Citroën DS
| Company type | Product model |
|---|---|
| Industry | Automotive |
| Predecessor | Citroën Traction Avant |
| Founded | October 6, 1955 |
| Defunct | April 24, 1975 |
| Headquarters | Paris , France |
Area served | Worldwide |
| Products | Executive cars (fastback/sedan, wagon/estate, convertible) |
| Owner | Michelin (1934–1974) |
Citroën DS () represents a front mid-engine, front-wheel-drive executive car manufactured by Citroën between 1955 and 1975. Offered in fastback/sedan, wagon/estate, and convertible variants over three generations, it was sold alongside the more affordable Citroën ID model.
Celebrated for its sleek aerodynamic styling and cutting-edge technology, the DS established new standards in suspension comfort, handling precision, and braking performance. It was the pioneer among mass-produced vehicles to feature hydropneumatic suspension and disc brakes. The 1967 Series 3 introduced the automotive industry's first mass-produced directional headlights.
The design was a collaboration between Italian sculptor and industrial designer Flaminio Bertoni and French aeronautical engineer André Lefèbvre, with the hydropneumatic suspension system engineered by Paul Magès. In 1967, Robert Opron updated the DS with a facelift. Citroën manufactured a total of 1,455,746 units across six countries, with the primary production site being the Paris Quai de Javel factory where 1,330,755 cars were assembled.
Merging advanced front-wheel-drive architecture with pioneering features, the DS achieved notable success in rally competitions during its production span, securing key wins from 1959 through 1974. It was ranked third in the influential 1999 Car of the Century poll and declared the most beautiful automobile ever by Classic & Sports Car magazine.
The model names DS and ID are French wordplays: "DS" is pronounced like ('goddess'), while "ID" sounds like idée ('idea').
Model history
Following nearly two decades of confidential development as the successor to the Traction Avant, the DS 19 debuted on 6 October 1955 at the Paris Motor Show. Within just 15 minutes of unveiling, it received 743 orders, reaching a total of 12,000 on opening day. Over ten days, deposits amounted to 80,000—a record that stood for over six decades until broken by the Tesla Model 3, which garnered 180,000 first-day deposits in March 2016. The initial price for a 1959 ID19 was approximately US$2,833.
Journalists of the era lauded the DS for redefining the balance between ride comfort and handling dynamics. For post-war France—then rebuilding and shaping its identity—the DS became a symbol of national innovation and was exported worldwide. It also underscored France’s role in the technological competition during the Cold War; philosopher Roland Barthes famously remarked that it seemed "to have fallen from the sky." An American advertisement encapsulated its allure by stating: "It takes a special person to drive a special car."
Owned by tyre manufacturer Michelin, Citroën engineered the DS around advanced radial tyre technology. The vehicle incorporated double wishbone suspension with L-shaped arms at the front and trailing arms at the rear, paired with revolutionary hydropneumatic spring and damper units. This system offered automatic self-leveling and driver-selectable ride height adjustment, developed internally by Paul Magès, allowing smooth navigation over France’s often rough road conditions.
Further innovations included power-assisted steering and a semi-automatic gearbox—eliminating the clutch pedal while retaining manual gear changes via hydraulic power assistance. To reduce weight transfer and lower its center of gravity, the DS featured a fibreglass roof panel. Inboard front disc brakes minimized unsprung mass, while differing front and rear track widths helped counteract typical understeer associated with front-wheel-drive layouts. Notably, it was the first mass-market automobile fitted successfully with disc brakes.
At launch, it introduced centerlock wheels secured by captive Allen bolts with hexagonal drive interfaces designed for rapid wheel changes—an advantage in motorsport applications. Its design was influenced by France’s tax horsepower regulations favoring smaller engine sizes; unlike its predecessor, no six-cylinder variants were produced. Although Citroën had intended to develop an air-cooled flat-six engine, financial limitations prevented this from reaching production.
