-09-06.  ^ "Drive: 1960 Citroen DS". motortrend.com. http://www.motortrend.com/classic/roadtests/c12_0511_1960_citroen_ds/suspension_engine.html. Retrieved 2007-09-06.  ^ "The New Citroen by Roland Barthes 1957". id-ds.com. Archived from the original on 2007-08-16. http://web.archive.org/web/20070816121741/http://www.id-ds.com/PlanetD&G/barthes.but.html. Retrieved 2007-09-06.  ^ "Citroën DS". vintagecars.about.com/internet archive. http://web.archive.org/web/20070104231250/http://vintagecars.about.com/od/historygreatmoments/a/citroen_ds.htm. Retrieved 2007-09-06.  ^ "Automobile Magazine - 100 Coolest Cars". http://www.automobilemag.com/features/0410_coolest_cars/stingray.html. Retrieved 2008-07-29.  ^ a b "Spot check: The Citroen D-Type". Motor: pages 38–40. 21 August 1971.  ^ www.nadaguides.com ^ U.S. federal law required motor vehicle brake systems to use Department of Transportation (DOT) approved brake fluid. An exception had to be granted to Citroën ^ "Original Citroën DS", John Reynolds, Bay View Books, 1996, ISBN 1-870979-71-0 ^ "Myth or fact: The Citroën DS Pioneered directional headlights". dsgoddess.com. http://www.dsgoddess.com/specs/first-directional-headlights/. Retrieved 2009-11-29.  ^ IMCDb: Citroën DS in movies ^ 2006 Retromobile - Report and Slideshow ^ "Citroen 'goddess' feted in Paris". BBC News. 2005-10-09. http://news.bbc.co.uk/2/hi/business/4324668.stm. Retrieved 2010-04-30.  ^ Le Monde | Economie | Citroën s'apprêterait à relancer la production de DS ^ John Reynolds: "Original Citroën DS", Bay View Books, 1996, page 135 [edit] Bibliography "Original Citroën DS", John Reynolds, Bay View Books, 1996, ISBN 1-870979-71-0 Road & Track magazine, USA. June, 1958 [edit] External links Wikimedia Commons has media related to: Citroën DS Citroën D Series at Citroënët P CITROËN DS DS district CitCity La D.S. by Orozco Informative fan-site detailing the history and model evolution of the DS/ID 1964/2006 ID 19 Hotrod Citroen DS at the Internet Movie Cars Database The DS Spécial Citroën DS desktop wallpaper v • d • e Automobiles Citroën, a subsidiary of the PSA Peugeot Citroën since 1976, car timeline, 1950s–1970s — next » Type 1950s 1960s 1970s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 Economy car 2CV Off-roader Méhari Supermini LN / LNA Dyane Ami Visa Small family car GS Large family car 11 CV ID / DSpécial / DSuper Executive car 15 CV DS CX Grand tourer SM v • d • e Citroën PSA Peugeot Citroën · Category · Vehicles Current - Europe C1 · C3 · C3 Picasso · DS3 · C4 · C4 Picasso · DS4 · C5 · C6 · C8 · C-Crosser · Berlingo · Nemo · Jumpy · Jumper · Xsara Picasso Current - China (DPCA) C2 · C-Triomphe · Elysée · Fukang · Xsara Picasso Historic Type A · Type C · 7U · Traction Avant · TUB · TUC · 2CV · Acadiane · Ami 6 / Ami 8 / Ami Super · Axel · AX · BX · CX · C2 · C15 · C25 · C35 · Dyane · DS · ID · Evasion · FAF · GS · GSA · H Van · LN · LNA · M35 · Méhari · Rosalie · Saxo · SM · Visa · XM · Xantia · Xsara · ZX Trucks U23 · Belphégor Concept cars G Van · Prototype C · Prototype Y · 2CV Pop · GS Camargue · C44 · Karin · Zabrus · Activa · C6 Lignage · C-SportLounge · C-Airplay · C-Buggy · C-Airdream · GT by Citroën · Hypnos · DS Inside · Revolte · Survolt · C-Cactus Motorsport Xsara WRC · C4 WRC · DS3 WRC · Electric vehicle Citroën C-ZERO || Citroën SM From Wikipedia, the free encyclopedia Jump to: navigation, search Citroën SM Manufacturer Citroën Production 1970-1975 Class Grand tourer Body style(s) 2-door coupé Layout MF layout Engine(s) 2.7 L V6 3.0 L V6 Wheelbase 290 cm (110 in) Length 489.3 cm (192.6 in) Width 183.6 cm (72.3 in) Height 132.4 cm (52.1 in) Curb weight 1,460 kg (3,200 lb) (carburetted version) 1,520 kg (3,400 lb) (fuel-injection version) Related Citroën DS Maserati Merak Maserati Quattroporte II Citroën CX Designer Robert Opron Rear view - suspension in low position The Citroën SM was a high performance coupé produced by the French manufacturer Citroën from 1970-1975. The SM placed third in the 1971 European Car of the Year contest, trailing its stablemate Citroën GS, and won the 1972 Motor Trend Car of the Year award in the U.S. in 1972. Contents 1 History 2 Styling 3 Motorsport 4 Technical innovations 5 US exports 6 Engines 7 Demise 8 Production numbers 9 Variants 10 Appearances in art and famous owners 11 References 12 External links [edit] History In 1961, Citroën began work on 'Project S' — a sports variant of the revolutionary Citroën DS. As was customary for the firm, many running concept vehicles were developed, increasingly complex and upmarket from the DS. Citroën purchased Maserati in 1968 with the intention of harnessing Maserati's high performance engine technology to produce a true Gran Turismo car, combining the sophisticated