Home CitroŽnŽt home

Site search powered by FreeFind
Do NOT include 'Citroen' in your search terms

CitroŽn SM

Motor w/e December 8 1973

FOR: smooth ride; very comfortable in the front; slick five-speed gearchange; tenacious roadholding; superb lights; efficient heating and ventilation; relaxed high-speed cruising; modern interior decor


AGAINST: tricky to drive smoothly; poor visibility; engine rather noisy and thirsty; cramped in the back; left-hand drive only





The Citroen SM has changed little during the three years it's been in production. The most significant modification being the replacement of the original twin-choke Weber carburetters with Bosch electronic fuel injection. As our original test was on an early example and over a lowish mileage, this change in carburation provides a good excuse for us to reappraise the car.
The SM was the first produce of the Citroen/Maserati marriage, and it still tops the French company’s range. To recap, it has a V6 Maserati engine driving the front wheels through an excellent Citroen-designed five-speed gearbox. The suspension is basically the soft-riding self-levelling road – hugging  hydropneumatic system used for the DS, with the addition of anti-dive and stiffer roll bars. The brakes are power operated discs with automatic compensation for weight -transfer, and the steering is a fully –powered high-geared rack and pinion system with artificial feel that varies with speed and lock. All very complicated, but does it work?
The SM has a top speed comparable to that of the Jensen Interceptor yet an engine of less than half the capacity, partly because of relatively low drag, partly because Maserati have squeezed a very healthy output from their lovely all-alloy four-cam V6.
However, progress by other manufacturers has forced us to temper our original wild enthusiasm for some aspects of the car’s design. For instance, we find the brakes too sensitive, and the unique super-responsive power steering takes a lot of getting used to. The car is also rather noisy: pleasing though the sound of the engine may be, it is tiresome at anything near full throttle. Road noise is also disappointingly high. By way of a contradiction it is at high cruising speed that the car really comes into its own. Ideal gearing and very low wind noise make light work of continuous 120 mph cruising. So much so in fact, that one has to keep a wary eye on the speedometer. The five-speed gearbox is also a joy to use.
We thoroughly enjoyed our reacquaintance with this unusual motorcar; anyone who can conquer its idiosyncracies (sic) will find it an appealing machine. Others who can't may find the concentration required to drive it well on our crowded roads inappropriate to a price tag of over £6000. It’s (sic) size doesn’t help, either: the SM is an exceptionally large car by European standards - just over 16 ft long and 6 ft wide‚and it bulges out of the driver's sight in all directions. Yet its accommodation is poor as there is little rear-seat legroom and the boot is of quite modest size.




PERFORMANCE ****
A couple of churns were always sufficient to start the engine, even after a night out in the frost. Cold start enrichment is automatic and the engine pulls strongly straightaway.
The lovely-looking Maserati power plant (not that you can see much of it) is sited well back under the rearmost part of the enormous sloping bonnet. It is an all-alloy 90 deg V6 with four chain-driven overhead camshafts. French fiscal laws demand high taxes for vehicles over 2800 cc, so the capacity has been restricted to 2670 cc. Even so, the output is excellent; with the new Bosch fuel injection system it produces 178 bhp at 5500 rpm, 8 bhp more than before. Maximum torque of 171 lb ft is developed rather high in the range at 4000 rpm but, as our top gear acceleration figures suggest, the curve is a flat one and the engine will pull strongly from at little as 2000 rpm.
As with all big Citroens, our standing start accelerations were rather traumatic. Too many revs and you provoke vicious and damaging tramp, too few and you fail to induce wheelspin and thus lose time. We achieved our best 0-60 mph times with rather fierce initial clutch slip followed by a little wheelspin: even then we were a little outside Citroen’s claim of 8.0 sec. The injected car is 1.3 secs faster to 60 than the carburetter version though, and 2.9 secs quicker to 100 mph.
Acceleration times in fourth and third gear are unaffected by the change in induction; top gear times, however, have increased due to a substantial rise in the internal gearing. Citroen claim a top speed of nearly 142 mph: unfortunately we were unable to check this accurately though we feel it is slightly optimistic, considering the small power increase and the 135.2 mph attained with the earlier cars.
In the main the engine is very smooth, though there is a slight harshness between 4500 and 5000 rpm. Also on occasions the engine staggers and stutters momentarily as though the injection system has been caught out and the fuel isn't getting through.

