Another instalment of lesser known Citroën varieties, one of which was confiscated by the authorities on drug charges.
Visa Lotus Rally car, 1982
Guy Verrier, in charge of Citroën’s competition acitivities, initiated project Genesis in 1981. Its objective was creating a specially prepared Visa to compete in the Group B Rallying category(1) starting with the 1985 season. Ultimately, the programme would lead to the four-wheel driven Visa Mille Pistes which achieved some respectable results during its career. On the way to the Mille Pistes however, several other proposals – some of them 4WD but others FWD or RWD – would be created and in some cases tested in actual rallying competition.
Perhaps the most unusual one was the Visa Lotus which, as the name implies, was a mixture of Paris and Hethel, with a dash of Billancourt: outwardly it was quite obviously inspired by the Renault 5 Turbo and also shared its mid-engined RWD configuration. Continue reading “Double Chevron Curiosities”
It’s been a while since I contributed anything to DTW other than a few comments pegged onto others’ well-researched and insightful offerings. A rather thorny operational issue at the company I work for has meant that I’ve been somewhat distracted, but I would like to keep my hand in, so I offer some musings on our family’s current ‘garage’ of cars, all of which have previously featured in one form or other on these pages.
In our household, the hard work is done by our diesel (sorry) Škoda Octavia estate, the running around town and learning is the preserve of the FIAT 500 and the twice weekly, 90-mile round-trip schlep to the office is usually the domain of the Citroën C6. The Škoda is now over five years old, the FIAT is over six, and Citroën has been registered for almost thirteen years (although it was built fourteen years ago, according to records).
A blocked drain creates a chance photo-opportunity of two different takes on the large car theme.
Without going into uncomfortable contextual details, after an extended period suffering a downstairs loo that blocked all too frequently, the Robinson household called upon the services of one of those franchises of which the name is a play on their operatives’ usage of dynamically extendable rods. This required that the C6 be temporarily displaced from its habitual mooring on the drive to the small lay-by opposite the house. Having done so, on return from walking the dog, I found that someone had parked their Velar next to the Citroën and it gave me cause to stare a while at the sight before me.
I thought it would make an amusing Photo for Sunday. This is not something I’ve submitted before to DTW, partly because – as witnessed – I am a numpty at taking photographs, and also because I have no qualifications that justify my making of a cold, real world comparative design assessment between objects, inanimate or otherwise. So, forgive the shallowness of the following musings, and the fact that one half of the subject is once again my C6. Continue reading “A Photo for Sunday: Batman vs Superman”
In this final part, I take stock of the experience of living with the C6 over the last decade.
There is no getting away from the fact that the C6 has been less reliable and more expensive to maintain than it ought to have been. Most of the problems occurred between 60,000 and 100,000 miles, irritatingly after the warranty had expired. Whether it was the car’s weight overwhelming in particular the various suspension components is a matter of speculation, and one which was often vigorously contested on C6 Owner’s fora.
On average, I estimate I have spent around £1,200 a year keeping the C6 in decent fettle, including a couple of visits to a bodyshop to sort out some corrosion spots, a bit of paint blooming on a wing (caused by a poor respray whilst the car’s paintwork was still under warranty), and the time when some scallywag (if that is the correct term) dropped a brick on the bonnet whilst it was parked in a street, leaving it there so that it – and the damage it had caused – could not be missed.
In this episode, a catalogue of parts failures almost culminates in the final curtain for the our correspondent’s C6… that was now over five years ago.
The suspension has been the main area of issues with the C6. Drop-links at the rear, bearings at the front, lower wishbones at the front, stub-axles as well as the two struts have all been replaced. In addition, the car has had a total of four new ABS sensors over time, which, when they go on the blink, cause havoc with the electronic handbrake and the SatNav as well as the ABS system itself.
Another sensor which controlled the fore-aft levelling of the car also ceased to function, meaning that, when I returned to the parked car, the front was jacked up, the rear on its bump-stops – the nose pointing skywards at about 40°. Finally, an emergency replacement of a tyre led to a split hydraulic fluid tank as the technician did not Continue reading “The Definition of Obsession? 10 Years With A Citroën C6. (Part 3)”
In this episode of one man’s near life-sentence with a large Citroën, he describes some of the more stressful experiences of C6 ownership.
