Citroën SM,STUNNING!!
 

The Citroën SM with V6 maserati ENGINE was a high performance coupé produced by the French manufacturer Citroën from 1970-1975
http://www.youtube.com/watch?v=5K_CyD0qw1A



http://www.youtube.com/watch?v=vtwRZ95fPA0


Dream Fulfilled

http://www.youtube.com/watch?v=lIZcs6f7yi8


http://www.youtube.com/watch?v=jkoEWT_lNFc


MASERATI ENGINE IN CITROEN SM ELEKTRONIQUE INJECTION


http://www.youtube.com/watch?v=4x_PiozLdG8


Valve job trick on a Citroen SM / Maserati 3 Liter,V6[3000C.C] engine..


http://www.youtube.com/watch?v=sEyVw5NAqKo


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http://www.classics-cabriolets.com.a...1004&img_id=01

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GIFT4UGIFT4UGIFT4UGIFT4UG IFT4U

رد: Citroën SM,STUNNING!!
 

مشكور اخي الغالي ..
على المعلومات

رد: Citroën SM,STUNNING!!
 

THANK YOU ALOT!!

mahmoudfs

GIFT4U


http://www.youtube.com/watch?v=7p4331dVQj8

رد: Citroën SM,STUNNING!!
 

عربيه سابقة زمانها ب 30 سنه فعلا!!! موديل 72 و مصابيح توجه باتجاه حركة الاطارات!!! هي مرسيدس كانت نايمة واللاايه!!!! بس ايه البالونات اللي في الحوض ديه؟

رد: Citroën SM,STUNNING!!
 

البالونات اللي في الحوض

A Landrover with CITROEN DS suspension

<TABLE border=0 width=767><TBODY><TR><TD vAlign=top width=340>The suspension, steering and front brakes are from a Citroen SM (great stuff, tough, strong and extremely well engineered). The engine is from a 1985 Nissan 300ZX Turbo, as is the wiring, for the most part. 5-speed transmission, transfer case and front differential came from a 1985 Nissan Frontier/Pathfinder. The rear differential and inboard disc brakes are Jaguar (don’t remember from what model). Both differentials are limited slip, at a 3.5:1 ratio. The rear wheels are set up with tie rods that mount to the frame. This was all engineered with Janet Jones ( Indy car driver) and the rear toe in is adjustable. The rear toe adjusts according to body lean. You can really accelerate when exiting a corner. After extensive trial I am running 32 bar in the front spheres and 18 bar in the rear spheres, with strong valving both front and back. It still rides better than any 4x4 I've ever been in. I am using adjustable DS spheres on all four corners. The frame is boxed stainless steel, self-made. The fire wall is hot dip galvanized as are the Citroen sub-frames. The door latches are Mercedes with 69 grand prix handles on the outside. There are other neat little parts from other cars but I've listed the main ones.
The car has been driven in its current state for about 25,000 miles so all of the little bugs have been worked out. The mechanical components have proven to be trouble free. With the weight distribution, the traction is tremendous, even in deep (2 foot) snow.
</TD><TD vAlign=top width=413>http://www.citroen-ds-id.com/ds/imag...spension_1.jpg http://www.citroen-ds-id.com/ds/imag...spension_2.jpg
</TD></TR></TBODY></TABLE><TABLE border=0 width=765><TBODY><TR><TD width="100%"></TD></TR></TBODY></TABLE><TABLE border=0 width=765><TBODY><TR><TD colSpan=2></TD></TR></TBODY></TABLE>



