Citroën D Special
| Company type | Executive car model |
|---|---|
| Industry | Automotive |
| Predecessor | Citroën Traction Avant |
| Founded | 1955 |
| Founder | Citroën |
| Defunct | 1975 |
| Fate | Discontinued, succeeded by Citroën CX (estate variant until autumn 1975) |
| Successor | Citroën CX (estate variant) |
| Headquarters | Paris (Quai de Javel facility) , France |
Area served | Worldwide |
Key people | Flaminio Bertoni (designer), André Lefèbvre (engineer), Paul Magès (hydropneumatic suspension engineer), Robert Opron (1967 facelift designer) |
| Products | Executive cars (fastback/sedan, wagon/estate, convertible) |
| Owner | Michelin (1934–1974) |
| Parent | Citroën |
The Citroën DS () is an executive vehicle featuring a front mid-engine layout and front-wheel drive, manufactured by Citroën between 1955 and 1975. Available in fastback/sedan, wagon/estate, and convertible formats across three generations, it was sold alongside the more budget-friendly Citroën ID model.
Celebrated for its streamlined styling and pioneering technologies, the DS revolutionized standards in ride comfort, handling precision, and braking performance. It was the first widely produced automobile to incorporate hydropneumatic suspension and disc brakes. The 1967 Series 3 update introduced mass-produced directional headlamps.
The car’s design was crafted by Italian sculptor and industrial designer Flaminio Bertoni together with French aeronautical engineer André Lefèbvre, while the hydropneumatic suspension system was engineered by Paul Magès. The 1967 facelift was the work of Robert Opron. Throughout its production run, Citroën built 1,455,746 units in six countries, with 1,330,755 assembled at the Paris Quai de Javel facility.
Thanks to its front-wheel drive layout and sophisticated suspension system, the DS proved competitive in rally competitions during its lifetime, securing significant wins between 1959 and 1974. It placed third in the 1999 Car of the Century poll and was acclaimed as the most aesthetically pleasing automobile ever by Classic & Sports Car magazine.
Both 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, it received orders for 743 units, which surged to 12,000 by the end of that day. Over the entire ten-day exhibition, deposits reached an unprecedented 80,000—a record that stood for more than six decades until overtaken by the Tesla Model 3, which garnered 180,000 deposits on its first day in March 2016. The original ID19 model from 1959 had a listed price of US$2,833.
At launch, automotive journalists lauded the DS for advancing the equilibrium between driving comfort and dynamic control. In postwar France, it became a symbol of national ingenuity and was exported worldwide. During the 1963 Amsterdam International Autoshow, Citroën presented a DS body as a rotating sculpture to highlight its forward-looking design that resonated with the era’s Space Age themes and Cold War technological competition. Philosopher Roland Barthes famously remarked that it seemed as if the car had "fallen from the sky." An American advertisement captured its distinctiveness with the tagline: "It takes a special person to drive a special car."
Owned by tyre producer Michelin, Citroën engineered the DS around advanced radial tyre technology developed since 1948. The vehicle incorporated double wishbone front suspension paired with trailing arms at the rear axle, integrated with innovative hydropneumatic spring and damper units created internally by Paul Magès. This setup featured automatic self-leveling and allowed drivers to adjust ride height manually, ensuring a smooth ride even on France’s often rough roads.
Other notable technical features included power-assisted steering and a semi-automatic transmission that eliminated the clutch pedal while requiring manual gear shifts via a hydraulic system. A fibreglass roof lowered overall center of gravity and helped reduce weight transfer during cornering. Inboard front disc brakes combined with independent suspension minimized unsprung mass. The car’s differing front and rear track widths helped mitigate understeer commonly seen in front-engine, front-wheel-drive vehicles. The DS was also pioneering as the first widely produced automobile to be equipped successfully with disc brakes.
When introduced, its innovative centerlock wheels enabled rapid tire changes—a crucial advantage in motorsport events. The vehicle’s design reflected France’s taxation system based on horsepower favoring smaller engines; unlike its predecessor, no six-cylinder variant was offered. Although an air-cooled flat-six engine had been planned, financial limitations halted its development.