The DS secured third place in the prestigious 1999 Car of the Century contest and was ranked fifth on Automobile Magazine’s 2005 list of "100 Coolest Cars." Additionally, it earned recognition as the most beautiful car ever by Classic & Sports Car magazine following a survey of twenty prominent designers including Giorgetto Giugiaro and Ian Callum.
Motorsport
The DS garnered significant achievements in motorsport, especially in rallying, where its capability on uneven terrain provided a distinct edge. It triumphed at the Monte Carlo Rally in both 1959 and 1966, with the latter victory marked by controversy following the disqualification of the BMC Mini-Cooper team. In 1962, Pauli Toivonen claimed first place at the 1000 Lakes Rally driving a DS19.
During the 1968 London–Sydney Marathon, a DS leading the competition was involved in an accident caused by a Mini driven by an intoxicated driver. Robert Neyret secured wins at the Rallye du Maroc in consecutive years, 1969 and 1970, behind the wheel of a DS 21.
The DS continued to demonstrate its endurance prowess in grueling events such as the 1974 London-Sahara-Munich World Cup Rally, outperforming more than seventy rivals, with only five vehicles completing the entire course.
Technical innovation – hydraulic systems
While traditional automobiles primarily applied hydraulics to brakes and power steering, the DS expanded this technology to include suspension, clutch, and transmission functions. The more economical 1957 ID19 model featured manual steering alongside a simplified power-assisted braking system. System pressure was maintained by an engine-driven pump operating at .
At a period when few cars offered independent suspension on every wheel, Citroën's hydraulic self-leveling suspension represented a pioneering advancement. This technology provided precise handling coupled with an exceptional ride quality, often likened to a "magic carpet."
The hydropneumatic suspension concept initially debuted on the rear axle of the upscale Citroën Traction Avant 15CV-H model one year earlier.
Effect on Citroën brand development
Introduced in 1955, the DS solidified Citroën’s reputation as an automotive pioneer, building upon the legacy of the Traction Avant, which had been the world’s first mass-produced unitary body front-wheel-drive automobile since 1934. The DS created such a profound impact that Citroën avoided launching similarly radical models between 1955 and 1970.
As a substantial and costly[1] executive car, attempts to extend the brand downward from the DS were unsuccessful. Throughout the late 1950s and into the 1960s, Citroën developed various vehicles aimed at profitable market segments situated between the 2CV and DS—areas occupied by competitors like the Peugeot 403, Renault 16, and Ford Cortina—yet none reached production due to either cost inefficiency or insufficient innovation. Owned by Michelin from 1934 until 1974, Citroën operated as an experimental platform that also advanced Michelin’s radial tire technology.
New models derived from the compact and practical 2CV economy car were introduced, including the 1961 Ami, designed by Flaminio Bertoni to merge Three-box styling with the 2CV chassis. The Ami achieved success domestically in France but encountered difficulties in export markets due to its unconventional styling and limited performance.[2] The Dyane, an updated hatchback version of the 2CV, competed directly against the Renault 4. Despite these introductions, a significant gap persisted above the small two-cylinder offerings throughout the decade.
Citroën filled this middle-market void in 1970 with the launch of the Citroën GS, which earned "European Car of the Year" honors in 1971 and achieved sales exceeding 2.5 million units. This model featured a flat-4 air-cooled engine paired with Hydropneumatic suspension. Plans for a more powerful variant equipped with a Wankel rotary engine were made but never fully realized.
Replacing the DS
Throughout its production run, the DS maintained strong sales performance, reaching its highest point in 1970. Nevertheless, by the 1970s, certain design elements such as the narrow passenger compartment, column-mounted gear lever, and separate wheel arches began to seem outdated.
In 1970, Citroën introduced the SM, a contemporary successor to the DS that retained a similar length but was notably wider. The SM incorporated numerous shared parts from the DS, including a revised manual transmission, front disc brakes, axles, wheel bearings, steering components, and hydraulic systems.