Citroën suspension with a Maserati V6 engine. The result was the Citroën SM first shown at the Geneva Motor Show in March 1970. It finally went on sale in France in September of that year. All produced were left-hand-drive, although three official RHD conversions were done in the UK, and recently also Australia. The origin of the model name 'SM' is not clear. The 'S' likely derives from the Project 'S' designation, the aim of which was to produce what is essentially a sports variant of the Citroën DS, and the 'M' perhaps refers to Maserati, hence SM is often assumed to stand for 'Sports Maserati', but others have suggested it is short for 'Sa Majesté' (Her Majesty in French), which aligns with the common DS model's nickname 'La déesse' (The Goddess). The SM was Citroën's flagship vehicle, competing with other high performance GTs of the time from manufacturers such as Jaguar, Lotus, Ferrari, Aston Martin, Alfa Romeo and Porsche. It was also Citroën's way of demonstrating just how much power and performance could be accommodated in a front-wheel drive design. The SM introduced a new type of variable assist power steering that has since spread throughout the vehicle population. DIRAVI as it was called, allowed great assistance to the motorist while parking, but little assistance at motorway speeds. The steering actually had the same "assist" at all speeds — the steering was hydraulically locked against steering movement of the wheels from the road ("feedback") up to the capacity of the unit. Hitting a pothole at high speed would not turn the steering wheel in the driver's hands. The reduction in 'assist' was achieved by a piston/roller pushing on a heart shaped cam geared to the steering shaft (hence the one turn to full lock), which was fed with system pressure so that as its pressure rose with increasing road speed, the steering assistance seemingly reduced and the steering centering effort rose. However, full steering wheel turning was available at all speeds, though considerable force was necessary to turn the steering wheel at high road speed. Enough pressure was admitted to the centering unit to return the wheels to the straight ahead position when the car was not moving. The centering pressure was regulated by a flyweight centrifugal governor driven by the pinion (secondary) shaft of the manual gearbox and by a proportioning valve connected to the fluid pressure in the automatic gearbox, which pressure was proportional to the speed of the output shaft. The pressure increased all the way to 120 mph (190 km/h), and a subsidiary function of this feed was to turn off the air conditioning fans above 50 km/h (31 mph). Contemporary automotive journalists were most effusive about the SM's dynamic qualities, which were unlike anything they had experienced before. The SM provided a combination of comfort, sharp handling, and high performance not available in any other car at the time. The magazine Popular Science noted that the SM had the shortest stopping distance of any car they had tested. To this day this stopping distance remains outstanding. Unfortunately, the SM did not find a sufficient customer base in the European GT market, but much of the SM's technology was carried forward to the successful Citroën CX, launched in 1974   the DIRAVI steering being the most obvious example. The same basic engine in enlarged 3.0 L form (some in Italy had 2.0 L) was used in Maserati's own Merak which, together with Maserati's Khamsin and Bora, used Citroën's high pressure hydraulics for some functions, and the Citroën gearbox in the Merak, during the Citroën-Maserati alliance. [edit] Styling The SM in profile. The look of the car, although easily identifiable as Citroën, is quite distinct, with a shape that even today looks futuristic. The car was even used in a 1999 television advertisement for British Petroleum of Spain, where 'a futuristic car was required'. Designed in-house by Citroën's chief designer Robert Opron, the SM bears a vague family resemblance to the DS, especially in retaining the latter's rear wheel spats [? The DS' entire rear fenders came off.]