The DS achieved third place in the 1999 Car of the Century ranking and was listed fifth on Automobile Magazine’’s 2005 "100 Coolest Cars" compilation. It earned recognition as the most beautiful car ever by Classic & Sports Car magazine following a poll involving twenty esteemed designers such as Giorgetto Giugiaro, Ian Callum, and Leonardo Fioravanti.
Motorsport
The DS gained significant recognition in the realm of motorsport, especially in rallying, where its capability to sustain high speeds over challenging terrain proved decisive. It secured victory at the Monte Carlo Rally in both 1959 and 1966, though the latter win was surrounded by dispute following the disqualification of the BMC Mini-Cooper team. At the 1962 1000 Lakes Rally, Pauli Toivonen achieved first place behind the wheel of a DS19.
During the 1968 London–Sydney Marathon, a DS that was leading the competition was involved in a collision caused by an intoxicated Mini driver. Driving a DS 21, Robert Neyret triumphed at the Rallye du Maroc consecutively in 1969 and 1970.
The DS continued to demonstrate its endurance capabilities by winning the grueling 1974 London-Sahara-Munich World Cup Rally, outperforming more than 70 competitors, with only five participants completing the entire course.
Technical innovation – hydraulic systems
While traditional automobiles of the era employed hydraulics primarily for braking and power steering, the DS expanded this technology to include suspension, clutch, and transmission operations. The more economical 1957 ID19 model featured manual steering alongside a simplified hydraulic braking system. System pressure was maintained by an engine-driven pump operating at .
At a time when full-wheel independent suspension was rare, the DS introduced an innovative hydraulic self-leveling suspension system that delivered precise handling combined with remarkable ride quality, often likened to traveling on a "magic carpet."
This sophisticated hydropneumatic suspension was initially developed a year earlier on the rear axle of Citroën’s premium Traction Avant 15CV-H variant.
Effect on Citroën brand development
The launch of the DS in 1955 cemented Citroën’s status as a pioneer in automotive innovation, building upon the legacy of the Traction Avant, which was the first mass-produced unitary body front-wheel-drive vehicle introduced in 1934. The impact of the DS was so profound that Citroën chose not to release any groundbreaking new models from 1955 until 1970.
Positioned as a large and costly[1] executive car, the DS inspired an unsuccessful attempt to extend the brand downward. Throughout the late 1950s and 1960s, Citroën explored several projects aimed at lucrative segments between the 2CV and DS, seeking to compete with vehicles like the Peugeot 403, Renault 16, and Ford Cortina. However, none of these concepts progressed to production.[2] These initiatives either proved financially unviable or lacked sufficient innovation. Under Michelin's ownership from 1934 to 1974, Citroën functioned as an experimental platform that showcased Michelin's radial tire advancements whenever successful.
During this period, new models derived from the small utilitarian 2CV economy car were introduced, including the 1961 Ami, designed by Flaminio Bertoni. The Ami combined classic Three-box styling with the 2CV chassis and achieved domestic success but faced limited acceptance abroad due to its unconventional design and modest performance.[3] The Dyane, a modernized hatchback version of the 2CV, competed directly with the Renault 4. Despite these offerings, a substantial market void persisted above the small two-cylinder segment throughout the 1960s.
In response, Citroën launched the mid-range Citroën GS in 1970, which earned "European Car of the Year" honors in 1971 and achieved sales exceeding 2.5 million units. This model featured an air-cooled flat-4 engine coupled with advanced Hydropneumatic suspension. Although plans existed for a more powerful rotary-engine variant, it never reached full production.
Replacing the DS
Throughout its production lifespan, the DS maintained a strong market presence, reaching its zenith in 1970. Nevertheless, certain design elements such as the narrow passenger compartment, column-mounted gearstick, and distinct fenders began to seem antiquated by the early 1970s.
