Citroen SM: Down Recall Lane with the Maserati-Powered French GT of the 70s
Driven near single of our readers comments -that’s you we’re talking round ‘A Knesal’ – in our former standard motor vehicle postal service on the BMW 2002, we definite to catch a amble down recall lane with single of Citroen ’s most conspicuous models, the SM. The French GT was unveiled in 1970 at the Geneva Motor Display surprising the subject to and the communal similar with its aerodynamic and of the time Gallic aesthetics and its advanced technological features. Join the Maserati-derived V6 motor to the equation and you can obtain some concept of the expectations that Citroen created with the SM.
Occurrence of the high-tech coupe began in 1966 near Jacques N?, who wanted to make a sportier form of the iconic DS as admirably as a representation that would be the coronet gem of the French marque’s automobile range.
The obtaining of Maserati near Citroen in 1968 gave the company’s engineers access to the Italian brand’s V6 motor which developed an production of 170Hp from a displacement of 2.7-liters. Power was driven to the front-wheels because of a five-speed handbook gearbox or a three-speed self-acting transfer. According to Citroen ’s books, the handbook SM could reach 100km/h (62mph) from dead in 8,9 seconds and accomplish a summit rapidity of 220km/h or 137mph.
Being the range-topping representation, the SM inherited the DS’s cultivated hydro pneumatic debarring organized whole with the altitude adjusting purpose that made the motor vehicle not sole an special and at ease cruiser, but also admirably artificial in terms of handling, particularly for a potent front-wheel push motor vehicle of the era.
The SM also came with numerous other technological features such as its self-acting leveling six iodine headlamps that swiveled with the steering, rain-sensing windshield wipers, changeable aid steering organized whole, voluntary lightweight composite wheels that weighed less than half the criterion heaviness and an adjustable in both altitude and reach steering column Call to mind, we’re talking round 1970.
And then there’s the styling. Citroen -at least in the over- at all times managed to plan cars that looked like nothing else away on the way. Smooth of although the styling focused principally on aerodynamics achieving Cd (coefficient of aerodynamic pull of 0.336 or 25% drop than that of the DS, the SM was, and quiet remains today, single of the most classy and futuristic looking vehicles at all to be produced.
Like most GT cars of the age, the SM also participated in numerous racing events including numerous rallies across Europe. Race-versions aside, French coachbuilder Henri Chapron also created two presidential, four-door convertible limousine variants of the SM in 1972 that were second-hand for numerous years near the French governments.
But as hopeful as Citroen ’s four-seater Gran Turismo was when it entered the market-place in 1970, the coupe proved to be irresponsible Particularly in refer of the Maserati V6) and quite costly and involved to affixes. Unite this with the lubricant turning-point in the mid 70s along with the reality that Citroen went bankrupt in 1974 and was acquired near Peugeot a year later, and it’s simple to observe why the GT’s existence came to an sudden finish in 1975 after selling a sum total of 12,920 cars.
The French automaker announced it was stopping producing of the SM in summer 1975, with these words: The SM was born from rapidity and died with rapidity.
Today, the SM is considered as single of the most significant and important models in Citroen ’s extensive account and single that continues to pull the heed of automotive enthusiasts during the world.
Complex data
2-door, 4-seater coup?
Engine
Maserati V6 at 90. Hole: 87 mm; blow: 75 mm. Volume: 2,670 cm3. Financial rating: 15 HP. Effectual horsepower: 170 bhp NOISE at 5,500 rpm. 4-bearing crankshaft. 4 chain-driven OH camshafts. Water-circulation cooling. 2 electronically controlled fans. Double contact-breaker, double wind ignition. Tinder provision near 3 Weber 42 DCNF 2 twin-body carburettors, followed near electronic injection from 1972. 90-litre petrol tank in non-rigid plastic
Transmission
Hydraulically operated single-plate dehydrated seize. 5 speeds and opposite. Cog lever on middle floor-level support. Front-wheel drive
Steering
Servo-assisted and indexed to conveyance rapidity. Wheels come automatically to directly mark posture when the driver releases the steering disc. Cornering headlamps
Braking
4 power-assisted disc brakes controlled near DS-type pedal. Free face and back part circuits
Suspension
Constant-height hydropneumatic
Body
Basic, all-steel welded corpse on stiff stand with side members
Tyres
Michelin 195/70 VR 15 tubeless
Weight
Unladen: 1,450 kg; most fat conveyance heaviness: 1,830 kg
Performance
Summit rapidity: 220 km/h. Tinder consumption NOISE: 12.5 l/100 km
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Both SMs I had were a dream to drive. 5 speed gearboxes. Unfortunately both were burned in a grass fire along with my ID wagon and DSpecial. The SM had to go in 1975 as ‘75 was the last year of the D, on which the SM was based – hundreds of parts were either D or modified D parts, from the 5 sp. transaxle to the drive shafts, rear wheel arms, hydraulic system, brakes. The SM parts manual had hundreds of D part numbers. Except for the last few made by Ligier in 1975, the SM was assembled on the same production lines as the D.
Too bad the Douvrin PRV V6 for Peugeot, Renault, Volvo and a few Deloreans was not available until 1974. If it had been available in time, the SM could have been all French. Though an expensive engine, the PRV was much less costly than the Maserati. The SM might then have been sold at a lower price, increasing the sales volume and maybe even a little profit margin for Citroen.
The PRV was used in the Citroen XM (‘89), Alpine, Dodge Monaco, Eagle Premier, Lancia, Talbot, Venturi.