Citroën D Super
| Company type | Executive car |
|---|---|
| Industry | Automotive |
| Predecessor | Citroën Traction Avant |
| Founded | October 6, 1955 |
| Defunct | 1975 |
| Successor | Citroën SM (indirect) |
| Headquarters | Paris , France |
| Products | Automobiles |
| 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. It was available in several configurations, including fastback/sedan, station wagon/estate, and convertible versions. Alongside the DS, a more affordable counterpart called the Citroën ID was also offered.
Celebrated for its sleek aerodynamic shape and cutting-edge technology, the DS revolutionized standards for ride comfort, handling precision, and braking performance. It was the pioneer in mass production to incorporate hydropneumatic suspension and disc brakes. The 1967 Series 3 model was notable for introducing directional headlights to mainstream automotive manufacturing.
The design and engineering were spearheaded by Italian stylist Flaminio Bertoni and French engineer André Lefèbvre, with the hydropneumatic self-leveling suspension system developed by Paul Magès. The 1967 facelift saw design contributions from Robert Opron. Over its production run, Citroën built 1,455,746 units across six nations, with the majority—1,330,755—assembled at the Paris Quai de Javel facility.
The DS’s front-wheel drive chassis proved competitive in rally motorsport throughout its lifespan, achieving numerous wins from 1959 through 1974. In the influential 1999 Car of the Century ranking, it placed third for its impact on automotive design and was later voted the most aesthetically outstanding car ever by Classic & Sports Car magazine.
Both "DS" and "ID" are French wordplays: "DS" phonetically resembles déesse (meaning goddess), while "ID" sounds like idée (meaning idea).
Model history
Following nearly two decades of confidential development as the successor to the Traction Avant, the DS 19 made its debut on 6 October 1955 at the Paris Motor Show. Within just fifteen minutes, it had received 743 orders; by the conclusion of that day, orders had surged to 12,000. Across the entire ten-day exhibition, deposits reached an unprecedented total of 80,000—a record that stood unbroken for over six decades until overtaken by the Tesla Model 3, which amassed 180,000 deposits on its first day in March 2016. The initial ID19 model in 1959 carried a list price of US$2,833 (equivalent to $ in current terms).
Critics at the time lauded the DS for advancing the equilibrium between driving comfort and dynamic control. For postwar France—still in recovery and redefining its global identity—the DS came to represent French technological ingenuity. It was distributed internationally and helped position France as a participant in the Space Age era amid Cold War technological competition. Philosopher Roland Barthes famously remarked that it seemed as though the car "had fallen from the sky." An American advertisement underscored its exclusivity with the tagline: "It takes a special person to drive a special car."
Owned by tyre manufacturer Michelin, Citroën engineered the DS around advanced radial tyre technology developed since 1948. The vehicle employed a front suspension setup with double wishbones featuring L-shaped arms and rear trailing-arm suspension combined with pioneering hydropneumatic spring-and-damper units. This system, devised by Paul Magès, provided automatic self-leveling along with adjustable ride height controlled by the driver—facilitating comfortable high-speed travel over France’s often rough roadways.
Additional technical breakthroughs included power steering and a semi-automatic gearbox that eliminated the need for a clutch pedal while requiring manual gear changes via hydraulic controls. The use of a fibreglass roof lowered overall center of gravity to reduce weight transfer during cornering. Inboard-mounted front disc brakes paired with independent suspension minimized unsprung mass. Varying front and rear track widths helped counteract understeer commonly associated with front-engine, front-wheel-drive layouts. Although disc brakes existed previously, Citroën was the first manufacturer to implement them successfully on a mass scale.
The DS also pioneered innovative centerlock wheels featuring captive Allen bolts with hexagonal drives designed for rapid wheel replacement—a benefit particularly advantageous in racing scenarios.
French taxation based on horsepower influenced engine choices toward smaller displacement units; unlike its predecessor, no six-cylinder top-tier engine was offered. A prototype air-cooled flat-six engine was developed but never entered production due to financial limitations.
In recognition of its influence and design excellence, the DS secured third place in the 1999 Car of the Century competition and ranked fifth on Automobile Magazine’s 2005 list of "100 Coolest Cars." After polling twenty esteemed designers—including Giorgetto Giugiaro, Ian Callum, and Leonardo Fioravanti—Classic & Sports Car magazine honored it as the most beautiful automobile ever created.