In 1970, Citroën unveiled the SM, a contemporary successor that shared a similar length but was notably wider than the DS. Numerous components—including the manual transmission, front disc brakes, axles, wheel bearings, steering knuckles, and hydraulic systems—were either directly taken from or modified versions of those used in the DS.
Rather than serving as an outright replacement for the DS, the SM was aimed at a fresh luxury grand touring niche. It was equipped with an exclusive and high-cost Maserati engine, offering superior speed and commanding a much higher price point. Unlike conventional luxury sedans designed for family use, the SM had a restricted 2+2 seating arrangement and sacrificed practicality. While competitors such as Mercedes-Benz and BMW developed coupes based on shared sedan platforms, the SM was a standalone model produced in limited quantities.
Due to its premium pricing and specialized target audience, the SM did not supplant the DS within Citroën’s range. Instead, Citroën introduced the more compact CX to fulfill the role of a large family and executive vehicle. Production of the DS ceased on 24 April 1975; however, stock of the 'break'/'Safari' estate variant continued until the CX estate was launched in autumn 1975.
Development
The DS retained its overall dimensions and distinctive silhouette with easily detachable body panels during its two-decade production span, while undergoing ongoing enhancements.
ID 19 submodel to extend brand downwards (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 broaden accessibility, Citroën introduced the more economical ID submodel in 1957.
Although sharing the same body as the DS, the ID featured reduced power output and fewer luxury appointments. Both models were powered by a 1,911 cc engine; however, the ID delivered only versus the DS19’s . In 1961, power for the DS19 increased to thanks to a Weber-32 twin carburetor and an elevated compression ratio made possible by improved fuel quality. The ID19 retained a conventional mechanical configuration without power-assisted steering or hydraulic systems. Initially priced over 25% less than the DS19, this difference diminished following discontinuation of the entry-level ID19 "Normale" in 1961. A station wagon variant named ID Break was introduced in 1958.
D Spécial and D Super (1970–75)
In 1970, Citroën phased out the ID line and replaced it with lower-specification models: the D Spécial and D Super. The D Super incorporated the DS21’s larger 2175 cc engine coupled with a five-speed transmission and was marketed as D Super 5.
Series 2 – Nose redesign in 1962
In September 1962, Citroën updated the DS with a redesigned front end that improved aerodynamic efficiency and ventilation. This revision also offered optional front fender-mounted driving lights and applied uniformly across all versions including both ID models and station wagons.
Series 3 – Nose redesign in 1967 with directional headlights
In late 1967, for the 1968 model year, the DS and ID underwent a redesign by Robert Opron, who later crafted the 1970 SM and 1974 CX. This facelift introduced a sleek headlamp arrangement featuring four lights enclosed beneath a smooth glass cover. The inner high-beam lamps could pivot up to 80° in sync with the steering wheel, significantly improving nighttime visibility on curvy roads. The outer low-beam lamps were equipped with self-leveling mechanisms to adjust for vehicle pitch changes during acceleration and braking. These directional headlights operated through cable linkages connected to the wheels.
To comply with US regulations, a variant with four exposed, fixed-position headlights was produced specifically for that market. Although directional headlights had appeared earlier on the 1948 Tucker 48 'Torpedo,' Citroën was the pioneer in introducing adaptive headlights on a mass-production scale, representing a major advancement in automotive lighting.
Introduction of "green" hydraulic fluid
Initially, Citroën’s hydropneumatic suspension system utilized a vegetable oil-based fluid (LHV), which was eventually replaced by a synthetic fluid (LHS). Both types were hygroscopic and absorbed moisture, leading to component degradation and expensive repairs due to water contamination. This issue was exacerbated by significant fluctuations in fluid levels within the suspension.
In 1967, Citroën launched a mineral oil-based hydraulic fluid called LHM, offering improved corrosion resistance and durability. The LHM fluid required compatible seal materials; using the wrong fluid would cause rapid seal failure. To avoid confusion, LHM was colored bright green, and all hydraulic parts were painted green accordingly, while earlier LHS components remained black.