. Seen from above though, the SM resembles a teardrop, with a wide front track tapering to a narrower rear track. Many of the details reflect Opron's American background, notably the vestiges of 'fins' at the rear. Opron worked on aircraft body design and aerodynamics while in the USA, and the SM benefited from this experience. It was unusually aerodynamic for its era[1], with a very low drag coefficient of 0.26[2]. The SM was one of the first production cars to benefit from extensive wind tunnel testing during its design phase[citation needed], and as a result aerodynamic efficiency influenced the final design of many details including the shape of the side mirror, the method of windshield sealing, and the underbelly of the car which featured active aerodynamics, effectively sucking the car to the road at high speed. Even the ventilation intake is located in a "neutral" area on the hood, which makes the ventilator fan regulate the interior ventilation at all road speeds. European critics marveled at the resulting ability to travel for hours at 200 km/h (120 mph) in comfort and with impressive fuel economy on the large 90 l (20 US gal, 17 Imp. gal.) fuel tank. The SM interior With its distinctly Art Deco influence, the interior styling of the SM is as dramatic as the exterior. The small oval steering wheel is matched by oval gauges. The manual shift lever 'boot' is a highly stylized chrome gate. The seats are highly adjustable buckets with centre padding composed of many individual 'rolls'. High quality materials are used throughout. The bonnet is aircraft grade aluminum, while the external bright work is stainless steel, rather than ‘cheaper’ chrome (except for "plastichrome" "SM" trim at the rear base of the rain gutter). The SM's design is timeless; it was placed eleventh on Automobile Magazine's 2005 "100 Coolest Cars" listing. In 1970, it was a car of the future and the fastest front-wheel drive car to be made, with a factory quoted top speed of 220 km/h (140 mph), and independent tests achieving as much as 235 km/h (145 mph). It was an example of the car as a symbol of optimism and progressive technology, similar to the SM's contemporary, the Concorde aircraft. The true distinction in speed of the SM is its ability to maintain 200 km/h (125 mph) from one fuel stop to the next. Many other cars will go faster for a dash, but most will not withstand long periods at such speed.[citation needed] [edit] Motorsport The SM won its first competitive outing, the grueling 1971 Rallye du Maroc. Citroen continued rallying the SM, eventually developing a "breadvan" short wheel base racing variant. SM World, a marque specialist in Los Angeles, California, produced a turbocharged SM, which set the land speed record for production vehicles its class in 1987 at the Bonneville Salt Flats, Utah — traveling 202 mph (327 km/h). This record still stands. This vehicle has been memorialized in die-cast miniature. [edit] Technical innovations The SM combines many unusual and innovative features, some of which are only just becoming commonplace on cars of today. It borrows heavily from the innovations introduced on the DS, by including hydro-pneumatic (oleopneumatic) self-leveling suspension, and self-leveling lights that swiveled with the steering (except in the USA where these were illegal at the time). The steering is self-centering and fully-powered (as opposed to hydraulically assisted). This feature allows the front wheels to run near-zero caster, and means that there is no camber change as lock is applied, and also ensures that the maximum amount of tyre area is in contact with the road at all times. The system also adjusts the hydraulic pressure on the steering centering cam according to vehicle speed so that the amount of steering feel remained almost constant at any speed, counteracting the tendency of manual and ordinary power assisted steering to feel light at high speed. Thus the car turns easily at low speed, emphasized by high gearing given two turns lock-lock, and relatively more effort is required at higher speed. Many contemporary reviewers remarked that this system would take at least 50 mi (80 km) of driving to become familiar, but once the driver is accustomed to the system traditional steering feels old-fashioned[3]. The wiper mechanism is 'sensitive' to rain, while the steering column is adjustable in both height and reach. The braking system, adapted from the DS, employs disk brakes at all four corners (the DS has drums at the rear), with the front brakes being inboard, and cooled via large ducts on the front underside of the car. The hydraulic braking pressure front to rear balance is self-adjusting according to the weight in the rear of the car. Standard wheels are steel with stainless trims, but a factory option was available for lightweight wheels made of composites. These wheels weigh less than half the standard weight and are possibly a unique application of composites on a production vehicle. [edit] US exports A US-spec Citroën SM with round headlamps. The unusual looking green balls are suspension components. The main export market for the SM was the U.S. In the U.S., the market for personal luxury cars was much larger than in Europe, with competitors like the Cadillac Eldorado, Lincoln Mark IV and Ford Thunderbird alongside a large selection of Italian, British, and German imports. Nevertheless, the unique design of the SM made quite a splash and won the Motor Trend magazine Car of the Year award in 1972: unheard of for a non-US vehicle at the time.