http://upload.wikimedia.org/wikipedi...M_US_model.jpg



<TABLE border=0 cellSpacing=2 cellPadding=0 width=800><TBODY><TR><TD>Citroën SM

</TD><TD width="50%"></TD></TR><TR><TD colSpan=2>In 1970, Citroën launched two new models - the SM and what was probably the most technically dense car within its market sector, the <!--~++++++++++++ LINK2 ++++++++++++~-->GS which beat the SM to the Car Of The Year Award that year.
While the GS was a technological tour de force since it introduced self levelling suspension and powered disc brakes to the mainstream, the SM was Citroën's long awaited flagship, intended for a wealthy, discerning elite.
The SM was the product of over half a decade of <!--~++++++++++++ LINK3 ++++++++++++~-->development work and its technical solutions to the problems of powerful front wheel drive cars included DIRAVI - DIRection A Rappel AsserVI or VARIPOWER as it is known in Anglophone markets. This was a fully powered steering system which provided maximum power at low speeds with the power being reduced as velocity increased. This was coupled withpowered centering and only two turns from lock to lock. Centre point steering (where the pivot point passes through the centre of the tyre tread contact point was possible thanks to the front brakes being mounted inboard on either side of the differential.
<!--~++++++++++++ LINK4 ++++++++++++~-->Hydropneumatic, self levelling suspension was carried over from the DS although the mounting points for the suspension arms were in front of the wheels rather than behind them as in the DS.
The SM was launched at the Geneva Salon in the spring of 1970.
</TD></TR><TR><TD vAlign=top><TABLE border=0 cellSpacing=2 cellPadding=0 width=64><TBODY><TR><TD></TD></TR><TR><TD vAlign=top>http://www.citroenet.org.uk/passenge...ages/sm-28.jpg</TD></TR><TR><TD>http://www.citroenet.org.uk/passenge...carosserie.jpg</TD></TR><TR><TD>Above - the bodywork elements
Below - the DIRAVI steering</TD></TR><TR><TD>http://www.citroenet.org.uk/passenge...ges/diravi.jpg</TD></TR><TR><TD>Right - suspension layout
Below - braking layout</TD></TR><TR><TD>http://www.citroenet.org.uk/passenge...ges/freins.jpg</TD></TR><TR><TD></TD></TR><TR><TD>http://www.citroenet.org.uk/passenge...ages/sm-16.jpg</TD></TR><TR><TD>The dashboard featured an oval steering wheel and oval instruments. The factory only built left hand drive cars but a few were converted to right hand drive by Middleton Motors</TD></TR><TR><TD>http://www.citroenet.org.uk/passenge...images/rhd.jpg</TD></TR><TR><TD>http://www.citroenet.org.uk/passenge...es/moteur1.jpg</TD></TR><TR><TD>http://www.citroenet.org.uk/passenge...oteurbdv-p.jpg</TD></TR><TR><TD>Above and below - engine and transmission showing inboard disc brakes - click on image to see large version (will open in new window)</TD></TR><TR><TD>http://www.citroenet.org.uk/passenge...teurbdv2-p.jpg</TD></TR><TR><TD>http://www.citroenet.org.uk/passenge...ages/sm-19.jpg</TD></TR><TR><TD>Above -appearances notwithstanding, this is a SM under the DS skin as rallied by M Waldegaard</TD></TR><TR><TD>http://www.citroenet.org.uk/passenge...ages/sm-23.jpg</TD></TR><TR><TD>Chapron also built a number of four door limousines called Opéra and a drophead cabriolet called Mylord. More pictures can be seen in the <!--~++++++++++++ LINK7 ++++++++++++~-->Graham Lane Photothèque. </TD></TR><TR><TD>http://www.citroenet.org.uk/passenge...ages/sm-25.jpg</TD></TR><TR><TD>http://www.citroenet.org.uk/passenge...ages/sm-29.jpg</TD></TR><TR><TD>http://www.citroenet.org.uk/passenge...ages/sm-31.jpg</TD></TR><TR><TD><TABLE border=0 cellSpacing=2 cellPadding=0 width="100%"><TBODY><TR>< TD>http://www.citroenet.org.uk/passenge...ges/semant.gif</TD><TD>Visit the <!--~++++++++++++ LINK9 ++++++++++++~-->Semantics web site (Semantics is the SM Section of the <!--~++++++++++++ LINK10 ++++++++++++~-->Citroën Car Club - please note the site is currently (June 09) offline</TD></TR></TBODY></TABLE></TD></TR></TBODY></TABLE></TD><TD vAlign=top width="50%"></TD></TR><TR><TD>