ECONOMY ***
Our test car was inordinately thirsty, giving an overall consumption of just 14.8 mpg on 4-star petrol. At best it rose to almost l9 mpg and at worst it fell below 13 mpg. This compares poorly with the carburetted model which managed 17.2 mpg. We have no way of measuring the steady speed consumption of the Bosch electronic injection at present so we cannot compute a touring consumption. The range, however, would be around 360 miles from the 20-gallon tank.
Oil consumption for the 1300-mile test was negligible.

TRANSMISSION *****
Mounted ahead of the Maserati engine is a Citroen-manufactured five-speed gearbox. And very good it is too. The longish lever rocks through a wide gate with the first four gears in the conventional H pattern and fifth up to the right. Reverse occupies the sixth slot and is selected by first lifting the lever upwards.
Fourth gear synchromesh on our test car was weak and resented fast changes, but the other gears could be selected as fast as your hand could move with surprisingly little baulking, making the gearohange a very satisfying one. A spring bias ensures an easy second to third action, though fourth to fifth requires a more careful movement.
Originally the five ratios were closely stacked, providing a continuous surge of acceleration through the range. Now, though the lower four remain unaltered, top has been raised significantly in the interests of relaxed and unstrained cruising.
The clutch engages very smoothly, but is a mite heavy and long in travel for continuous town driving. It also, slipped rather too readily on the 1 in 3 start.
One unfortunate trait of the transmission is the snatch that sometimes occurs at low speed, making it difficult to exploit the engine's excellent low speed tractability.


HANDLING ****
Initially the steering feels very strange indeed and most drivers didn't like it at first. At low speed it seems impossibly direct with just two turns from lock to lock; it also has a strong self-centring action, even at a standstill. As the speed rises, the amount of artificial feel, or resistance at the wheel rim increases and the directness becomes less noticeable. Transferring from a low-geared car with heavy unassisted steering can be really alarming, as the tendency is to apply too much lock too quickly, making the car swerve and snake.
Only when fully accustomed to this exceptional response (and most drivers would probably need several hundred miles to acclimatise), can you really appreciate the car’s exceptional handling.  You aim rather than steer, as little knowledge of the increasing understeer is transmitted via the small steering wheel and the limit of dry road adhesion is high. Even with deliberate provocation we never succeeded in making the tail break away. In the wet you have to be careful not to apply too much power out of the corners, when the inside wheel will spin and tend to make the car snake. The understeer also builds up much more rapidly on wet surfaces of course, but the tendency is for the driver to lift off long before he comes to any harm.


BRAKES ***
You need powerful brakes to stop 1 1/2 tons of motor car. The SM has them. There are separate circuits for the front and rear discs which are power operated by a small rubber-covered button in place of the conventional pedal.
A mere 40 lb pressure is all you need to give a 0.97g stop from 30 mph. Just 25 lb is sufficient for 0.60g. In consequence very controlled footwork is needed, especially in the wet when it is all too easy to lock the wheels. This lightness makes the brakes too sensitive in town and you have to be very careful and gentle to avoid jerking. At higher speeds, the brakes feel much better and the anti-dive geometry of the suspension does make the car a little more comfortable to drive than the ordinary DS, though there's still a lot of attitude change according to whether the car is braking or accelerating.
Our 20-stop fade test caused an initial rise in pressure of as much as 50 per cent, to the accompaniment of a very strong smell of cooked linings and juddering from the front. However, after the ninth stop the brakes virtually recovered though the smell re-occurred later on. The water splash had no effect whatsoever.
Sadly, the SM's handbrake failed to meet even the minimum legal retardation from 30 mph (as did that of the last car), managing a meagre 0.l8g. Admittedly it is unlikely to be required in an emergency thanks to the divided circuits, but it wouldn’t even hold the car on a 1 in 6 slope, let alone the l in 3 that many cars manage.


Above and below: the interior is sumptuous with its brushed nylon covered seats and quality carpets.

Below: tilting the backrests forward automatically releases the catch on the base, making way for easy entry to the back.


Above: once you're in the rear, head and leg room is limited. 
Below: we squeezed 9 cu ft of luggage into the cluttered boot.

