رد: Citroën SM,STUNNING!!
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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؟
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البالونات اللي في الحوض
A Landrover with CITROEN DS suspension
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.
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The rear of the chassis, with differential (with inboard brakes) from a Jaguar. The rear suspension arms and wheel hubs are normally found on the front of a SM (or DS).
The front of the chassis with SM suspension and wheel hubs, SM diravi steering and SM inboard brakes mounted on a Nissan front differential.
Mounting point of front differential.
Front inboard brakes from a SM
Nissan 300 ZX Turbo engine. The Citroën pressure regulator with accumulator sphere and the hydraulic pump are clearly visible on the left of the photo.
The Citroën priority valve and brake accumulator mounted on the right hand frame.
A view under the hood. |
Citroën SM
| | In 1970, Citroën launched two new models - the SM and what was probably the most technically dense car within its market sector, the 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 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.
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.
| |  |  | Above - the bodywork elements
Below - the DIRAVI steering |  | Right - suspension layout
Below - braking layout |  | |  | | 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 |  |  |  | | Above and below - engine and transmission showing inboard disc brakes - click on image to see large version (will open in new window) |  |  | | Above -appearances notwithstanding, this is a SM under the DS skin as rallied by M Waldegaard |  | | Chapron also built a number of four door limousines called Opéra and a drophead cabriolet called Mylord. More pictures can be seen in the Graham Lane Photothèque. |  |  |  | |
| Technical specification 1971
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Number of cylinders
| V 6
| Cubic capacity
| 2 670 cm3
| Bore and stroke
| 87 x 75 mm
| Fiscal power rating
| 15 CV
| Fuel system
| Three Weber carburettors
| Maximum power output in brake horse power
| 180 SAE @ 6 250 rpm
170 DIN @ 5 500 rpm
| Valve gear
| 4 overhead camshafts, 2 overhead valves per cylinder
| Transmission
| Front wheel drive via 5 speed manual gearbox
| Brakes
| Fully powered discs, front brakes mounted inboard, parking brake operates on front brakes
| Suspension
| Self levelling, fully independent, variable ride height, hydropneumatic with anti dive, anti squat geometry
| Steering
| Rack and pinion, DIRAVI/Varipower
| Dimensions
| Length
| 4,890 m
| Width
| 1,840 m
| Height
| 1,320 m
| Wheelbase
| 2,950 m
| Front track
| 1,530 m
| Rear track
| 1,330 m
| Weight
| 1 450 kg
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| Maximum speed
| 220 kph
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|  | | The SM , despite being longer than the DS, was a 2 + 2 Grand Tourer.
The body was styled by Robert Opron who was also responsible for the GS and CX .
The glass front housed no less than six headlamps, all of which were connected to the suspension to maintain a constant beam height whether accelerating or braking while the inner pair were connected to the steering. American customers had to put up with four round lamps with no glass nacelle.
| | | | In 1973, power output was increased to 188 bhp SAE @ 6 250 rpm/178 bhp DIN @ 5 500 rpm thanks to the fitting of electronic fuel injection. Top speed increased to 228 kph.
In 1974, the SM Automatique was launched, fitted with a 2 965 cm3 engine developing 190 bhp SAE @ 6 500 rpm/180 bhp DIN @ 5 500 rpm, fed by three Weber carburettors and a three speed Borg Warner automatic gearbox offering a top speed of 205 kph.
Escalating fuel prices in 1975 coupled with the unimaginative dead hand of Peugeot killed the SM off.
|  | Click on the two engine cutaways to see large version (will open in new window)
Below the fuel injected engine |  | | Above and below in its first outing, the gruelling Rallye du Maroc, the SM came first in Group 4 | | | | Above, below and below left - Henri Chapron built two four door drophead SMs for the Elysée | | | | |
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14-12-2010, 08:34 AM
Citroën SM,STUNNING!!