http://www.citroenet.org.uk/passenge.../launch/07.jpg



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http://www.citroenet.org.uk/passenge.../launch/14.jpg



http://www.citroenet.org.uk/passenge.../launch/15.jpg

http://www.citroenet.org.uk/passenge...ges/smswb3.jpg



http://www.citroenet.org.uk/passenge...ges/smswb1.jpg



http://www.citroenet.org.uk/passenge...smespace-2.jpg


http://www.citroenet.org.uk/passenge.../smopera-2.jpg


http://www.citroenet.org.uk/passenge...smespace-4.jpg


http://www.citroenet.org.uk/passenge...sm4portes1.jpg

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رد: Citroën SM,STUNNING!!
 

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VW Passat W8 4Motion: The most needlessly complicated car ever



I spied one of these at the local Bed, Bath & Beyond parking lot. (Don't I lead an exciting life?)

It's one thing to own a Citroen SM or a 450SEL 6.9L with a complicated suspension. But to stuff a mid-range Volkswagen with a W8 (two V4s sewn together), 4Motion, a Tiptronic transmission, and hundreds of gremlins-feeding electronic gizmos? It's sheer insanity.


VW went through all that trouble and this is the result:

• A car that is 75% more expensive than a base Passat.
• Extreme front weight bias.
• A FOUR liter eight cylinder capable of a whopping 270 hp.
• Less than 500 were sold in America in 2004.
• It weights almost 3,900 pounds.
• No power below 2500 rpm, max torque just 250 rpm later.

Nevertheless, there is a still a small and rabid cult that worships this car. Go figure.


Hydropneumatic Suspension
[hydropneumatic]

Since the late forties, Citroën have been running a fundamentally different system to the rest of the auto industry. Its called hydropneumatic suspension, and it is a whole-car solution which can include the brakes and steering as well as the suspension itself. The core technology of hydropneumatic suspension is as you might guess from the name, hydraulics. Ultra-smooth suspension is provided by the fluid's interaction with a pressurised gas, and in this respect, its very similar to the hydragas system described above. Citroën pioneered the system in the rear suspension of the 15 (Traction Avant) model, and it has been fitted to many of their cars since. Because of the complexity of the system, the rest of this section gets a bit wordy but hopefully not so much that I'll lose you half way through. Because this page is about all types of suspension, for clarity I decided to concentrate on the simplified version of this as installed in the "BX" model. If you're desperate to know every last nut and bolt of hydropneumatics, just do a google search for it. On we go....

The system is powered by a large hydraulic pump, typically belt-driven by the engine like an alternator or an air conditioner. the pump provides fluid to an accumulator at pressure, where it is stored ready to be delivered to servo a system. This pump is also used for the power steering and the brakes, and in the DS for the semi-automatic gearbox.
The BX was a major turning point in Citroën's history as it was the first car to be produced under the company's new Peugeot management, following the 1970s take-over. As a direct consequence of the Peugeot influence, the car was somewhat more conventional than its bulkier predecessors like the CX. This Peugeot-enforced "normalisation" of the design makes it fairly easy to examine as an illustration of how hydropneumatic suspension works.
Apart from the pump, the two most obvious components in the system are the spheres on top of each suspension strut, and the struts themselves. The spheres are like the springs in regular suspension, and the struts are the hydraulic components that make the fluid act like a spring.
The spring in this suspension system is provided by a hydraulic component called an accumulator, which is gas (typically nitrogen) under pressure in a bottle contained within a diaphragm. This is effectively a balloon which allows pressurised fluid to compress the gas, and then as pressure drops the gas pushes the fluid back to keep the system's pressure up. In the image here, the nitrogen gas is represented in red and the LHM fluid is represented in green. As the pressure in the fluid overcomes the gas pressure, the nitrogen is compressed by the diaphragm being pushed back. Then as the pressure in the fluid reduces, the gas pushes back the diaphragm which expels the fluid from the sphere, returning gas and fluid to equilibrium. This is the hydropneumatic equivalent to the spring being compressed and then rebounding.