This transition to LHM was implemented simultaneously across all models, including station wagons and IDs. However, adoption in the United States and Canada was delayed by local regulations until January 1969.
Global production and sales
The DS was primarily assembled at the Quai André-Citroën facility in Paris’s Javel district, with additional production taking place in the United Kingdom, South Africa, former Yugoslavia (mainly Break Ambulances), and Australia.
During the 1960s, Australia produced its own version of the D model at Heidelberg, Victoria, known as the ID 19 "Parisienne." Australian variants often included features such as the "DSpecial DeLuxe" as standard equipment—options that were either optional or unavailable in European markets.
Up until 1965, assembly for the UK market occurred at Slough, west of London, where French knock-down kits were combined with locally sourced parts. In 1962, UK vehicles adopted the French electrical system featuring "continental style" negative earth grounding. The UK market also saw an intermediate model named the DW introduced in 1963—this version featured manual transmission with a foot-operated clutch but retained DS powertrain components including power steering and brakes; internationally this variant was known as the DS19M. When the original 1911 cc engine was replaced by an 1985 cc unit in September 1965, manual transmission models built at Slough were rebranded as DS19A. The Slough plant ceased operations in February 1966; after this point, British market vehicles were imported fully assembled from France. UK-assembled cars can be identified by their leather upholstery, wooden dashboards on early ID19s or plastic dashboards on early DS19s, chromed front bumper number plate mounts, pre-1962 Lucas electrical systems—all configured for right-hand drive.
Production and sales of the DS continued in South Africa from 1959 until 1975.
Although available in Japan, DS models there were imported from France exclusively as left-hand drive vehicles.
DS in North America
From 1956 until 1972, the DS was available in the North American market. Although it garnered acclaim from American automotive journalists and enjoyed strong popularity across Europe, its commercial performance in the United States and Canada was underwhelming. Positioned as a luxury vehicle, it lacked several features that were standard or highly desired by North American consumers, such as automatic transmission, air conditioning, power windows, and a robust engine. The DS was primarily engineered for the French market, adapting to its tax horsepower system and challenging road conditions, making it less compatible with North American driving environments.
Sales were further hampered by difficulties in obtaining replacement parts; Jay Leno recounted experiencing irregular spare parts availability during his early days working at a Citroën dealership in Boston. Additionally, the DS carried a significant price tag—for example, in 1969 a model cost $4,170—while competitors like the Buick Electra 225 Custom, priced around $4,500, offered V8 engines alongside automatic transmissions and power windows. Rival vehicles thus provided more power and luxury amenities at comparable costs.
These combined challenges—including scarce parts supply, absence of expected features, and misalignment with market preferences—led to relatively modest sales figures of approximately 38,000 units across North America.
US regulatory standards also limited the DS’s advanced technological features. Federal Motor Vehicle Safety Standard 108 required round sealed-beam headlights with fixed intensity, effectively prohibiting the DS’s aerodynamic composite headlamps and swiveling quartz iodine lamps introduced in 1968. Similar aerodynamic headlight covers on models such as the Jaguar E-Type were also disallowed. Composite headlamps only gained legal acceptance following lobbying efforts by Ford Motor Company in 1983.
Conversely, Canadian regulations permitted European-style lighting systems, including directional headlights.
Another regulatory obstacle concerned hydraulic fluids. The castor-based LHV and synthetic LHS fluids used in European DS models lacked certification from the National Highway Traffic Safety Administration (NHTSA) for use in North America. As a result, early US versions employed conventional brake fluid that did not provide the necessary viscosity or lubricating properties for the DS’s suspension and transmission systems. The mineral-based LHM fluid resolved these issues but required NHTSA approval, which was granted only in January 1969. Consequently, nearly half of the 1969 US DS production utilized incompatible fluids (red LHS or green LHM), complicating maintenance procedures.