Motorsport
The DS made a significant impact in the realm of motorsport, particularly excelling in rallying where its capability on challenging terrain proved vital. It secured victory at the Monte Carlo Rally twice, first in 1959 and again in 1966, the latter win surrounded by controversy following the disqualification of the BMC Mini-Cooper team. In 1962, Pauli Toivonen triumphed at the 1000 Lakes Rally behind the wheel of a DS19.
During the 1968 London–Sydney Marathon, a DS leading the event was involved in an accident with a Mini driven by an intoxicated motorist near Sydney. The DS 21 was piloted to consecutive wins by Robert Neyret at the Rallye du Maroc in both 1969 and 1970. Demonstrating endurance capabilities, the DS outperformed more than 70 competitors in the grueling 1974 London-Sahara-Munich World Cup Rally, an event where only five vehicles managed to finish.
Technical innovation – hydraulic systems
While most automobiles of the era employed hydraulics solely for braking and power steering, the DS pioneered extending hydraulic technology to its suspension, clutch, and transmission systems. The more budget-friendly 1957 ID19 model featured manual steering alongside simplified power-assisted brakes. A pump driven by the engine maintains pressure within this sealed hydraulic circuit.
At a time when few passenger cars offered independent suspension on every wheel, Citroën introduced a hydraulic self-leveling suspension system that delivered outstanding ride comfort and handling, often referred to as a "magic carpet." This groundbreaking hydropneumatic suspension technology had initially been introduced a year earlier on the rear axle of the Citroën Traction Avant 15CV-H.
Effect on Citroën brand development
The debut of the 1955 DS reinforced Citroën’s standing as a pioneer in automotive innovation, following the earlier success of the Traction Avant, which was the first mass-produced unitary body front-wheel-drive automobile globally in 1934. The DS created such a profound impact that Citroën opted not to launch any entirely new model lines between 1955 and 1970.
As a large and premium-priced executive car, the DS inspired efforts to extend Citroën’s range downward; however, these attempts failed to materialize successfully. Throughout the late 1950s and into the 1960s, Citroën developed multiple prototypes aimed at profitable market segments situated between the 2CV and DS—segments occupied by cars like the Peugeot 403, Renault 16, and Ford Cortina—yet none advanced to production due to prohibitive costs or insufficient innovation. Under ownership by Michelin from 1934 until 1974, Citroën functioned as an experimental platform that also supported Michelin’s radial tire development.
Citroën expanded its lineup with models derived from the compact and practical 2CV economy vehicle, including the 1961 introduction of the Ami. Crafted by designer Flaminio Bertoni, this model combined classic Three-box styling with the underlying chassis of the 2CV. While it achieved success within France, its international reception was less favorable due to unconventional aesthetics and modest performance.[1] The Dyane, a hatchback update of the 2CV, competed against rivals like the Renault 4. Despite these additions, throughout much of the 1960s there remained a notable absence of offerings positioned above these small two-cylinder vehicles.
In 1970, Citroën unveiled the mid-sized Citroën GS, which earned "European Car of the Year" honors in 1971 and reached sales totaling approximately 2.5 million units. This model incorporated a small flat-4 air-cooled engine paired with advanced Hydropneumatic suspension. Plans for a more potent version featuring a Wankel rotary engine were developed but never fully realized.
Replacing the DS
Throughout its production period, the DS enjoyed strong sales and maintained a competitive edge, reaching its highest point in 1970. Nonetheless, by the 1970s, aspects such as the narrow cabin, column-mounted gearshift, and separate wheel arches began to seem outdated.
In 1970, Citroën made a significant investment to introduce the SM, a modern interpretation of the DS that was similar in length but broader in width. Many parts—including the manual transmission, front disc brakes, axles, wheel bearings, steering knuckles, and hydraulic components—were either derived from or shared with the DS.
Rather than serving as a direct replacement for the DS, the SM aimed at a new luxury grand touring niche. Equipped solely with a costly Maserati engine, it offered higher performance at a substantially greater price. Unlike the practical four-door DS saloon designed for family use, the SM featured a 2+2 coupe layout that limited its market appeal. Typically, manufacturers produced low-volume coupes based on existing saloons; for instance, Mercedes-Benz created a coupe version sharing many components with its mid-size sedan.
Given its premium cost and restricted practicality, the SM did not replace the DS. Instead, Citroën’s investment resulted in two successors: one being a contemporary DS replacement and the other the smaller CX. Ultimately, only the CX met Citroën’s requirements for large family and executive vehicles.