So how can the interaction of compressing gas, hydraulic fluid and a diaphragm form a spring? Simple(ish): The pressure of the gas is the equivalent to the spring weight. The inlet hole at the bottom of the sphere restricts the flow of the fluid and provides an element of damping. By replacing the spheres for ones of different specifications, it's possible to adjust the ride characteristics of these cars.

http://www.gtcars.ca/images/suprarz/...c's/21.gif
http://www.gtcars.ca/images/suprarz/...c's/22.jpg

Before we go any further it is pretty important that you understand where the fluid acting on the diaphragm in the sphere gets its force from, and to do that we are going to have to look at the operation of the other key component in the Citroën system - the strut.
The sphere in these systems is actually mounted at the end of the strut. The strut itself acts like a syringe to inject fluid into the sphere. When the wheel hits a bump it rises, pushes the piston back and this squeezes fluid through the tiny hole in the sphere to let the gas spring absorb the energy of the bump. Then when the car is over the bump, the gas pushes the diaphragm back out, pushing the fluid down to the strut, pushing the wheel down to the ground.
Some interesting possibilities were opened up when Citroën decided to use this system to spring their cars. One or two of the more obvious ones are that since the system is hydraulic, the ride height can easily be altered; Citroën put fancy valves called height correctors in the system. They are designed to correct for long-term/static errors in height. To do this there is a clamp on the middle of each roll bar connected by a linkage to the height corrector. This linkage varies by model - on DS, CX, GS, BX it is a simple torsion bar about 8mm diameter and about 400mm long, on the XM and Xantia it is a coil spring assembly with a double acting override linkage, but the functionality is the same. By measuring the height at the middle of the rollbar, it automatically takes the average of the left and right wheel height on that axle, and therefore cannot detect body roll. This prevents it from spuriously trying to react to body roll, as it can't do anything to counter it anyway - it can only make both sides go up or down together.
Additionally the height correctors have a hydraulic damping chamber in them which restricts and delays their movement - typically it takes a suspension movement of at least 20mm in one direction for at least 5 seconds before the height corrector will respond. Even fully bottoming the suspension still takes at least 5 seconds for a response.
This works as a simple averaging system and prevents the height correctors from responding to bumps or road undulations, (which would be undesirable). The slight exception here is the rear suspension which is subject to squat due to acceleration because of the front wheel drive. Prolonged heavy accleration of more than 5 seconds (particularly noticable on an automatic) will cause a height correction response - an undesirable side effect. (Hydractive 2 models take steps to try and avoid this response by stiffening the suspension during heavy acceleration).