Design variations
Pallas
In 1965, Citroën introduced the luxury-oriented DS Pallas model, which featured improved soundproofing, optional leather seating, and refined exterior detailing. Beginning in 1966, this version also offered a height-adjustable driver’s seat aimed at attracting more affluent buyers.
Station wagon, Familiale, and Ambulance
The station wagon variant debuted in 1958 under various names: Break in France; Safari or Estate in the UK; Wagon in the US; and Safari/Station-Wagon in Australia. It came equipped with a steel roof fitted with a roof rack. The Familiale model enhanced passenger capacity by adding three folding seats between the front and rear rows. The Ambulance version incorporated a split rear folding seat designed to accommodate stretchers. A Commerciale edition was briefly available as well.
Broadcasters such as the BBC employed the Safari extensively as a stable camera vehicle due to its hydropneumatic suspension providing a smooth platform for filming.
Convertible
Between late 1960 and mid-1971, Citroën marketed the "décapotable" convertible, crafted by the coachbuilder Henri Chapron for distribution through dealer channels. Around 1,400 units were produced, establishing it as a high-end specialty vehicle. To ensure rigidity, the convertible utilized a reinforced chassis similar to that of the station wagon variant.
Chapron’s partnership with Citroën originated following his DS 19 convertible debut at the 1958 Paris Motor Show. After two years of collaborative development alongside Citroën’s engineering teams, serial production of the "cabriolet de série" commenced in autumn 1960 at Chapron’s Levallois-Perret workshop. The unveiling occurred in Paris at Bois de Boulogne.
For nearly ten years, Chapron manufactured four-seat convertibles under contract for Citroën; later editions were branded with names such as “La Croisette.” Additionally, Chapron designed several variants including two-seater convertibles (“Le Caddy”), four-seater convertibles (“Le Palm Beach”), coupés (“Le Paris,” “Le Concorde,” “Le Dandy,” “Le Léman”), and saloons (“La Majesty,” “La Lorraine”).
Following Citroën’s discontinuation of official décapotable production in mid-1971, Chapron independently continued producing and marketing these convertibles until 1974.
Chapron variations
Using Citroën ID / DS 19, DS 21, and DS 23 platforms, Chapron developed his own series featuring coupés such as “Le Paris,” “Le Concorde,” “Le Dandy,” and “Le Léman”; convertibles including “La Croisette,” “Le Caddy” (two seats), and “Le Palm Beach” (four seats); as well as sedans named “La Majesty” and “La Lorraine.” He also created specialized saloons like the "Prestige," which incorporated a central partition, and the notchback "Lorraine." Among his notable works was the monumental 6.53-meter DS Présidentielle (1967–1968), designed by Citroën’s styling team and commissioned by President Charles de Gaulle to exceed the length of American presidential limousines. Nevertheless, de Gaulle favored DS landaulets or earlier custom-bodied Citroën 15/6 H models crafted by Franay and Chapron.
Bossaert coupé
Between 1959 and 1964, Hector Bossaert produced a coupé based on a DS chassis shortened by approximately 18½ inches. While the front section remained intact, the rear was redesigned with a notchback profile.
The Reactor
In 1965, American custom car designer Gene Winfield developed The Reactor, featuring a Citroën DS chassis equipped with a turbocharged flat-six engine producing 180 HP from a Chevrolet Corvair, driving the front wheels. The extended engine necessitated a single-row seating arrangement beneath an aerodynamic aluminum body. The Reactor appeared in several U.S. television series including Star Trek: The Original Series (episode "Bread and Circuses"), Batman (episodes "Funny Feline Felonies" and one driven by Catwoman), and Bewitched (episode "Super Car").
Michelin PLR
The Michelin PLR is a mobile tire testing apparatus derived from a 1972 DS Break model, subsequently utilized for promotional activities.
Back to the Future Part II taxi
For the 1989 movie Back to the Future Part II, a flying taxi envisioned for the year 2015 was designed based on the DS vehicle.