Distinct from the DS, the SM was aimed at the luxury grand touring market. Equipped exclusively with a costly Maserati engine, it offered superior speed and carried a significantly higher price tag. Its 2+2 seating layout and premium cost limited its suitability as a practical large family sedan—a critical segment for Citroën in Europe. Typically, manufacturers created low-volume coupés based on existing sedans rather than entirely new models; for instance, Mercedes-Benz’s SLC (C107) was built on sedan underpinnings. BMW similarly uses this approach with its 5 Series sedan and 6 Series coupe.
Because of its elevated price and restricted practicality, the SM did not succeed in replacing the DS as Citroën’s flagship vehicle in the large family or executive car category. Instead, this position was filled by the smaller CX, which continued to represent Citroën in that segment alone.
Production of the DS concluded on 24 April 1975. To bridge sales until the CX estate's debut in autumn 1975, Citroën accumulated an eight-month stockpile of DS estate models ('break'/'Safari').
Development
The DS preserved its overall dimensions and silhouette with removable body panels designed for easy maintenance. Over its two-decade production span, it experienced ongoing enhancements.
ID 19 submodel broadening market reach (1957–69)
The original 1955 DS19 was priced approximately 65% higher than its predecessor, the Citroën Traction Avant, which constrained sales in post-war France. To expand accessibility, Citroën launched a more economical ID variant in 1957.
While sharing the DS's bodywork, the ID was less powerful and less equipped. Both models initially featured a 1,911 cc engine; however, the ID produced , compared to the DS19's . In 1961, the DS19 received an upgrade with a Weber-32 twin carburetor and an increased compression ratio from 7.5:1 to 8.5:1, raising output to . The ID19 remained mechanically simpler by omitting power steering and hydraulic transmission systems. Initially priced over 25% lower than the DS19, this difference diminished after discontinuing the entry-level "Normale" model in 1961. A station wagon version called the ID Break was introduced in 1958.
D Spécial and D Super (1970–75)
The ID lineup was succeeded in 1970 by the D Spécial and D Super models, which continued to serve as more affordable options within the range. The D Super utilized the DS21’s 2175 cc engine paired with a five-speed manual gearbox and was marketed under the name D Super 5.
Series 2 – Front-end redesign in 1962
In September 1962, Citroën updated the DS with a redesigned front end that improved aerodynamic efficiency and ventilation while adding optional driving lights mounted on the front fenders. This facelift was applied uniformly across all variants including ID models and station wagons.
Series 3 – 1967 Nose Redesign Featuring Directional Headlights
At the end of 1967, in preparation for the 1968 model year, the DS and ID underwent a redesign by Robert Opron, who later created the 1970 SM and 1974 CX. This facelift introduced a sleek headlamp assembly with four lamps placed beneath a unified glass cover. Notably, the inner high-beam lights pivoted in tandem with the steering, significantly improving illumination when navigating curves—particularly beneficial during nighttime driving on twisty roads. These adaptive headlights were mechanically connected to the front wheels via cables.
Each glass-covered cluster housed inner high-beams capable of swiveling up to 80°, directing light toward the vehicle’s turning trajectory, while the outer low-beams automatically adjusted their level to offset changes from acceleration or braking. Due to regulatory constraints in the United States, a variant featuring four exposed, fixed-position headlights was manufactured for that market.
Although directional lighting technology had appeared earlier on the 1948 Tucker 48 'Torpedo', Citroën was pioneering in making adaptive headlights widely available to consumers, representing a breakthrough in automotive lighting innovation.
Introduction of New "Green" Hydraulic Fluid
The original hydropneumatic system relied on a vegetable oil-based hydraulic fluid (liquide hydraulique végétal, LHV), subsequently replaced by a synthetic alternative (liquide hydraulique synthétique, LHS). Both types absorbed moisture from the air, which caused corrosion and increased maintenance expenses. The DS/ID’s suspension design exacerbated this problem, as fluctuating fluid levels in the accumulators drew in humid air.
In 1967, Citroën launched a mineral oil-based hydraulic fluid known as LHM (liquide hydraulique minéral), which was less prone to corrosion and enhanced system longevity. This new fluid necessitated seals made from different materials; incorrect use of incompatible fluids could quickly degrade these seals. To avoid confusion, Citroën added a vivid green dye to LHM and painted all corresponding hydraulic parts green—the preceding LHS components were black.