ACCOMMODATION **
There is ample legroom in the front when using the car as a two seater: for four occupants there has to be a certain amount of sharing. Even with the front seats well forward, there is little leg or head room behind. The rear backrest is also too upright for comfort on long journeys. A central armrest can be folded down to provide the necessary lateral support.
Access to the rear is good. A lever on the side of the front seats releases the tilting and the catch on the seat runners, allowing the whole seat to slide forward. To return to the same setting you just push the seat back, whereupon it locks automatically.
Oddments can be stowed within the four armrests, which have neat pop-up lids; in the tray on the console; and on the large parcel shelf at the rear. The spare wheel steals a lot of boot space but we managed to pack in 9.0 cu ft of our test luggage.

RIDE COMFORT *****
The SM's ride is noticeably firmer than that of the DS though we didn't feel any less comfortable because of it. It doesn't wallow or crash on to the bump stops on hump-back bridges as does its sister car, though there is a certain harshness at low speeds when crevices jar the body far more than they would an XJ6. Brisk crosscountry (sic) travel, when you're constantly transferring from throttle to brake, emphasises the pronounced change in pitch attitude to which the car is prone. Some people found it quite disconcerting. Travelling fast on main roads, however, the car develops that uncanny magic carpet ride that is unique to these hydropneumatic Citroens; we know of no better riding car in such circumstances.

AT THE WHEEL *****
The seats are narrow and unusual in that the backrest tilts from the lumbar region rather than from the base of the spine. Fore and aft adjustment is sufficient rather than generous and the cushion has three alternative tilt positions at either end. Though very comfortable, the seats lack lateral support. The steering column is adjustable too, and with the clamp released both rake and reach can be set to taste.
At first the pedals feel odd and awkward, as they are all quite different. The clutch is of the pendant type, the brake is a small button on the floor and the throttle a big organ pedal set well above the brake. Surprisingly you can heel-and-toe with practice, even though the throttle requires as much, maybe more, pressure than the brake.
The minor controls are excellent. The foremost of the two left-hand stalks operates the (non-return) indicators, the horn and headlamp flasher. The one behind controls the two-speed wipers and "electric washers. On the right a single stalk looks after the complicated lighting system.
The only control that is badly placed is the handbrake, which is set too far back‚ particularly in our test car as it didn't have any effect until the lever was in the upright position and at the limit of its travel. The static Toric belts are easy to put on (though difficult to adjust for length) but they have to be kept tight otherwise they slide off your shoulder. What a pity the car doesn't have Toric's marvellous inertia reel belts.

VISIBILITY **
Visibility is not one of the car's strong points. Initially, most people will choose a high seating position to help them aim this six-feet wide giant, otherwise you can't' see the far side of the bonnet let alone the tip of the drooping nose. Rear three-quarter vision is poor because of the up-swept tail, and dirt soon collects on the heavily canted rear screen. The headrests and reflection from the chrome strips at the base of the facia don’t make matters any easier.
Two door mirrors assist the dipping interior one, which is just as well as the rear view is constantly changing due to the considerable pitch movements. The  enormous anti-lift wipers do their job well but leave a large unswept area in the bottom left-hand comer of the screen.
The lights are fantastic; with the powerful swivelling beams in action no car comes with better lights, though the big glass windows that encapsulate them need regular cleaning. Again, the attitude of the car, particularly the tail droop under acceleration, badly effects (sic) the aim of the beam. The suspension’s self-levelling system doesn't compensate quickly enough to prevent this snag.


INSTRUMENTS ***
Citroen have perhaps been too concerned with symmetry rather than easy reading; the warning light cluster, for instance, is hidden behind the rim of the steering wheel and the oval speedometer is graduated in 5 mph steps and is not easy to read at night. We doubt if anybody would have time to make use of the stopping distances that are calibrated alongside the speeds. A useful gimmick however, is the button with which you can test all the major warning light bulbs.
The auxiliary instruments, including oil and water temperature gauges and the fuel gauge, are set into the lip of the facia and angled towards the driver. All instruments are illuminated with subtle green lighting at night. On our test car the water temperature needle would sometimes move into the red zone before the fans were heard to cut in.

HEATING ****
Heating is easily controlled. One horizontal slide regulates temperature, one distribution and a third the volume, including a four-speed fan. Not only is it immediately obvious how to work the heater but it all works very well, providing fine control over a powerful set-up. Our only quibble is that it would not demist the screen as quickly as we'd like.

VENTILATION *****
Our test car was fitted with the optional air conditioning so getting cool air was no problem. The fan can be used to force ample air out of the multi-position centre vent and thus assist the effective ram system of the eyeball vents at each end of the facia.