[4] The SM's six headlight set up was illegal in the U.S. at the time and consequently, U.S. specification cars were fitted with four fixed round exposed lamps. Despite initial success, U.S. sales ceased suddenly — Citroën expected (but did not receive) an exemption for the 1974 model year 5 mph (8.0 km/h) bumper regulation imposed by the NHTSA. The integral variable height suspension of the SM made compliance impossible. The final batch of 134 now illegal 1974 U.S. model SMs were shipped to Japan.[5] Interestingly, in 1977, Mercedes-Benz introduced a hydro-pneumatically suspended car to the U.S. market, the Mercedes-Benz 450 SEL 6.9, which cost as the equivalent of three SM's. This car did not "settle" when central system pressure bled off while parked, because it used a more complex suspension geometry that incorporated steel springs. The height adjustable feature the car had in other markets was disabled for the U.S. This bumper regulation as written appeared not carefully thought through, and was repealed in 1981. The original intent was to address a fairly small economic concern, repair costs in low speed accidents. NHTSA attempted to address this issue by mandating a certain design and criminalizing any deviance from it. This law called for bumpers to be an exact height off the ground at all times, yet according to the laws of physics, cars dip at the nose on braking (ironically the SM lowers all four corners evenly on braking — maintaining a level attitude — since —the rear brakes draw pressure from the rear suspension). In a further irony, vehicles classified as trucks were always exempt. [edit] Engines The SM was sold with a small, lightweight engine in various forms, designed from scratch by Giulio Alfieri but capable of being assembled on existing V8 tooling. Because of this, the engine sported an unusual 90° angle between cylinder banks — a trait shared with the later PRV V6. It was a very compact and innovative design that allowed the use of just one pattern for the cylinder heads and an intermediate shaft extended out to drive the auxiliaries. The engines - always mounted behind the front axle were: 2.7 L V6 with Weber 42 DCNF carburettors, "C114-1" (170 bhp) (1970–1972) 2.7 L V6 with Bosch D-Jetronic injection, "C114-03" (178 bhp) (1973-1976 - Not available in the U.S.) 3.0 L V6 with Weber 42 DCNF carburettors, "C114-11" (180 bhp) (1971-1975 - U.S. only in 1971, rest of the world, automatic only in 1974 & 1975) The size of the 2.7 L engine was limited by French puissance fiscale taxation, which effectively banned large displacement vehicles. The engine was also used in the Maserati Merak from 1973-1982 (later versions for the Merak SS had much larger valves and a reputed 220BHP) and the Ligier JS2 sports car. The final SMs were produced in the Ligier factory in Vichy. 5-speed manual and 3-speed Borg Warner fully automatic transmissions were fitted early on, but with the rest of the world outside North America only getting the fully automatic in 1974-1975. The C114 is a relatively sturdy unit, provided certain modifications are performed to eliminate weak points leading to catastrophic damage: Breadvan short wheel base racing variant Primary distribution chains and tensioners may wear out prematurely. This is commonly due poor lubrication of the chain and overloading from the air-conditioning system, which unlike modern cars has no safety cut-out fitted, a simple remedial. Modern timing chains should be fitted on overhaul as they have a considerably extended life. A curved fixed chain limiter and improved tensioner should be fitted to the primary chain, with if possible a spray lubrication hole as factory installed on I.E & 3.0 L engines. If the timing is not kept perfect, the engine may "kick-back" when stopping, jerking the slack side of the main chain against the tensioner. The secondary chains should be tensioned regularly in compliance with the service book, and replaced when the tensioners reach the end of their travel. Valve timing is extremely critical as the normal valve-to-piston clearance is very close. There is little margin for error, and the change in valve timing due to normal chain wear uses much of the allowance. The sodium partly-filled exhaust valves may fail due to internal corrosion and drop into the cylinder. It is advisable to replace these valves immediately with externally dimensionally identical solid stem valves, certainly on the I.E. and 3.0 L cars. Sodium filling gives no real advantage on highway cars not operated continually at full power. The theoretical