All DS/ID variants, including estate models, adopted LHM simultaneously worldwide except in North America, where implementation was postponed until January 1969 due to regional regulations.
Global Production and Sales
The primary manufacturing location for the DS was at Quai André-Citroën in Paris’s Javel district, complemented by production facilities in the United Kingdom, South Africa, former Yugoslavia (mainly producing Break Ambulances), and Australia.
During the 1960s, Australia assembled its own version of the D model at Heidelberg, Victoria, known locally as the ID 19 "Parisienne." Australian editions frequently came standard with features such as the "DSpecial DeLuxe," which were not offered in European markets.
Up until 1965, UK assembly took place at Citroën’s Slough plant using French knock-down kits combined with domestically sourced components, some of which were machined onsite. In 1962, British electrical systems were replaced by French units utilizing negative earth grounding. The UK market received an intermediate variant called the DW in 1963—equipped with manual transmission and a simplified clutch but retaining DS powertrain components; this model was known elsewhere as the DS19M. Following the introduction of the 1985 cc engine replacing the original 1911 cc unit in September 1965, manual-transmission DS models produced at Slough were rebranded DS19A. The Slough assembly line ceased operations in February 1966; subsequent vehicles were fully imported from France. British-built examples are characterized by leather upholstery, dashboards made of wood or plastic, chrome number plate holders on front bumpers, and (pre-1962) Lucas electrical systems—all configured for right-hand drive.
Production and distribution of the DS continued in South Africa from 1959 through 1975.
While available in Japan, DS vehicles there were imported exclusively from France as left-hand drive models.
DS in North America
From 1956 until 1972, the DS was available in the North American market. Although it enjoyed acclaim and popularity across Europe and received positive reviews from American automotive journalists, it faced commercial challenges in both the United States and Canada. Positioned as a luxury automobile, the DS lacked several features that North American consumers typically expected, including an automatic transmission, air conditioning, power windows, and a high-performance engine. Its design primarily catered to French market conditions and taxation policies, which did not align with the preferences or regulations of North America.
Another significant obstacle was the limited availability of replacement parts, which hindered maintenance and repairs—a difficulty highlighted by Jay Leno based on his early experiences at a Citroën dealership in Boston. In 1969, the DS with a 115 hp engine was priced at $4,170, making it costly compared to rivals such as the $4,500 Buick Electra 225 Custom that featured a V8 powertrain, automatic gearbox, and power-operated windows.
The combination of scarce spare parts, inability to compete with larger luxury vehicles on value, and a design not tailored to North American tastes resulted in total sales of approximately 38,000 DS units across the region.
U.S. regulatory requirements further limited the DS's market potential. Federal Motor Vehicle Safety Standard 108 mandated the use of round sealed-beam headlights with brightness up to 75,000 candlepower, effectively prohibiting the DS's innovative quartz iodine swivel headlamps and aerodynamic covers. These restrictions remained until Ford successfully advocated for composite headlamp approval in 1983. In contrast, Canada permitted these European-style lighting systems.
The DS's hydraulic fluid system also encountered regulatory hurdles. The castor-based LHV and synthetic LHS fluids commonly used in Europe were not approved by the National Highway Traffic Safety Administration (NHTSA) for use in North America. This necessitated reliance on standard brake fluid, which lacked the required viscosity and lubricating properties for operating suspension and transmission components. The mineral-based LHM fluid developed to address these shortcomings required official safety certification; NHTSA granted this authorization only in January 1969. As a result, roughly half of the DS cars sold in the U.S. in 1969 used incompatible red LHS fluid, while the other half employed green LHM fluid.
Pallas
Launched in 1965, the DS Pallas represented an upscale trim level offering superior soundproofing, optional leather seats, and more sophisticated exterior detailing. Starting from 1966, it also featured a height-adjustable driver's seat aimed at attracting buyers within the luxury segment.
Station wagon, Familiale, and Ambulance
Introduced in 1958, the station wagon version was marketed under different names worldwide: Break in France; Safari or Estate in the United Kingdom; Wagon in the United States; and Safari or Station-Wagon in Australia. It included a steel roof equipped with a standard roof rack. The Familiale model provided extra seating capacity through three folding seats positioned between the front and rear rows, whereas the standard Break offered two side-facing rear seats.
An Ambulance variant modified the rear seating area to accommodate stretchers with a 60/30 split configuration. Additionally, a Commerciale version was briefly produced.
The Safari model found specialized use as a camera vehicle for broadcasters such as the BBC, taking advantage of its hydropneumatic suspension system to provide a stable platform for filming.
Convertible
Between late 1960 and mid-1971, Citroën offered a factory-built convertible model ("Décapotable") crafted by the coachbuilder Henri Chapron. Approximately 1,400 units of this upscale variant were sold, featuring reinforced chassis elements akin to those found in the Break model to enhance structural strength.
Henri Chapron initially created a DS19 convertible prototype that debuted at the 1958 Paris Motor Show. After forming a partnership with Citroën, production of the cabriolet began in autumn 1960, with sales conducted through official Citroën dealerships. This collaboration spanned roughly ten years, during which Chapron developed multiple versions including two- and four-seat convertibles ("Le Caddy," "Le Palm Beach"), coupés ("Le Paris," "Le Concorde," "Le Dandy," "Le Léman"), and saloons ("La Majesty," "La Lorraine").
Although factory production ceased in 1971, Chapron continued to build and market his convertible models independently until 1974, maintaining a distinctive presence in this specialized segment.
Chapron variations
Henri Chapron designed a range of custom models based on Citroën ID / DS 19, DS 21, and DS 23 platforms. His portfolio included coupés such as “Le Paris,” “Le Concorde,” “Le Dandy,” and “Le Léman”; convertibles like “La Croisette,” “Le Caddy” (two-seater), and “Le Palm Beach” (four-seater); as well as sedans named “La Majesty” and “La Lorraine.” Additionally, he produced unique saloon variants including the "Prestige" featuring a central divider and the notchback "Lorraine." One of his most notable creations was the grand DS Présidentielle (1967–1968), designed by Citroën’s styling team. Measuring 6.53 meters in length, it was intentionally longer than the official vehicles used by US Presidents Johnson and Nixon. Commissioned by President Charles de Gaulle, who ultimately disliked the partition, he favored DS landaulets or earlier special-bodied Citroën 15/6 H models crafted by Franay and Chapron.
Bossaert coupé
Between 1959 and 1964, Hector Bossaert constructed a coupé on a DS chassis shortened by approximately 18.5 inches. The front section remained unchanged while the rear adopted a notchback design.
The Reactor
In 1965, American custom car designer Gene Winfield created The Reactor, utilizing a Citroën DS chassis equipped with a turbocharged flat-six engine producing 180 horsepower from a Chevrolet Corvair. This powertrain drove the front wheels. Due to the engine’s length, seating was limited to a single row within an aerodynamic aluminum body.
The Reactor received notable exposure through appearances on several American television series such as Star Trek: The Original Series (episode "Bread and Circuses"), Batman (episodes including "Funny Feline Felonies" and one featuring Catwoman’s vehicle), and Bewitched (episode "Super Car").
Michelin PLR
The Michelin PLR is a mobile tire testing apparatus built upon the 1972 DS Break platform, later utilized for promotional activities.
Back to the Future Part II taxi
For the 1989 movie Back to the Future Part II, a futuristic flying taxi set in 2015 was designed using the DS as its base model.
Suspension
The DS employs a hydropneumatic suspension system where each wheel is connected to a hydraulic suspension unit composed of a nitrogen-pressurized accumulator sphere (approximately 12 cm in diameter), a hydraulic fluid cylinder containing a piston attached to the suspension arm, and a damper valve that replaces traditional shock absorbers. The piston compresses hydraulic fluid against the nitrogen cushion to provide spring functionality.
Hydraulic fluid is delivered from a central reservoir via a height corrector, which is regulated by the anti-roll bar’s neutral position to keep ride height consistent by adding or releasing fluid as necessary. Drivers can choose from five height settings: normal; two elevated positions for rough terrain; and two extreme heights for wheel maintenance.
This oleopneumatic system eliminated reliance on conventional jacks. To change wheels, drivers would raise the suspension to its maximum height, insert an adjustable stand into a peg near the flat tire, then lower the suspension so that the tire was suspended just above ground level—facilitating easier tire replacement. This mechanism was also implemented on the SM model and later replaced on the CX by a screw jack that lifted tires after suspension elevation. Although innovative, this system occasionally experienced abrupt drops if the stand was incorrectly positioned or if ground surfaces were uneven.
Pressure source and storage
At the heart of the hydraulic system was a high-pressure pump that maintained pressure within two accumulators resembling suspension spheres. One accumulator was dedicated to the front brakes, while the other supplied hydraulic power to the remaining systems. (In simpler ID variants, the primary accumulator also served the front brakes.) When hydraulic pressure failed, steering became heavy first, followed by gearbox issues, with brake failure occurring last.
Two types of pumps were utilized: the DS employed a seven-cylinder axial piston pump powered by two belts delivering high pressure, whereas the ID19 used a more straightforward single-cylinder pump driven by an eccentric on the camshaft.
Hydraulique or Citromatic
Initially, the DS came exclusively with the Hydraulique four-speed semi-automatic gearbox (B.V.H.—Boîte de Vitesses Hydraulique).
This system combined a hydraulically controlled clutch and gearbox, enabling gear shifts via a lever positioned behind the steering wheel alongside easing off the accelerator. The mechanism automatically disengaged the clutch and current gear, selected and engaged the new gear, then re-engaged the clutch. Hydraulic control adjusted clutch engagement speed according to engine rpm, carburetor throttle position, and brake application. Applying the brake reduced engine idle below clutch engagement speed to avoid friction when stopped in gear; releasing it raised idle to produce gentle creeping similar to an automatic transmission. Additionally, this increased engine drag during braking to prevent engine resistance against the brakes. A loss of hydraulic pressure caused clutch disengagement to prevent driving while maintaining brake pressure for safe stopping.
Unlike automatic transmissions, there was no Park setting locking the wheels. The hydraulic clutch disengaged when the engine was off, preventing cars from being left in gear while parked; rolling was only prevented by applying the parking brake.
Manual—four-speed and five-speed
The simpler later ID19 model shared the DS's conventional manual gearbox and clutch as a budget-friendly alternative starting in 1963. In September 1970, Citroën introduced a five-speed manual transmission in addition to the original four-speed unit. All manual gearboxes featured a shifter mounted on the steering column.
Fully automatic
September 1971 saw Citroën launch a three-speed fully automatic Borg-Warner 35 transmission on DS 21 models and later on DS 23. Despite strong demand for automatics in the US market, this variant was never offered there. Nevertheless, many automatic DS 23 fuel-injected sedans equipped with air conditioning were sold in Australia.
Engines
Citroën originally planned to use an air-cooled flat-six engine derived from the 2CV’s two-cylinder design; however, technical difficulties and financial constraints led to abandoning this concept.
Instead, the DS 19 utilized an older OHV four-cylinder engine sourced from Citroën Traction Avant 11B and 11C models. This powerplant featured three main bearings, wet liners, and an aluminium cross-flow cylinder head with hemispherical combustion chambers, delivering 75 hp at 4500 rpm—an improvement over the Traction Avant’s 60 hp output.
The DS’s gearbox was positioned ahead of the engine with the differential between them, defining it as a mid-engine front-wheel-drive configuration.
Over its two-decade production span, DS and ID engines were progressively enhanced to overcome initial underpowered performance. The original 1911 cc three-bearing motor was replaced in 1965 by a 1985 cc five-bearing unit (DS 19a/DS 20).
The DS 21 debuted in 1965 featuring a 2175 cc five-bearing engine producing 106 hp DIN. Bosch electronic fuel injection was introduced in 1970, making the DS one of the earliest mass-produced cars equipped with this technology. Carbureted versions also gained modest power increases thanks to larger inlet valves.
In 1973, the DS 23 was introduced with a 2347 cc engine available in both carbureted and fuel-injected variants. The fuel-injected DS 23 represented the most powerful production model at 141 hp SAE (130 hp DIN).
ID models followed similar development patterns but generally lagged about one year behind. ID saloons never received either the DS 23 engine or fuel injection; however, Break/Familiale variants adopted the carbureted DS 23 engine alongside their existing DS20 units.
The top-tier ID model DSuper5 (DP) incorporated the DS21 engine for its 1973 model year release paired with a five-speed gearbox. This distinguished it from earlier DSuper versions which offered an optional low-ratio five-speed or previous DS21M five-speed configurations.
In popular culture
On 22 August 1962, President Charles de Gaulle narrowly escaped an assassination attempt near Paris at Le Petit-Clamart, orchestrated by Jean-Marie Bastien-Thiry, a veteran of the Algerian War. The attack involved a machine-gun ambush targeting his motorcade. De Gaulle attributed his survival to the resilience of his unarmored Citroën DS, which managed to flee at high speed despite sustaining bullet impacts and two flat tires. After this incident, he committed to exclusively traveling in Citroën vehicles. This episode was dramatized in the 1973 film The Day of the Jackal.
The 1961 Citroën DS 19 Décapotable Usine, customized by Henri Chapron, earned significant attention when featured in the 1962 movie That Touch of Mink. Actor Cary Grant personally commissioned this vehicle from Citroën for the film’s production.
In the 1965 French comedy Fantômas se déchaîne, the antagonist operates a specially modified Citroën DS capable of flight.
Within the American television series Buffy The Vampire Slayer from the 1990s, the character Rupert Giles is seen driving a 1963 model DS.
Legacy
The market value of Citroën DS cars has shown consistent growth over time. For instance, a 1973 DS 23 Injection Electronique "Décapotable" (Chapron Convertible) was sold for €176,250 (approximately US$209,738) at Christie's during Rétromobile in February 2006. A comparable vehicle fetched €343,497 (around US$440,436) at Bonhams in February 2009. On 18 September 2009, a 1966 DS21 Décapotable Usine was auctioned for GB£131,300, while another DS21 Décapotable from 1973 sold for €189,000 at Bonhams in January 2010.
Citroën was prominently showcased at the Mullin Automotive Museum in 2017 and 2018, and the DS made its inaugural appearance on the lawn at the prestigious Pebble Beach Concours d'Elegance in 2018.
Highlighting its cultural importance, a parade featuring 1,600 DS vehicles passed by the Arc de Triomphe in Paris on 9 October 2005 to celebrate the model’s fiftieth anniversary.
In 2009, Groupe PSA introduced a luxury sub-brand named DS Automobiles, which offers upscale variants of existing models with unique mechanical components and body designs. The brand launched with models including the DS 3, DS 4, and DS 5. The DS 3, unveiled in March 2010 and derived from Citroën's C3 platform, focused on personalization and incorporated design elements reminiscent of the original DS, particularly its distinctive "Shark Fin" side pillar.
Production figures
- 1955: 69
- 1956: 9,868
- 1957: 28,593
- 1958: 52,416
- 1959: 66,931
- 1960: 83,205
- 1961: 77,597
- 1962: 83,035
- 1963: 93,476
- 1964: 85,379
- 1965: 89,314
- 1966: 99,561
- 1967: 101,904
- 1968: 81,860
- 1969: 82,218
- 1970: 103,633
- 1971: 84,328
- 1972: 92,483
- 1973: 96,990
- 1974: 40,039
- 1975: 847
See also
- Road & Track magazine (USA), November 1956 issue
- Road & Track magazine (USA), June 1958 issue
- Tatra 77
References
101 Henri Chapron archives
Further reading