Below: the underbonnet layout is confusing to say the least - even the dipstick is hard to find

NOISE ***
It seems reasonable to expect peace and quiet in a car of this quality and price. In this respect the SM has a Jekyll and Hyde character.  Wind noise is very low with no more than a hiss building up around the exterior mirrors and the seal at the front of the doors. Road roar, is disappointingly high, though, and there is also a fair amount of bump thump. The worse offender, however, is the engine, which makes a nasty rattly noise when idling, a loud induction roar on full throttle and a high-pitched whine when nearing peak revs. Only when cruising in fiffth is engine noise unobtrusive. Other infrequent rattlings would appear to come from the hydraulic pump, though it is not as obtrusive in the SM as it is in the DS.

EQUIPMENT ****
The SM has most of the amenities you would expect of a car of this type and price, plus one or two rather unusual ones. Electric windows, reclining seats, power steering and headrests are standard. There is a central ashtray with built-in cigar lighter and two more ashtrays at each end of the back seat. There are two fold-out sun-visors with a vanity mirror for the passenger. A clock, heated rear screen and reversing and parking lights are also included.
More unusual are the swivelling, self-levelling lights and, of course, the variable height suspension. Extras included on our test car were the air-conditioning unit and tinted windows. A radio is not fitted as standard.

FINISH *****
The standard of finish is high and to us very pleasing and modern in design. The brushed nylon seats and combed stainless steel facia emphasise this ultra modern dťcor which is refreshingly different to that of most luxury cars. Carpets line thee footwells and outer sills as well as the floor itself. A coarser-grained one used to cover the interior of the boot and the spare wheel.
Outside, rubber inserts in the wrap-around bumpers help prevent those odd dents and scratches. The paintwork didn't look very durable in places though, some of the (unstressed and replaceable) panels being thinly covered at the edges.

SERVICE
With its new fuel injection system the SM’s engine is practically invisible. The long inlet tracts swoop over it, completely obscuring the sparking plugs. Even the dipstick is hard to find, hidden away at the back of the engine under the long bonnet. Certainly the mass of pipes, hoses, pumps and reservoirs that together fill almost every square inch of the engine compartment will be more than enough to dissuade the average owner from getting his hands dirty. Even the battery looks as if it is cocooned for life.
However, when you've worked out where they are, you can at least get at the oil filter, the hydraulic reservoir and the radiator header tank.
The spare wheel is located in the boot together with the accessories required for jacking the car up. There is no twiddling of handles with the Citroen; the hydropneumatic system does all the work.


Above: the heating and ventilation is easy to control.  Demisting is low however

Above: this lever allows full adjustment of the steering column
Left: the front seats are adjustable for tilt at the back and the front.  The large lever controls fore and aft movement

Above: the instruments are difficult to read at night and the warning lights are obscured by the steering wheel
Below: the pedals are awkward to use at first


PERFORMANCE

CONDITIONS

Weather
Overcast
Wind 0-18 mph
Temperature
53-60 degrees F
Barometer
29.95
Surface
Dry tarmac
MAXIMUM SPEEDS

mph
kph
Banked circuit
See text
Terminal speeds:


at 1/4 mile
87
140
kilometre
109
175
Speed in gears (at 6500 rpm)
1st
39
63
2nd
59
95
3rd
86
138
4th
117
188
ACCELERATION FROM REST
mph
sec
kph
sec
0-30
3.4
0-40
2.7
0-40
4.7
0-60
4.3
0-50
6.4
0-80
6.3
0-60
8.3
0-100
9.2
0-70
11.3
0-120
12.7
0-80
14.4
0-140
16.8
0-90
18.2
0-160
22.8
0-100
23.2


0-11
30.0


Standing 1/4
16.5
Standing km
30.2
ACCELERATION IN TOP
mph
sec
kph
sec
20-40
12.2
40-60
7.8
30-50
12.9
60-80
7.7
40-60
12.2
80-100
7.9
50-70
12.2
100-120
8.0
60-80
13.5
120-140
806
70-90
14.7


ACCELERATION IN 4th



mph
sec
kph
sec
20-40
8.5
40-60
4.3
30-50
8.0
60-80
5.9
40-60
7.9
80-100
5.1
50-70
8.0
100-120
4.9
60-80
8.6
120-140
5.9
70-90
9.4
140-160
7.4
80-100
9.8


90-110
12.1


FUEL CONSUMPTION
Overall

14.9 mpg


18.9 lt/100 km
Fuel grade

4 octane (RM)


98 star rating
Tank capacity

20.0 galls


90.9 litres
Max range

See text
Test distance

1345 miles


2164 km
Consumption midway between 30 mph and maximum less 5 per cent for acceleration
STEERING
Turning circle between kerbs

ft
m
left 32.4
9.8
right
9.32.48
50 ft diam circle
0.7 turns





BRAKES
Pedal pressure deceleration and stopping distance from 30 mph (48 kph)
lb
kg
g
ft
m
25
11
0.60
50
15
40
18
0.97
31
9
Handbrake .18
167
51
FADE
20 1/2g stops at 1 minute intervals from speed midway between 40 mph (64 kph) and maximum (89 mph, 143 kph)

lb
kg
Pedal force at start
21
9
Pedal force at 10th stop
25
11
Pedal force at 20th stop
24
11
CLUTCH

in
cm
Free pedal movement
1.0
2.5
Additional to disengage
3.5
8.9
Maximum pedal load
42 lb
19.1 kg


SPEEDOMETER (mph)
WEIGHT
Speedo
30
40
50
60
70
80
90
100

cwt
kg
True
28
37
47
56
75
74.5 (???)
84
93
Unladen weight * 29.5
1498.7
Distance recorder: 1.9 per cent fast
Weight as tested 33.2
1686.6









* With fuel for approx 50 miles
Performance tests carried out by Motor's staff at the Motor Industry Research Association proving ground Lindley
1 face vents
12 interior light
2 bonnet release
13 temperature control
3 wash/wipe
14 distribution
4 indicators/horns/headlamp flash
15 fan boost
5 speedometer
16 electric windows
6 rev-counter
17 cigar lighter
7 ignition switch
18 water temperature
8 light switch
19 fuel gauge
9 warning lights
20 oil temperature gauge
10 parking lights
21 clock
11 rear demister
22 map reading light

COMPARISONS


Capacity cc
Price £
Max mph
0-60 sec
30-50* sec
Overall mpg
Touring mpg
Length ft in
Width ft in
Weight cwt
Boot cu ft
Citroen SM EFI
2670
6154
see text
8.3
12.9
14.9
-
16  0.5
6  0.5
29.5
9.0
Alfa Romeo Montreal
2593
4999
135.2
8.1
8.8
13.8
-
13  10
5  5.75
25.1
3.2
BMW 3.0CSL
3003
7399
132.5
7.2
7.3
17.2
-
15  3.25
5  11
25.4
6.2
Mercedes-Benz 350 SL
3499
6995
127.8
8.1
3.8
15.4
19.5
14  4.75
5  10.25
30.4
6.6
Fiat 130 Coupe
3235
5531
115.6
10.6
3.9
18.8
-
15  10
6  0
31.7
12.3
Jensen Interceptor
6276
6891
138.5
7.3
3.4
11.3
15.0
15  8
5  10
33.0
8.5
Daimler Double Six
5343
4812
135.7
7.4
2.6
11.5
13.5
15  9.75
5  9.25
34.8
11.8
* in fifth for Citroen, Alfa; kickdown for automatic Mercedes, Jensen, Daimler, Fiat.  Touring fuel consumption not measured for cars with fuel injection

STAR GRADE KEY
*****
excellent
****
good
***
average
**
poor
*
bad




ft
in
cm


ft
in
cm

A
overall length 16
0.5
488.9
J
kneeroom



B
overall width
6
0.5
184.2

max

8.5
21.6
C
unladen height
4
3.25
130.2

min

2.25
5.7
D
wheelbase
9
8.25
295.3
K
front to back seat



E
front track
5
0.5
153.7

max
2
1.0
63.5
F
rear track
4
5.0
134.6

min
1
6.25
46.4
G
com seat to roof front
3
3.5
100.3
L
front elbow width
4
9.25
145.4
H
com seat to roof rear
3
0.5
92.7
M
front shoulder width
4
7.25
140.3
I
pedal to seat



N
rear elbow width
4
9.0
144.8

max
1
8.5
52.1
O
rear shoulder width
4
4.25
132.7

min
1
2.75
37.5
P
min ground clearance

5.25
13.3






Q
boot capacity
9 cu ft


GENERAL SPECIFICATION

Cylinders
90 degree V6
2nd
1.94 : 1 /09.0
Camber
0 to 1/4 in negative
Capacity
2670cc (163 cu in)
1st
2.92 : 1 / 6.0
Castor
1 deg 38'-1 deg 47
Bore/stroke
87/75 mm (3.42/2.95 in)
Rev
3.15 : 1
BRAKES
Cooling
Water
Final drive
Spiral bevel 4.375 : 1
Type
Power operated discs all round
Block
Light alloy
BODY/CHASSIS
Circuit
Split back and front
Head
Light alloy Construction
All steel monoshell with bolt-on panels
Rear valve
Automatic weight transfer compensation
Valves
Twin dohc
Protection
Electrophoretic primer and paint
Adjustment
Self adjusting
Valve timing
Not disclosed
SUSPENSION
WHEELS
Compression
9.0 : 1
Front
Ind by transverse arms, anti-roll bar and hydropneumatic springing with self-levelling Type
Steel disc type
Carburettor
Bosch electronic fuel injection

Tyres
Michelin 205 x 70 XVX
Bearings
4 main
Rear
Ind by trailing arms, anti-roll bar and hydropneumatic springing with self-levelling Pressures
F32; R 29
Fuel pump
Electric

ELECTRICAL
Max power
178 bhp (DIN) at 6250 rpm
STEERING
Battery
12 volt 70 Ah
Max torque
171 lb ft (DIN) at 4000 rpm
Type
Unique rack and pinion with variable assistance
Polarity
Negative
TRANSMISSION

Assistance
Yes
Generator
Alternator
Type
5-speed manual


Fuses
12
Clutch
9 i. sdp diaphragm spring


Headlights
6 QI, two of which are directional, all self-levelling
Internal ratios and mph/1000 rpm




Top
0.75 : 1 / 23.4




4th
0.97 : 1 / 18.1











STANDARD EQUIPMENT

Adjustable steering Yes
Heated rear window
Yes Petrol filler lock
Yes
Anti-lock brakes No
Laminated screen
No Redio
No
Armrests Yes Lights

Rev counter
Yes
Ashtrays Yes   Boot
Yes Seat belts

Breakaway mirror Yes   Courtesy
Yes   Front No
Cigar lighter Yes   Engine bay
Yes   Rear No
Childproof locks No   Hazard warning
No Seat recline Yes
Clock Yes   Map reading
Yes Seat height adjuster Yes
Coat hooks No   Parking
Yes Sliding roof No
Dual circuit brakes Yes   Reversing
Yes Tinted glass No
Electric windows Yes   Spot/fog
Yes Combination wash/wipe Yes
Energy absorb col
Yes Locker
No Wipe delay No
Fresh air ventilation
Yes Outside mirror
Yes Vanity mirror Yes
Grab handles
No Parcel shelf
Yes

Head restraints
Yes






IN SERVICE

GUARANTEE

Gearbox/Rear axle
3.9 pints SAE EP80
REPLACEMENT COSTS
Duration
6 months
Steering gear
-
Brake pads/linings (front)
£16.81
MAINTENANCE

Coolant
23 pints
Clutch unit
£50.12
Schedule
Every 3000 miles
Chassis lubrication
10 grease points
Complete exhaust system
£124.77
Free service
At 600 miles
Contact breaker gap
0.4 Ī 0.05 mm
Engine (part exchange)
£1537.44
DO-IT-YOURSELF

Spark plug type
Golden Lodge HL/Champion N10Y
Front wing
£84.10
Sump
12.5 pints, SAE 20W/50
Spark plug gap
0.6 mm
Gearbox (part exchange)
£247.67


Tappets (cold)
0.30/0.35 mm inlet
Oil filter
£3.41



0.50/0.55 mm exhaust
Starter motor
£91.31




Windscreen
£71.20


Make: Citroen
Model: SM
Makers: S.A. Andre Citroen, 133 Quai Andre Citroen, Paris 15e, France
Concessionaires: Citroen Cars Ltd, Trading Estate, Slough, Bucks
Tel: Slough 23811
Price: £5164.00 plus £430.33 car tax and £559.3 (sic) VAT equals £6153.76.  Plus tinted windows £77.46, plus air conditioning, £267.13 gives total as test of £6498.35.




© 1974 Autocar/2015 CitroŽnŽt