advantage is realistically outweighed by the real possibility of a smashed engine from a piston cramming a broken-off valve head into the cylinder head or out the side of the cylinder liner. The backspacing of the crankshaft bore accepting the oil pump shaft is not controlled adequately. The oil pump drive shaft commonly falls into the crank and runs on a small area of its splines thus wearing rapidly. A simple fix is to add a compliant spacer (so as not to end-load the oil pump) in the splined hole in the crankshaft timing sprocket. Maserati beefed up the shaft in later versions, and this should be retrofitted if possible when not already present. Later shafts are longer, with longer splines, shorter necked-down central portions, and thicker central portions. Reports of broken oil pump drive shafts are known from revving the engine on start-up in cold weather. Though in 1970-75 the oil viscosity specification was 20W-50, modern engine oils do not need to be so heavy. Nevertheless, I started my early 2.7 litre engine, filled with 20W-50, in -17 °F (-27 °C) with no problem. It is a very quiet engine in good order, any noise should be investigated immediately. Only a slight "patter" from the cams and a little "buzz" from the timing chains, which are roller type, not the "silent" Morse-type chains common on USA cars, should come from an idling engine. Any "rattles" or "knocking" sounds should be corrected immediately! The engine, if properly updated and maintained, should be good for several hundred thousand miles before a total rebuild is needed. [edit] Demise After the 1974 bankruptcy of Citroën, Peugeot took ownership of the company and in May 1975, divested Maserati. Peugeot decided to stop building the SM, as sales were minimal in that year. Observers often attribute the demise of the SM to the 1973 oil crisis and economic recession. While the oil shock certainly impacted sales, it is useful to note that many far more profligate cars were introduced at the same time the SM ceased production, like the Mercedes-Benz 450SEL 6.9. Peugeot even introduced a V6 powered car of similar displacement and fuel consumption in 1975, the 604. In the U.S., the SM was actually an economical vehicle relative to its competitors. However, NHTSA imposed new automotive design regulations in 1974, effectively banning the Citroën from the U.S. market. As illustrated under production numbers, SM sales declined starting in 1972. This appears to be attributable to maintenance issues. The early ignition breaker cassettes are very unreliable, and the timing chains cause catastrophic engine failure if not adjusted at 60,000 km, faults that were corrected long after production ceased. The 90° engine timing was unfamiliar to mechanics in 1970s. Most vehicles require only generalist maintenance, where any competent mechanic can properly maintain the vehicle. Certain vehicles — like Citroëns and Ferraris — require specialist care due to their unique design. While a sturdy car if maintained rigorously, the SM did require two sets of specialist care — Citroën specialists, which are widespread in Europe, and a rarer Maserati specialist, to keep the engine in tune. Once potential buyers began to realize this, sales dropped precipitously. Components of the SM lived on — in the Maserati Merak (engine, transmission) and the Lotus Esprit (transmission (both mirror image)). Nissan made a small three-door hatchback in the late 1970s which used many SM styling cues, including the tailgate. The successful Citroën CX carried forward most of the SM's dynamic qualities, including the trendsetting speed sensitive power steering. [edit] Production numbers Wikimedia Commons has media related to: Citroën SM A total of 12,920 SMs were produced during its lifetime. The production figures for individual years were: 1970: 868 1971: 4988 1972: 4036 1973: 2619 1974: 294 1975: 115 The North American market took 2,400 cars, in 1972 and 1973. Eliminating this impact, sales declined a dramatic 43% from 1971 to 1972 and a further 50% in 1973. [edit] Variants SM Opéra by Chapron SM Mylord by Chapron The factory always produced just one body style — a LHD two door fastback fixed head coupe, but the design did inspire a variety of variants, none produced in any quantity. Coachbuilder Henri Chapron from Levallois-Perret produced seven convertibles (SM Mylord) and eight sedans (SM Opéra). Original copies of these rare models are very valuable — some SM owners have made their own copies of the SM convertible in particular. French Presidents from Georges Pompidou to Jacques Chirac have enjoyed touring Paris in the two 4-door convertible Citroën SM présidentielle models, also prepared by Chapron. These manual transmission cars have special low gearing suitable for parade use. In 1971, Heuliez also produced two examples of a targa top convertible, the SM Espace. Just before the SM's demise, Citroën produced several short-wheelbase racing versions with squared-off rear sections and highly tuned engines — known as the "breadvan" model. 