Another noteworthy feature of Citroën system is its ability to "pre-set" a car for bumps in the road, keeping the car on an even keel. This is a result of the cross-piping between left and right struts on the same axle. They are connected permanently via a 3.5mm pipe, (except in Hydractive and Activa systems). The height corrector connects to a T-junction of this cross piping, but when the height corrector is "closed" (which is nearly all the time while driving) it represents a dead end, so only the piping from left to right comes into play. When the wheel on one side hits a bump some oil will flow into the sphere on that side via the damping valve, and some will flow across to the other side and extend the wheel on that side, which gives a slight roll stabalizing response. This tends to make the car more steady in the roll axis, and reduces the side to side rocking motion on transverse undulations.
A side effect of this cross piping is that it gives the suspension very soft compliance for "warp mode" movements, as the suspension spheres (springing) don't resist slow roll movements like conventional springs do - only the rollbar does. (This improves traction a lot at very slow speeds over very uneven ground) In fact without the rollbars the suspension would be completely unstable on the roll axis - you could sit on the left and it would go right down and the other side would go right up...
The downside of the cross connection is the same - the long term roll stiffness is provided only by the rollbar - and there is no damping control of the flow of oil from one side to the other, other than some restriction caused by the small pipe diameter - hence the tendency of older Citroëns to have a lot of very slow body roll.
Hydractive 2 overcomes these shortcomings by modifying the side to side connection - it is increased from 3.5mm to 10mm, but at the mid point there is a unit with an additional sphere, an on/off valve, and two damper valves. In the "soft mode" (selected dynamically by computer) this additional middle sphere is connected in circuit and provides additional springing, via the two damping valves in the unit. The system effectively has two parallel paths for the oil to flow for each bump, with different damping rates. The damper valves in the struts spheres on Hydractive 2 are very stiff, while the ones in the middle unit are softer, giving a net result of 3 stage damping in the soft mode, and 2 stage damping in the hard mode. Any body roll requires oil to either flow into and out of the very stiff damping valves in the strut spheres - where the opening thresholds are above that produced by roll movement - or to flow from side to side - where it must pass through two damping valves in series in the centre unit.
This means roll movements are hydraulically damped in Hydractive systems, unlike Hydropneumatic. This contributes towards the reduced roll on later models like XM and Xantia. Because of the large gauge of pipe there is the potential for greater instantaneous flow when hitting large bumps, so the roll axis stability of the car is actually improved over older models.
In the "hard mode", again selected dynamically by the computer based on inputs such as steering wheel angle and road speed, the central unit is isolated, completely blocking the cross-flow of oil and isolating the middle sphere, giving stiffer springing, much stiffer damping, and much reduced body roll.
The Activa and Hydractive- 2 refinements / developments were quite effective although only the Xantia has been fitted with it. The main setback was that ride comfort was even worse than a BMW (although cornering speeds were fantastic) which did not go too well with the traditional Citroën clientele. The current adjustable systems (computer controlled) lack this anti roll characteristic, and there are owners who always prefer the "comfort" setting rather than the "sporty" one, because again, that is not what Citroën is about.

A further mechanical advantage of hydraulic suspension is that the car is able to link its braking effort to the weight on the wheels. In the Citroën BX, the rear braking effort comes from the pressure exerted on the LHM fluid by the weight on those struts. This means that as the weight travels forward under braking, there is less pressure on the back suspension. The suspension then exerts less pressure on its fluid, and as weight and grip diminish on the wheels, so does the braking effort, thus the hydropneumatic system prevents rear wheel lock ups.

In addition to these benefits, Citroën pioneered computer controlled suspension in the early nineties by inserting a computer to take readings from the cars' chassis and control systems and let the computer make informed decisions about how to handle the cars suspension. The computer could then effect these decisions by things like servo valves, and offered benefits like soft suspension for cruising, but stiffer, sportier suspension for faster harder driving, allowing the driver to cruise in comfort and still enjoy a responsive car. It also moves substantially towards eliminating body roll and if used for a sportier driver will save tyre wear as well (they claim).

http://www.gtcars.ca/images/suprarz/...c's/23.jpg

Its worth noting that when Mercedes launched their latest 600 SLC version with a computer controlled anti roll system, Auto Motor und Sport then proudly claimed that to be the first such anti roll system in world, only having to correct that one issue later by having to mention a French invention.
Rolls Royce was the only company ever to buy the patent and they used in in the rear suspension of the Silver Shadow. When Citroën was the owner of Maserati some of their cars were also hydropneumatised.


http://www.youtube.com/watch?v=S0_6HHNh6_g<!-- google_ad_section_end -->

رد: Citroën SM,STUNNING!!
 

sm_ citroen dieseL

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1970 Citroën SM Automatic


http://www.mirafiori.com/~shaun/cars/73sm2.jpg


http://www.autoviva.com/img/photos/1...arge_28137.jpg

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manuaL
gearbox

http://immortal-memories.com/bitmaps/smdh-1.jpg

LOOK AT THE POWER STEERING
IN THIS VIDEO INSPITE OF THE ENGINE IS COMPLETELY SHUT DOWN!!!

http://www.youtube.com/watch?v=x3rnevNsRgY