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About Citroen Xantia Engine
The Citroën Xantia is a large family car produced by the French automaker Citroën.
Power came courtesy of the familiar PSA XU-series gasoline engines, this time in 1.6, 1.8 and 2.0 displacements, a 2.0 16-valve version for the Xantia VSX, a turbocharged 2.0 engine, from 1995 onwards, a 1.8 16-valve and a 2.0 16-valve engine. In 1997, a 3.0 V6 engine was offered as top-of-the-line.
The popular XUD turbo diesel units in 1.9 (turbocharged: 92 hp (69 kW), low-pressure turbo: 75 hp (56 kW), or not: 71 hp) displacement proved to be the best-selling engine. The biggest diesel was a 2.1 TD with 109 hp (81 kW).
In 1998, PSA introduced the HDi direct injection turbo diesel (in two versions: 90 hp (67 kW), and intercooled 110 hp). For an economical diesel engine, the HDi offered the kind of throttle response normally seen in a gasoline engine and quiet high speed cruising at a top speed of 115 mph (185 km/h). Acceleration was also good at 11.4 seconds from 0 to 60 mph. The 2.0 HDi has proved to be a very reliable engine, many taxis have gone over 250,000 miles (400,000 km).
These three engines 1.8 petrol, 1.9 Diesel and 1.9 Diesel Turbo is distinctly different! Firstly, let’s look at the normally aspirated Diesel engine. This motor does what you would expect – very little. In a car this big it really is a complete slug. While it is economical and bearable in traffic, as the speed raises its lack of power becomes more apparent – full throttle motoring just to keep up with traffic, leaves very little margin for safety. Discounting the slug motor, the other two units are far more closely matched and both have enough performance not to be embarrassed into sitting in the inside lane of the motorway. The petrol engine pumps out 103bhp @ 6000 rpm and 113 ft/lb torque @ 3000 rpm, the turbo diesel manages only 92 bhp @ a lowly 4000 rpm and 143 ft/lb. @ 2250 rpm. Whilst the headline BHP figures give the petrol a few mph extra top ends and drives it a few tenths of a second quicker to 60 mph, the cost comes back with fuel economy – 20% more or worse. The figures only tell you what you would expect to see, what they don’t tell you though is what the engines are like to drive. In simple terms, compared back to back, the turbo diesel feels relaxed and grunt and wafts along without too much effort. The petrol though is a different matter and to keep up with the ‘oil burner’ you have to wring its neck mercilessly. In the real world the ‘smog causer’ is the much nicer drive and is definitely the choice motor from this bunch. That’s not to say that it’s perfect mind, there is the suspicion that more heavily loaded, it may just be a tad under powered, especially in estate form.
For the more power crazy there are also 6 other engine units to choose from
1.8 16valve
2.0 16 valve
2.0 Turbo
A rather over the top 3 litre V6
And an interesting sounding 2.1 turbo diesel now replaced by the 2.0 direct injection unit
The Citroën’s engine may be fairly low tech – the single-cam eight-valve is a nonentity aesthetically, buried under a porcupine quilt of plumbing and wires – but it works even better in the Xantia than it does in the heavier XM. Only at the extremes of its performance envelope is it less than impressive, but neither sub-1500rpm languor, nor breathlessness above 5500rpm, will trouble the press-on driver. Its second nature to keep the engine spinning beyond 2000rpm where there’s instant access to turbo thrust. But for its muscle, you’d be hard-pressed to tell this low pressure blower was force-fed at all.
Belted through the gears to its impressive 135mph max, the Audi – which has the best power-to-weight ratio and the least drag – is the fastest car here, though the margin of its superiority is hardly decisive. Despite breathing so freely through 5 valves per cylinder – 3 inlets and two exhausts – it is beaten on torque by the larger-engined Citroën: as the saying goes, there’s no substitute for cubic inches. Like the Xantia, the 1.8T is quickly into its stride, untroubled by lag (torque peaks at a lowly 1750rpm) but more top-end not quite so strong in the low and mid-speed ranges. Where the French turbo starts to gasp above five-five, though, the Audi is just getting into its stride with a burgeoning boom that assails the ears more than the hushed Citroën.
What next?
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