'SM World' in Los Angeles, California has created an extended SM pickup truck, similar the Chevrolet El Camino. UK sales were always disproportionately low, amounting to just 325 cars, because the SM was never produced at the factory in right-hand drive. Three official prototypes were constructed by Middleton Motors, a Citroën dealer in Hertfordshire, England. At least one of these prototypes still survives. Twelve Cars were converted to RHD by Chappel Engineering in Melbourne, Australia for Dutton's (the Australian importer of Citroen at the time). Cars are still being modified with RHD controls and dashboards for the Australian market, where RHD is mandatory. Frua also proposed a concept car based on the SM, a front wheel drive car that closely resembled the mid-engine Maserati Merak. In the spring of 1974, Maserati created special 4.0 L V8 engine based on the latest C114-11 engine variant. This engine, installed in a standard SM, tested over 12,000 kilometers. The engine then removed and saved, the car destroyed by Citroën. The SM Club of France created an exact replica of this car using the actual engine from the original and displayed it at Retromobile 2010. Unfortunately, the intended recipient never received this V8. The Maserati Quattroporte II was a Maserati-badged, 4-door variant of the SM, with an angular body and lengthened floorpan. The six headlights were retained and the later 'SS' version of the engine fitted. This model was introduced at the time of Citroën's bankruptcy in 1974 and only thirteen were produced between then and 1978.[6] [edit] Appearances in art and famous owners The dramatic dashboard was shared with the Maserati Merak Like the Citroën DS, the SM has made prominent appearances in several films and TV series, and has had many celebrity owners. Emperor and religious icon Haile Selassie I of Ethiopia had an SM, while Ugandan strongman Idi Amin had seven of them. The Shah of Iran drove an SM. Actors Lorne Greene and Lee Majors, General Secretary of the Communist Party of the USSR Leonid Brezhnev, composer John Williams, author Graham Greene, Former Mauritian QC and Politician Sir Gaetan Duval (1930-1996) owned a green SM which was written off in an accident while still brand new and replaced by a white one (presumably a gift from his friend, then French President Valery Giscard-D'Estaing) which he drove for many years and which is now in ruins in a cane field on the island, football star Johan Cruijff, The Rolling Stones drummer Charlie Watts, Cheech Marin, and Thomas Chong were among other prominent owners of the SM. In motorsport Mike Hailwood owned one and drove it to F1 meetings. "Fatal Vision" subject and convicted murderer Dr. Jeffrey MacDonald, drove an SM from 1972-1975 while he lived in Huntington Harbour, California, and worked in the emergency room of Long Beach General Hospital. This car was auctioned in 1977 and surfaced many years later, in 1995, in Newport Beach, California. It was again sold in 2001, turning up on a used car dealer's lot in Pomona, California. However, its current whereabouts are unknown. Burt Reynolds escapes a fleet of police cars behind the wheel of an SM in the 1974 film The Longest Yard. In the film, having driven the car to a quayside, Reynolds gets out of the car and nudges the car into gear, causing it to drive itself into the water. This is an amusing aspect of the film, as it required the use of an automatic-equipped SM, since this could not have been done with the manual transmission-equipped SM used in the rest of the chase sequence without either grinding the gears or stalling the engine. In real life, he liked the car so much that he gave an SM to his friend Dinah Shore. Janet Jackson appears in an SM with a red leather interior in the music video for the 1998 hit song I Get Lonely from the Velvet Rope album. Patrick McGoohan drives an SM in a 1975 episode of the American television series Columbo, while Gerry Anderson's 1971 television series The Protectors prominently featured a platinum blue SM. Ben Stiller is kidnapped in a green SM in the 2001 film Zoolander, and an SM is also used in an attempted kidnapping in the 1975 Charles Bronson film Breakout. While not bearing a resemblance to any other car on the market, the SM did resemble the vehicles featured on the 1970 science fiction television program UFO. Sven Väth and Miss Kittin drive a modified Citroën SM in their video from the single "Je