The day I collected the C6 probably should have scared me off… but it didn’t, somehow. I picked it up on a Saturday morning, very early as agreed so that I would not be in the way of the sales guys getting stuck into the punters on their peak sales day. I stopped off on the way home to collect my son from football training. Naturally, he was curious to experience the C6’s trick suspension, so, whilst still in the car park, I started the engine, let it settle and then pressed the button to raise the suspension.
No cigars for guessing what happened next. The car rose to its top setting… and there it stuck. It being new to me, and having heard and read so much about the complexity/ potential unreliability of the oleopneumatic system, all confidence in the car fled from my body and soul, like a bad bout of psychological diarrhoea.
It was the best of times, it was the worst of times, it was the age of wisdom, it was the age of foolishness, it was the epoch of belief, it was the epoch of incredulity, it was the season of Light, it was the season of Darkness, it was the spring of hope, it was the winter of despair…
On deciding that I would put something on record to mark a decade of C6 ownership via this most informative and thoughtful of automotive websites, the above quote involuntarily entered my mind and won’t now take its leave.
It has been thirty years since the Citroen launched the XM, on this day in 1989. On sale for 11 years and out of production for nearly twice as long, that makes it a real antique, doesn’t it.
(There are now people around who may never have seen an XM in motion, anyone born after 1999, I suppose.)
It is something of a pleasant coincidence (for me) that the self-titled album by Tin Machine came out just one day before Citroen announced the CX´s replacement. If Tin Machine was David Bowie’s way of getting back to what he most wanted to do, the XM presented another step towards watering down Citroenisme.
A spring break, (or to put it another way, a break in spring) leaves our correspondent in a mildly disturbed state of mind.
One of the many joys of going to the middle of France every spring is that we hire a car for the duration and it never ceases to provide a chance to sample something new from the automotive smorgasbord. This year, for once, we actually got what we expected; Hertz had promised either a 308 SW or a C-Max and we got the Pug.
An opportunity to ‘have a go’ in a friendly colleague’s new Tesla provided me with a first experience of driving an EV.
I fully realise that it’s not that remarkable to have driven one of Elon Musk’s finest, but it’s a landmark in my longish and ever-lengthening motoring life and so I feel driven to write one of my usual streams of consciousness about the experience and the car itself.
One of the guys in my team has a flat black 75D on order and Tesla has lent him a white car to bridge the gap whilst his is being built / delivered, which is a nice touch. Knowing how much of a car nerd I am, he popped in yesterday to offer me a quick go. It turned out I was not the first that day; given he leads an IT department, a load of tech nerds had got there before me. Interesting that, the Tesla appeals to both car and tech enthusiasts … Continue reading “Quick Drive: Tesla Model S 75D”
The 2006 Citroën C-Triomphe didn’t quite live up to its billing.
PSA announced this particular iteration of their C-segment contender in 2004, a car which replaced the unloved and visually unimpressive Xsara model line. The C4, believed to have been the styling work of Donato Coco and Bertrand Rapatel under the supervision of Jean-Pierre Ploué marked the beginning of a stylistic renaissance at Citroën’s Vélizy design centre. Au revoir to the creative torpidity which characterised the Calvet era, welcome back creativity. Theoretically at least. Continue reading “Arc de Triomphe”
Recently we have been debating Opel and Vauxhall. The general consensus is not that good for a brand fielding its best products since the last lot of good products…
…which, if you think about it, it is pretty much most of their cars with one very debatable model and one not debatable model. For reasons known only to Opel and Vauxhall’s marketing staff, Opel have been tarred with a Clarkson-shaped brush. Good old Sir Jeremy, now Lord, Clarkson, saw fit to damn the Vectra “B” because it wasn’t an Alfa Romeo, Porsche or BMW M3 but happened to suit the needs of regular motorists.
It’s now autumn, a time to reflect. Recently, DTW has been driving Lancias and we have discussed the decline of this once noble marque. It is not the only brand to have faded away.
In the diagram I have marked the timelines of two other defunct brands: Rover and Saab. Rover closed in 2005 and Saab shut up shop in 2011. You’ll notice that while Rover had no new models in the Phoenix years (I don’t count the MG versions), Saab had new product in the pipeline right until the last minute. Lancia’s demise is more muddled.
