Citroën SM

The Citroen SM is one built by the summer of 1970 until mid-1975 sports coupe of the French automaker Citroën, which was located in the upper class.

• 5.1 SM lord by Henri Chapron
• 5.2 SM Opera Chapron of
• 5.3 SM Présidentielle by Chapron
• 5.4 SM Espace Heuliez
• 5.5 Frua SM

Development

From the pen of Robert stylists Opron to arise, who is also responsible for the lines of the models GS and CX, the Citroën SM is now considered a style icon. It was built from July 1970 to May 1975.

The vehicle was unveiled in March 1970 at the Geneva Motor Show the public. It was with six-cylinder Maserati engines with capacities of 2.7 liters (154, 170 or 178 hp ) and 3.0 liters ( 180 hp ) equipped since Citroën was at that time 60 percent of the largest shareholders of Modena Maserati tradition. For Citroën, although its own V6 and V8 engines have been developed since the beginning of the 1960s, but was reluctant to last out the reaction in a series product. After the then - director of Citroën Pierre Bercot had paved the way for the final development of the future SM- engine Maserati was transferred in 1968. Responsible chief engineer at the time was Giulio Alfieri Maserati.

The exact origin and meaning of the abbreviation SM as a model designation is unclear. Certain is that the M stands for the technology for Maserati in line. At the presentation of SM carried the C-pillars still the lettering Citroën -Maserati -S, instead of the later SM- lettering. That speaks highly for the most plausible interpretations of the abbreviation: ( Citroën) Série Maserati. However, according to Olivier de Serres, the S comes from " sports ", the additional designation of the persecuted in the 1960s, projects a "DS Sport". Fans of the brand joking contrast, SM is the abbreviation for Sa majesté.

Technology

Motor

The cylinder Maserati engine stand in a vibration physically unfavorable V- angle of 90 °. It is often reported that was V6 created by "cutting " of an existing eight-cylinder engine, but this - must be counted among the many myths that have grown up around "France's secret weapon " - as opposed to used later in competing models PRV engine. The engine was designed by engineer Alfieri specially for the engine compartment defined by the relationship to the D model; therefore, it provides a compact and overhead despite four camshafts to relatively low shape. One result has been for a six cylinder pretty rough and loud engine running, not for the other character of the SM (Scene jargon: "Flying Sofa" ) fit. The Citroën workshop network has generally not been set at the appearance of the SM on the maintenance requirements of the complex third-party motor, which quickly led to failures and a poor image of the Italian machine and the entire vehicle.

It seems obvious that the SM was launched under great time pressure, so a sufficient test of the Maserati engine did not take place. Much of the SM technique was in fact since the mid- 1960s in modified DS- vehicles have been ( ie, with three-phase motors ) developed and tested.

The resultant from the problems of weak sales gave the SM after inclusion of Citroën in the PSA group - not least because of the oil crisis of 1973 - an early end of production. PSA tolerated as part of the redevelopment of Citroën no more loss-makers. Thus, the last 200 SM -crafted body shells landed in the trash compactor. The DS - SM -like transmissions were sold to Lotus.

With a top speed of over 220 km / h, the car for a long time was the fastest front-wheel drive production car. Due to the high mass of the vehicle, the maximum acceleration, however, was comparatively poor. Due to the French tax law Citroën preferred the machine in a " toned down " version, which it impressed with its moderate fuel consumption: The SM had in 1970 a gasoline consumption, the (2006) six-cylinder vehicles not exceeding the current comparable strength. This also shows the benefit of superior aerodynamics (Cd 0.3 ) of the model.

Headlights

Unlike the "Goddess " Citroen DS with its Cable operated to pivot the inner headlights ( since 1967 ) has the SM a hydraulically-operated light function, which allowed just a movement of the whole lamp unit about the horizontal axis ( to compensate for immersion effects ) next to the steering angle of the headlights. Developed by Citroën in cooperation with Cibié front lighting of the SM had six main headlights. The outer (larger) are combined classic headlights ( high and low beams ). Toward the center, follow wide scattering low beam for close range, and quite inside - on both sides of the plate - sit the steering not only following, but in the angular degrees something " anticipatory " pivoting beam headlights. This is an ideal curve illumination is effected, the " anticipatory " by the effect can even capture the area of ​​the curve end.

The German TÜV refused this construction initially for alleged increased risk of glaring admission, so that two low beam lights had to be switched off and the high beams were not allowed to be pivotal. This was however withdrawn during the year 1970; the headlight system could now be operated as intended. In addition, Citroën had also aerodynamic, stylistic, but also for practical reasons ( no pollution ), the front license plate under the - arranged glazing - thus over the entire vehicle width through. Even that was first prohibited in Germany, because any of these speed controls ( with radar and camera traps ) the indicator could not be properly photographed due to the light reflections on the glass. Today there are for an exemption for the SM. Whether the reasons cited were valid or a false front, given the registration of vehicles remains to question with similar characteristics.

Steering

The SM is equipped with a speed-dependent power steering ( DIRAVI ), which automatically returns to the center position when the steering wheel is released, and with a particularly elaborate design patented by Citroën hydropneumatic suspension, which had its origin in 1955 in the DS.

The SM had a getting used to steering with a very direct ratio (that is, in comparison to "normal " cars an unusually strong impact of the front wheels even at low steering wheel movement ). After the original intent of the SM designers should thus particularly rapid evasive maneuvers are possible. This interpretation, however, leads to the fact that SM newbies - accustomed to the steering gear ratio "normal " cars - initially take the SM in a straight line inevitably wavy lines.

Also typical of French vehicles this time poor workmanship liked the sophisticated in this area German customers not convince you, the least of course the buyer actually targeted the upper class. The processing of the last model years 1974 and 1975 was by facelift in detail significantly better than at the start of production.

Commercial failure

The approval problems and the associated technical depreciation of the vehicle have certainly contributed to weak sales of the SM and then bad reputation of Citroën in Germany. More important for the relative failure (not only in Germany ) but likely the constructive peculiarities of the SM have been - especially the maintenance expensive and sensitive Maserati engine. In its entirety, this model is widely recognized but regardless of the problems as awesome. From undeniably very high originality is still the shaping of the SM ( by Robert Opron ), which is responsible for a large part of the perceived in the relevant Fan Scene fascination and can be regarded as evidence that very good aerodynamic data not to must lead the standardization and "face ".

In economic terms, the well over 30 years after its development is still futuristic car was a failure for the manufacturer: the sports-minded drivers the vehicle was too luxurious and too cumbersome, the putting on luxury customers was the car to sporty - the defects ( see below) did the rest.

In the first year of production ran 868 cars off the line. In the second year of his career (1971 ) the highest annual production was achieved with 4988 copies. Thereafter, production numbers went steadily downhill (1972: 4036 piece, 1973: 2619 piece, 1974: 294 pcs, 1975: 115 units). On the production and the company Automobiles Ligier was involved, as the low quantity could no longer make sense to manufacture in the Citroën factories.

Mid-1975 production was stopped after only 12,920 vehicles. The partially serious structural defects of the Italian motor were the main cause of the lack of market success: At the main chain from the crankshaft to the valve train is a weak dimensioned chain tensioner by which it comes to excessive and rapid wear. To make matters worse, that over the chain (using intermediate shafts and other chains) not only the four camshafts, but also all additional drives ( hydraulic pump, alternator, air conditioning compressor) are driven and it leads to permanent wear -increasing load variations on the chain. The inaccessible installation position of the chain in a housing directly in front of the bulkhead requires that an expansion of the entire engine with corresponding costs and workshop times is required for its exchange.

Developments

Citroën employed in 1969 and 1970, the factory with a sedan based on the Citroën SM. The vehicle should take over most of the technique of SM coupe as well as its motor. As for the exterior design, there were some designs that moved away from SM coupe. About this project, there is still little information. It is certain that it was already about 1970 finally abandoned. Some sources say, Citroën have passed the previously developed ideas to Maserati, where it was developed under this influence in 1974 presented the Maserati Quattroporte II. The vehicle, which largely used the SM technique, wearing a Bertone body and resembled the also designed by Bertone BMW E12; as SM- quote only the fully glazed front end are considered. Overall, only 13 Quattroporte II were prepared before Alejandro de Tomaso at Maserati took over the direction and with the De Tomaso Deauville based on the Quattroporte III ended the Citroën - Maserati influence.

Special models

Over the years presented different Carossiers a series of special models forth on the Citroën SM. The best known are:

SM lord by Henri Chapron

The Paris Carossier Chapron designed and built a convertible version of the Citroën SM, the full- Cabriolet - was designed - without roll bar. The vehicle received a notchback body with smaller trunk lid, the design of the original vehicle on the rear end - especially the high-mounted license plate - took up authentic. The prototype of the lord was presented at the Paris Motor Show in 1971, a year later, the sale began.

The production was consuming. Chapron received by Chausson a standard bodyshell. The technique and the bottom group of the SM Coupé remained essentially unchanged; the wheelbase was also retained. The B- and C-pillars have been removed, then installed Chapron extensive reinforcements in the body area. The modified body body was transported to Citroën in the engine, chassis and other technical components were installed. Finally, the car was again brought into Chaprons workshop to make the interior as well as the paint.

Overall, only a few lord convertibles were produced; the references vary between seven and eight copies. It is certain that four vehicles were sold in France; two more went to Spain, one in the UK.

SM Opera Chapron of

One year after the cabriolet Chapron took my lord the now completed considerations of the work to develop a limousine versions of the SM. While Citroen's plans had outwardly quite far from the SM coupe, Chapron developed a sedan that remained faithful to the design of the original model and, ultimately, an extended version of the SM- coupe represented. Starting from a SM- body shell, extended wheelbase Chapron considerably. The front doors were shortened and experienced in the area of ​​belt line some modifications. The rear doors were a self-construction of Chapron. They took on the lines of the coupe and also possessed the characteristic kink in front of the C -pillar. Finally, remote Chapron the large tailgate and replaced it with a notchback design. The rear turn corresponded to the design of the Coupé. The car was very heavy and had lost some of the handiness of the coupe.

The Citroën SM Opéra was presented at the Paris Motor Show in 1972 to the public. In the two following years Chapron provided a total of eight Opéra sedans ago. At least two of them are still preserved. A vehicle that is in excellent condition, is in the Netherlands, another is in Germany.

In the tradition of this vehicle Jean Tastevin saw his 1972 presented Limousine Monica 560

SM Présidentielle by Chapron

For formal occasions presented Chapron 1972 two -door convertibles ago based on the Citroën SM. The car body below the waistline was similar to the Opéra, but the wheelbase over the saloon was extended again. Unlike the cabriolet Chapron my lord, installed a roll bar in the B-pillar, which should enable the occupant to stand while driving in the car and hold if necessary. Apart from that there were a number of other modifications, including a revised transmission, comfortable rides slowly allowed in parades. Further, the steering column has been added, and installed between the front seats in the reverse direction, a third seat could be used, if necessary by interpreters.

The SM Présidentielle was not in the sale. Both vehicles were owned by the French state. The first public appearance was the Présidentielle on 15 May 1972 at a parade during the state visit of Queen Elizabeth II in France. The Présidentielle were still used by François Mitterrand regularly, even Jacques Chirac went sometimes even in the SM state coach.

In the course of 2008, an enthusiast had a third copy of the Présidentielle prepared a 1971 SM coupe served as the basis for the. Original tools were used for the production of Chapron. Cost of sales amounted to 420,000 pounds. The car was sold in January 2010 at the Rétromobile in Paris for a price of £ 135,000.

SM Espace Heuliez

The French Carosserier Heuliez presented in 1971 a Targa version of the Citroën SM with the name SM Espace ago. In an otherwise unchanged technology, the vehicle had a self- roof construction. The roof panel between the A- and the C-column had been removed; in the center of the vehicle both columns were connected by a wide bridge. Above the driver and the passenger seat there were seven movable lamellar elements that served as roof replacement, electrically allowed to retract with demand in intermediate stage and thus enabled a (partially) open-top driving. It involved the development of an idea that Bertone had already realized in 1969 with a built in BMW - based coupe called Spicup ( Spider / Coupé). Whether it Heuliez - unlike Bertone - had managed to seal the blades against rain water, is not known.

Heuliez presented two copies of the Espace ago. A vehicle remained at the factory, another went on sale.

Frua SM

A special and mysterious in parts modification of the SM is the Frua -Citroën SM.

In winter 1971/1972 Carrozzeria Frua put forth a 2 2- seater sports coupe with Citroën technology in Turin. Is irritating that the same car was first presented as a Frua -Citroën SM, but later - was temporarily called the Fiat 130 Coupé - with no apparent changes. Some historians see neither Citroen Fiat still as actual addressees of this design. Since the car corresponds in its dimensions, in some ways the Maserati Merak, whose design was developed at the same time of Giorgietto Giugiaro, it is assumed that Frua the car actually - unsuccessfully - wanted to be understood as a request by Maserati alternative proposal for the future Merak. Maserati but ultimately opted for Giugiaro's design was based on the Maserati Bora.

There is evidence that the Frua -Citroën SM used the underbody of the Citroën DS and the mechanical components of the Citroën SM. On this basis, Frua designed a sports car with an indicated wedge shape. The vehicle's front was too narrow; they resembled in their design the somewhat later presented Maserati Khamsin. The rear end was - basically designed as a notchback - as with Giugiaro Merak and the later Lancia Beta Monte Carlo; detached struts connected the rear roof line with the conclusion of the rear end.

Fruas draft was produced in February 1972. The car was presented as a Frua Citroen SM in March 1972 on the stand by Pietro Frua at the 42nd Geneva Motor Show for the first time to the public. A year later the car appeared at the same place again, but this time as a Fiat 130 Coupé announced. Apart from the Fiat emblem there were no visible differences to the vehicle from the previous year. It is generally believed that the Frua -SM and the Fiat 130 Coupe are the same car.

The vehicle remained in the following years owned Fruas and was shown publicly on some (mostly Spanish ) events. The beginning of 1978 he was sold to a Spaniard and first admitted; the registration papers passed as " Marca Modelo y " to ( make and model) " Citroën SM ". The car then went through several hands; He is currently (2009) in Italy and is offered for sale there.