t'aime... moi non plus". Comedian Jay Leno maintains a stock 1972 Citroën SM in his collection of classic cars. [edit] References ^ http://en.wikipedia.org/wiki/Automobile_drag_coefficient#Typical_values_and_examples ^ 'Motor Trend' magazine (USA), May 1970 issue ^ 'Wheel December 1970 ^ Motor Trend February 1972 ^ Car Magazine December 1979 ^ http://en.wikipedia.org/wiki/Maserati_Quattroporte#Quattroporte_II_.281974_.E2.80.93_1978.29 'Citroën SM,' Osprey Autohistory, Jeff Daniels, 1981, ISBN 085045381X 'Motor Trend' magazine (USA), February 1972 issue 'Car and Driver' magazine (USA), June 1972 issue 'Popular Science' magazine (USA), December 1973 issue 'Motor Trend' magazine (USA), February 1974 issue 'Car Magazine' (UK), December 1979 issue 'Collectible Automobile' magazine (USA), June 2001 issue 'Thoroughbred & Classic Cars magazine (UK), April 1995 issue 'The Longest Yard - Lockdown Edition' DVD, selection 02638, Paramount Home Entertainment, 2005 [edit] External links Citroen SM Wiki v • d • e Citroën PSA Peugeot Citroën · Category · Vehicles Current - Europe C1 · C3 · C3 Picasso · DS3 · C4 · C4 Picasso · DS4 · C5 · C6 · C8 · C-Crosser · Berlingo · Nemo · Jumpy · Jumper · Xsara Picasso Current - China (DPCA) C2 · C-Triomphe · Elysée · Fukang · Xsara Picasso Historic Type A · Type C · 7U · Traction Avant · TUB · TUC · 2CV · Acadiane · Ami 6 / Ami 8 / Ami Super · Axel · AX · BX · CX · C2 · C15 · C25 · C35 · Dyane · DS · ID · Evasion · FAF · GS · GSA · H Van · LN · LNA · M35 · Méhari · Rosalie · Saxo · SM · Visa · XM · Xantia · Xsara · ZX Trucks U23 · Belphégor Concept cars G Van · Prototype C · Prototype Y · 2CV Pop · GS Camargue · C44 · Karin · Zabrus · Activa · C6 Lignage · C-SportLounge · C-Airplay · C-Buggy · C-Airdream · GT by Citroën · Hypnos · DS Inside · Revolte · Survolt · C-Cactus Motorsport Xsara WRC · C4 WRC · DS3 WRC · Electric vehicle Citroën C-ZERO v • d • e Automobiles Citroën, a subsidiary of the PSA Peugeot Citroën since 1976, car timeline, 1950s–1970s — next » Type 1950s 1960s 1970s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 Economy car 2CV Off-roader Méhari Supermini LN / LNA Dyane Ami Visa Small family car GS Large family car 11 CV ID / DSpécial / DSuper Executive car 15 CV DS CX Grand tourer SM || | Sign in | Create account Shop The Web Shop Like Me Shop Like Friends Get TheFind Mobile AppSearch items. 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Next > Share: Quick Look Ford Engine Exhaust Manifold Elbow 18-1999 SIE-1999 Sierra exhaust manifold elbow part 18-1999 fits Ford small block V8 engines (302 & 351 cu. in.) found on Chris-Craft, Crusader, Mercruiser, OMC Sterndrive/Cobra (OMC part 200-0082), Pleasurecraft, Universal and Volvo Penta marine engines. $107.66 Quick Look Exhaust Puller Tool Set 2pc Invaluable when installing exhaust systems. Two T-handled tools allow easy fitting of exhaust mounts. 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Chapters General information engine views Technicla data Maintenance Fault diagnosis Cylinder head Piston and connecting rod assemblies Cylinder block and liners Crankshaft and main bearings Timing case and drive Timing Lubrication system Cooling system Fuel system Flywheel and backplate Electrical equipment Exhaust Index Date 1982 93 pages Superb manual sent to you by email Emailed delivery means fast free worldwide delivery £4.98 Quick Look Sealey Exhaust & Hose Clamp Pliers Opens exhaust hose clamps quickly and easily. Ideal for Citroen, Peugeot and Renault exhaust clamps. Also suitable for prizing open any types of clamp or clip secured with nut and bolt. 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Love it. eBay. www.ebay.co.uk/agricultural Engine Exhaust Find the best sites about engine exhaust on iZito. www.izito.co.uk Essex Vehicle Mechanics Call Our Shop for Engine Rebuilds, Refurbished Gearboxes & Car Repair. www.benchsound.co.uk Outdoor Supplies Online Catalogue City - instant access to a world of amazing deals. cataloguecity.co.uk/garden Products Coupons Reviews Other Searches We Recommend engine parts exhaust You are in: Cars> engine exhaust About TheFind FAQs Contact Us Shopping Categories TheFindUK Blog Copyright © 2010 Privacy || MT Classic|Mobile|Newsletter|MT Radio SubscribeGiftDigitalServices Home » WOT » Citroën's Updated C3 Officially Unveiled, Features Panoramic Windscreen Subscribe Citroën's Updated C3 Officially Unveiled, Features Panoramic Windscreen June 29 2009 12:00 PM by Carlos Lago | Tweet The windshield just doesn't stop. While Citroën's updated supermini, the C3, receives a redesigned exterior, the most striking addition is a massive windshield that stretches into the roof. Per the automaker, "the windscreen offers a truly panoramic field of