Technical details
Suspension
The DS is equipped with a hydropneumatic suspension system in which each wheel is connected to a hydraulic suspension unit. This unit consists of a 12 cm diameter hydraulic accumulator sphere filled with pressurized nitrogen, a cylinder containing hydraulic fluid, and a piston that is linked to the suspension via levers. Instead of traditional shock absorbers, the system uses a damper valve. Ride height is kept constant through a height corrector valve, which adjusts fluid pressure according to the suspension’s position. Drivers have the option to choose from five height settings: normal, two raised positions for uneven terrain, and two extreme settings designed for wheel changes.
Thanks to this hydraulic mechanism, using a jack becomes unnecessary; when changing a tire, the suspension is elevated to its maximum height, an adjustable stand is positioned beneath a peg near the wheel, and then the suspension is lowered to lift the tire off the ground. While innovative, this method carried risks of sudden drops if the stand was incorrectly placed or on unstable surfaces. On later models such as the CX, this system was replaced by a screw jack employed after raising the suspension.
Source and reserve of pressure
At the heart of the hydraulic system was a high-pressure pump that maintained pressure within two accumulators resembling the suspension spheres in design. One accumulator supplied hydraulic pressure to the front brakes, while the other served all other hydraulic functions. (Simpler ID versions powered front brakes directly from the main accumulator.) In case of hydraulic failure, steering resistance increased first, followed by gearbox malfunction; brake failure occurred last.
The DS utilized two pumps: a seven-cylinder axial piston pump powered by two belts delivering high pressure, whereas the ID19 featured a simpler single-cylinder pump driven by an eccentric on the camshaft.
Gearbox and clutch
Hydraulique or Citromatic
Initially, the DS was only available with the Hydraulique four-speed semi-automatic gearbox (B.V.H.—Boîte de Vitesses Hydraulique).
This four-speed transmission and clutch were controlled hydraulically. Gear changes were performed by moving a lever located behind the steering wheel while easing off the accelerator pedal. The system automatically disengaged the clutch and current gear, engaged the selected gear, then re-engaged the clutch. The rate at which the clutch engaged was automatically regulated based on engine rpm, carburetor throttle position, and brake application. Applying the brake lowered engine idle speed below clutch engagement threshold to avoid friction when stopped; releasing it increased idle speed causing the vehicle to creep forward similar to an automatic transmission. This also created engine braking effect when decelerating, preventing engine torque from counteracting braking force.
In case of loss of hydraulic pressure, the clutch would disengage preventing power delivery while brake pressure reserves ensured safe stopping.
Unlike automatic transmissions, there was no Park setting locking the wheels; since hydraulic clutch disengaged when engine stopped, parking required using the parking brake to keep the vehicle stationary.
Manual—four-speed and five-speed
From 1963 onward, the simpler ID19 model offered a cost-effective option featuring a manually operated gearbox and clutch identical in mechanical design to those used on the DS. In September 1970, Citroën introduced a five-speed manual transmission alongside the original four-speed version. All manual gearboxes featured gear selectors mounted on the steering column.
Fully automatic transmission
In September 1971, Citroën launched a 3-speed fully automatic Borg-Warner 35 gearbox for the DS 21 and later the DS 23 models. Despite the widespread use of automatic transmissions in the United States, this automatic variant was not marketed there. Nevertheless, numerous automatic DS vehicles, including fuel-injected DS 23 sedans equipped with air conditioning, found buyers in Australia.
Powertrains
The initial concept for the DS centered on an air-cooled flat-six engine inspired by the 2CV’s flat-twin configuration, somewhat akin to the Porsche 911. However, due to technical challenges and cost constraints, this design was ultimately abandoned.
Instead, the DS 19 employed an older powerplant derived from the 11CV Citroën Traction Avant (specifically models 11B and 11C). This was an OHV four-cylinder engine featuring three main bearings and wet liners, with a displacement of 1911 cc. The DS’s aluminium cross-flow cylinder head incorporated hemispherical combustion chambers, delivering 75 hp at 4500 rpm, a notable improvement over the Traction Avant’s 60 hp at 3800 rpm.