Luxury isn’t what it used to be. Jean Pierre-Ploué had a good go at imbuing the 2005 Citroen C6 with some high-quality touches. However…
… all the money was spent on exotic wood and the world’s biggest plastic rear bumper. By the time he worked his way around to the upper doors there remained only enough resources for a remarkably tiny door-mounted tray. It’s not chromed either. This one is unusual in that it is not in the centre console. I had to check it was the front: it seemed so natural to have a rear passenger ashtray on the door. Presumably the same assembly works in the back too. Continue reading “Ashtrays: 2005 Citroen C6”
In this second part, Steve Randle commences his treatise on how he would shape a credible modern-day successor to the original Citroën DS.
Steve Randle: “First and foremost, while this car would carry the history of its ancestors proudly, it must above all not be a ‘me too’ exercise. The questions have changed since the DS, and hence so too must the answers. An attempt to recreate the DS would be self-defeating by its own definition. We should pause to consider the vehicle from which Monsieur Macron will emerge before the waiting world. It most certainly is not a DS7 Crossback.”Continue reading “Idée Fixe ”
The idea of an authentic full-sized Citroën now appears entirely beyond imagination. But some of us still think otherwise. Thought experiment or idle fancy, we make no apology. Citroën matters.
Why Citroën matters is a question worth asking, although why it has ceased to matter; both in the minds of its PSA masters and more importantly still, the wider public is perhaps a better one. But how to make Citroën matter again is the question we are here today to address. Continue reading “Idée Fixe ”
We drive a C6 and discover there’s nothing penitential about Citroën’s swansong big saloon.
On my return to Randle Engineering in November 2016, I re-introduced the subject of the C6, but this time with a more contrite tone. I ask Steve to tell me more about his example. By UK standards at least, Randle’s C6 has a virtually unique specification. It’s a 2007 C6 2.2 litre model with a six-speed manual transmission, one of 38 in the country. Continue reading “Act of Contrition – Citroen C6 (part two)”
Making amends for past indiscretions, Driven to Write takes a long look at the last true Citroën.
Despite its premier position in Citroën’s iconography, the incomparable Déese never really represented the double chevron’s stylistic North Star. That position is occupied by its less well loved successor, the 1974 CX. Despite being viewed by some ardent Citroënists as the lesser vehicle, the CX’s silhouette remains not only the one best associated with the marque, but also one which most aficionados would Continue reading “Act of Contrition – Citroën C6 (part one)”
Autumn’s in the air, the nights are closing in and it’s really no time to be hanging around graveyards. For one thing, you’ll catch your death…
It’s probably about time I owned up to having a morbid interest in revenants. I know, it’s unedifying at best and possibly illegal, but I really can’t seem to help myself. Time and again I make the same vain promise: no more loitering around dank graveyards, to be escorted home by the local constabulary amid muttered admonitions of ‘not you again?’
Before I get to my handy compendium of other people’s opinions, I’ll offer my own.
It’s not a Citroen C6 but something going by the same name. A proper Citroen C6 would be a vehicle for the French market which shared more than a badge with its illustrious* predecessor. Now that raises a problem relating to Eurocentricity. Quite fairly our Chinese cousins could ask why a car sold in their rather huge market doesn’t count. Would a hydropneumatic study in French elegance that sold one copy in Europe be more properly the bearer of the name even if 215,000 of these rebodied Peugeot 308s found customers.
One sunny morning during the Easter period I spied this with my little eye.
There was not much time to stand and really take the car in. I had a six-year old waiting exasperatedly in my car. What I did notice was that the interior was better than I remembered it. Journalists wrote disparagingly about the centre console carried over from the Peugeot 407 but as I can never recall that car’s interior, the duplication does not strike me. It would have mattered if it had been a 406 as I have that interior engraved on my mental screen. This 2007 car had the beige leather and so looked nicely spacious and, indeed, seemed to be bearing up well which is unusual for cars in Dublin. The climate, the roads, the indifference of Irish owners to tidiness all Continue reading “A Photo For Sunday: 2007 Citroen C6”
The latest Superb is a very nice thing, but I’m concerned that it lacks the essence of Skoda.
The other morning I had the pleasure of parking up at Milton Keynes Central Station car park early, and was struck by the profile and form of the two cars between which I had inserted my C6 (I still can’t drive a manual, which is no significant hardship really, but now I’m threatened once again with immobility as the Citroen’s power steering is definitely on the blink – there always seems to be something …) It was still quite dark, with just the dull glimmer of a January dawn to take the edge off the night sky, together with the drizzling amber tones of artificial lighting, and so it took me a moment to Continue reading “The Superb Skoda – a Mixed Blessing”