vision." Hard to argue with that.Citroën calls the driving experience "Visiodrive," a term that falls under the company's "Creative Technologie" marketing umbrella. Other interior additions include upgraded sound insulation and a fragrance from the aircon system. USB, iPod connectivity and Bluetooth is available. And Citroën hopes a raised seating position provides "a feeling of comfort and roominess." Speaking of, the boot boasts 10.6 cu-ft cargo space CLICK TO VIEW GALLERY The C3 remains the same size as its predecessor at 155.1-in long and 67.3-in. wide and, on launch, is available with a 90hp diesel that emits 99 g/km CO2 -- the package is the first from Citroën to emit less than 100 g/km. A slew of new engines arrive in 2011, including stop-start diesels and three-cylinder gasoline mills. U.K residents can get their hands on the new C3 in early 2010. Source: Citroen CLICK TO VIEW GALLERY CLICK TO VIEW GALLERY Categories: Auto News, Industry News, Europe, Citroen • Best Selling Luxury Cars Under $40K • Budget Used Cars on the Rise • Latest Radar Detector Technology » More from AOL Autos Recent Posts (12/10/10) Refreshing or Revolting: 2011 Nissan Quest (12/10/10) Thread of the Day: Should Hyundai and Kia Change Their Logos? (12/10/10) Motor Trend to Reveal 2011 Truck of the Year December 11 at 11 a.m. EST (12/10/10) Former GM Vice President of Design Chuck Jordan Dead at 83 (12/10/10) Mitsubishi Teases New Global Small Car; Will Arrive in U.S. by 2013 13 Community Comments: jstrno1 (June 29 2009 12:06 PM) Looks like a receding hairline. cino (June 29 2009 12:25 PM) wow! interesting... Steadfast (June 29 2009 12:27 PM) You would be filling rock chips all the time. mitsuman14 (June 29 2009 12:33 PM) i wish one of the US markets was as competitive as this market is in europe because then we'd start to see some creativity and inginuity in vehicles across the waters. JayHudson (June 29 2009 01:03 PM) Nice looking little car. I'd rock it. Snaeper (June 29 2009 01:41 PM) I get enough of the sun without a panoramic windscreen.. no thank you. 1970BOSS302 (June 29 2009 02:31 PM) Gee, I could see the traffic lights if I pulled up too far while braking for a yellow light! Actually, I like this car, at least the French were trying to be innovative. Harvey- (June 29 2009 02:55 PM) They are always so odd but always so interesting. It's like what TG says about Alfa's-- you'll love it or hate it but it'll never be boring. leftbas (June 29 2009 03:06 PM) The Europeans never cease to amaze with their ingenuity. I'd love to see these kinds of cars tooling around our roads. I might just have to move to France or England to find the car I want. Joshmo (June 29 2009 03:16 PM) Just don't drive off into the sunset in this one, or be bothered by all the rain drops and bugs the wipers can't reach. Entropy (June 29 2009 04:11 PM) That is one good-looking supermini. And I like the roof idea. It might bug me a little because the sun would be in my eyes all the time, but sweet nonetheless. I hope that's a retractable sunshade I see near the front of it. Scherp_king.Q7 (June 29 2009 04:20 PM) Citroen needs to find a US partner in a hurry if they want to see more market share! They should buy one of the many factories for sale and some old dealerships quickly while the market's hot!! fordfan4life (June 29 2009 06:48 PM) looks squished! 13 COMMUNITY COMMENTS Post a Comment (Must Be Registered) Register Now username password comment Discuss This Post Save This Email Print Popular RSS \n'); var partnerID=63977; var popWin="width=510,height=480,resizable=1,scrollbars=1"; var popWinWide="width=758,height=730,resizable=1,scrollbars=1"; var commonLoc="&fb=Y&url="+escape(getClickURL())+"&title="+escape(getClickTitle())+"&random="+Math.random()+"&partnerID="+partnerID+"&expire="+escape(getClickExpire()); function MP () { window.open('http://www.emailthis.clickability.com/et/emailThis?clickMap=topTen&fb=Y&MPbut=Y&popularType=1&partnerID='+partnerID,'click',popWin); return false; } function MPMouseOver () { window.status='MOST POPULAR'; return true; } function MPMouseOut () { window.status=''; return true; } function ST () { window.open('http://www.savethis.clickability.com/st/saveThisApp?clickMap=saveThis'+commonLoc,'click',popWinWide); return false; } function STMouseOver () { window.status='SAVE THIS'; return true; } function STMouseOut () { window.status=''; return true; } SHARE THIS POST Digg Delicious Twitter StumbleUpon Reddit Facebook Free and Fast new car price quote in minutes Research Categories Overview Classifieds Specs Rebates Compare Photos Safety Warranty Quick Quote Recalls Pricing Auto Loan Reviews Previous Next new car price quote Login Join! 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