Similar to the Traction Avant, the DS positioned its transmission ahead of the engine with the differential situated between them, effectively creating a mid-engine front-wheel-drive configuration.
Throughout its two-decade production span, engines for both DS and ID models underwent continuous enhancements to boost performance. The original three-bearing 1911 cc engine was replaced in 1965 by a more robust five-bearing 1985 cc unit (designated DS 19a or DS 20 starting September 1969).
The DS 21 was introduced in 1965 featuring a five-bearing engine with a displacement of 2175 cc and an output of 106 hp DIN. In 1970, Bosch electronic fuel injection was implemented, making the DS among the earliest mass-produced cars equipped with this system; power increased for both injected and carbureted variants due to enlarged inlet valves.
In 1973, the DS 23 arrived with a larger 2347 cc engine available in both carbureted and fuel-injected versions. The fuel-injected DS 23 represented the most potent production variant, delivering 141 hp SAE (130 hp DIN).
ID models experienced similar engine upgrades but typically trailed behind by roughly one year. Notably, ID saloons never received either the DS 23 engine or fuel injection; however, Break/Familiale variants adopted the carbureted DS 23 engine alongside the DS20 Break/Familiale.
The highest-spec ID model, DSuper5 (DP), was equipped with the DS21 engine for the 1973 model year combined with a five-speed transmission. This differed from the earlier DSuper which offered an optional low-ratio five-speed or from previous DS21M five-speed configurations.
Cultural significance
On August 22, 1962, President Charles de Gaulle survived an assassination attempt near Paris at Le Petit-Clamart, orchestrated by Jean-Marie Bastien-Thiry, a veteran of the Algerian War. The attackers targeted his convoy with machine gun fire; however, De Gaulle attributed his survival to his unarmored Citroën DS. Despite sustaining bullet holes and two flat tires, the car managed to escape at full speed. Following this incident, De Gaulle pledged to exclusively ride in Citroën automobiles. This episode was dramatized in the film The Day of the Jackal (1973).
The 1961 Citroën DS 19 Décapotable Usine coachbuilt by Henri Chapron gained significant attention through its prominent role in cinema when actor Cary Grant personally commissioned a Citroën for use in the 1962 movie That Touch of Mink.
A customized flying Citroën DS appears as the antagonist’s vehicle in the French comedy Fantômas se déchaîne (1965). Additionally, in the American television series Buffy The Vampire Slayer from the 1990s, character Rupert Giles is seen driving a 1963 DS model.
Legacy
The value of the Citroën DS has consistently appreciated over time. For instance, a 1973 DS 23 Injection Electronique "Decapotable" (Chapron Convertible) achieved a sale price of €176,250 (US$209,738) at Christie's Rétromobile auction in 2006. Another comparable model commanded €343,497 (US$440,436) at a Bonhams sale in 2009. On 18 September 2009, a 1966 DS21 Decapotable Usine was sold for GB£131,300, while Bonhams recorded the sale of a 1973 DS21 Decapotable for €189,000 in January 2010.
In 2017 and 2018, Citroën was prominently featured at the Mullin Automotive Museum, and in 2018, the DS made its debut appearance on the lawn at the Pebble Beach Concours d'Elegance.
The cultural impact of the DS was celebrated in Paris on 9 October 2005 during its 50th anniversary, marked by a parade of approximately 1,600 DS vehicles passing by the Arc de Triomphe.
In 2009, Groupe PSA introduced the premium marque DS Automobiles, which specializes in upscale versions of existing models distinguished by unique engineering and body designs. The brand launched with three models: the DS 3, DS 4, and DS 5. The DS 3, unveiled in March 2010 and built on Citroën's C3 platform, emphasizes enhanced personalization and styling elements inspired by the original DS, including the iconic "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
External links
- Citroën D Series at Citroënët
- Image of Bossaert DS coupe
- Gallery featuring Gene Winfield's 1965 Reactor
- Maybach SW35 comparison images: