Citroen XM Forum

That is looking very good Dean and all too familiar (almost painfully), although also rather shinier than what I remember! Unfortunately I did not quite manage to start my other removal due to shortage of time, but instead spent some time with my Lexia that is now completely up and running! With regards, Matthew T.

I think your due a well earned rest over the summer Matthew! a working Lexia is worth its weight in gold at times, thankfully not literally though!

D

Thank you Dean and the removal of the Cobalt car engine was meant to be last winter's project, which was then put on hold due to issues with the other car! I am sure that the Lexia will indeed prove useful over future years. Regards, Matthew T.

You cant rush a good thing! its time will come Matthew.

D

Whilst we are talking about V6 12v engines. What does the paneel think to them in manual form. I'm not a fan in auto format, for reasons of both reduced performancce and reliability.

Well they dont have the BE3 box so they cant be all bad, probably more engine bay space and less heat.

For actually removing the engine the V6 is the easiest as its the only engine thats not wider than the engine bay.

Ive found the engines are pretty solid, mechanical parts, Pistons,liners, cranks etc are a barsteward to find as the 3.0 even fire V6 in the XM was pretty rare in terms of total PRV production and most ended up in the states fitted to some boring looking Chrysler. 2.5 and 2.8 parts are still fairly common globaly but useless as almost all of the engine components are different.

After going over the 12v i think it has potential to easily put out 24v power, the exhaust is very restrictive in standard form with each port over 10% smaller than the inline4 engine but using larger valves with the same volume per cylinder, larger inlet tract and valves too so with more flow on the exhaust side it could sort out that poor top end power. The cranks are forged, the sump baffled and the general construction is pretty stout and robust with reports of modified NA engines producing 230hp @ the wheels with a different exhaust, engine management, compression ratio and injectors not the stock 170hp at the crank, i think some of the power loss is the distributer and later down the line i may well convert mine to COP ignition.

Rocker arms area high wear point if the engine isnt well looked after but the rest is pretty bomb proof by the looks of things.

Got one in mind Will or is it still early days yet?

D

The XM PRV V6 engine was mated to two different manual boxes.
Most were Mk 1's with the ME5 box and a 235mm cable clutch.
The Mk 2 version had a MG5T box with 242mm hydraulic clutch.

John

I've kept up to this thread with intent. As a purist it doesn't satisfy my needs and wants, but as a grease monkey I have to commend you on your knowledge and ability, but more-so on the sheer tenacity shown to get the job done. I've no doubt the car will be stunning when it's done.

Dieselman wrote:Whilst we are talking about V6 12v engines. What does the paneel think to them in manual form.

IMO 24v should be manual and 12v should be auto.

I have to hand my hat to Dean.. he is better then me by a long way!!

I need to crack on woth the w reg v6 auto to manual conversion job too and get that finnished..