Production of the DS concluded on 24 April 1975. To maintain availability until autumn 1975 when the CX estate was launched, Citroën built up stock of the estate ('break'/'Safari') model.
Development
Over its two-decade production span, the DS retained its dimensions and overall design while featuring easily removable body panels and ongoing refinements.
ID 19 submodel to expand market reach (1957–69)
The 1955 DS19 carried a price tag approximately 65% higher than its predecessor, the Citroën Traction Avant, which affected sales in post-war France. To broaden appeal, Citroën introduced the more economical ID submodel in 1957.
Although sharing the DS bodywork, the ID was less powerful and less luxurious. Both initially used a 1,911 cc engine; however, the ID delivered , compared to the DS19’s original output of . In 1961, improvements such as a Weber-32 twin carburettor and higher compression—enabled by better fuel quality—boosted the DS19’s power to . The ID19 employed more conventional mechanical systems without power steering or hydraulic controls and was priced over 25% lower than the DS at launch. The base-level ID19 "Normale" was discontinued in 1961, reducing the price difference between models. Additionally, a station wagon version called ID Break became available in 1958.
D Spécial and D Super (1970–75)
In 1970, Citroën phased out the ID line and introduced the D Spécial and D Super models to continue offering lower-specification options. The D Super incorporated the DS21’s 2175 cc engine paired with a five-speed transmission and was marketed as the D Super 5.
Series 2 – Front-end redesign (1962)
In September 1962, Citroën updated the DS with an aerodynamically refined front end featuring improved ventilation and optional front fender driving lights. This facelift applied to all variants including both ID models and estate versions.
Series 3 – 1967 Nose Update Featuring Directional Headlights
At the end of 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 revision introduced a sleek headlight arrangement consisting of four lamps enclosed beneath a smooth glass cover; notably, the inner headlights pivoted in harmony with the steering wheel. This pioneering directional lighting system improved visibility when cornering, particularly on fast, winding roads, by employing cables connected directly to the wheels.
The inner high-beam lamps could swivel up to 80° responding to steering movements, illuminating the road in the driver’s intended direction. Meanwhile, the outer low-beam units featured self-leveling mechanisms to adjust for changes caused by acceleration and braking. Due to regulatory restrictions in the United States that prohibited such adaptive features, a variant equipped with four fixed, exposed headlights was manufactured specifically for that market.
Although directional headlights had appeared earlier on the 1948 Tucker 48 'Torpedo,' Citroën was the first manufacturer to offer adaptive headlamps on a mass-production scale, representing a major technological leap.
Introduction of New "Green" Hydraulic Fluid
Initially, Citroën’s hydropneumatic suspension employed a fluid based on vegetable oil (LHV), which was later replaced by a synthetic alternative (LHS). Both fluids absorbed moisture over time, leading to component deterioration and increased upkeep expenses. The DS/ID suspension design intensified this problem due to significant fluid level fluctuations within the reservoir during operation.
In 1967, Citroën launched a mineral oil-based hydraulic fluid known as LHM, which was less corrosive and enhanced system longevity. This switch necessitated new seal materials since using incompatible fluids caused rapid seal failure. To avoid mix-ups, LHM was tinted bright green and hydraulic parts were painted green, while older LHS components remained black.
The upgrade applied simultaneously across all models—including station wagons and IDs. Except in the US and Canada where regulations delayed its introduction until January 1969, this transition improved reliability and lowered maintenance demands throughout Citroën’s hydropneumatic suspension range.
Global Production and Sales
The primary manufacturing site for the DS was located at Quai André-Citroën in Paris’s Javel district, supplemented by production facilities in the United Kingdom, South Africa, former Yugoslavia (mainly producing Break Ambulances), and Australia.
During the 1960s, Australian production took place at Heidelberg, Victoria, where a locally assembled D variant called the ID 19 "Parisienne" was offered. Australian editions came standard with features such as the "DSpecial DeLuxe," which were not available on European counterparts.
Up until 1965, vehicles destined for the UK market were assembled at the manufacturer’s Slough plant west of London using French knock-down kits combined with British-sourced components. In 1962, the British electrical system was replaced by a French-style "continental" negative earth setup. An intermediate model named DW debuted in 1963 for the UK market featuring manual transmission and a simpler clutch while retaining DS powertrain components; this model was known elsewhere as DS19M. When the engine capacity increased from 1911 cc to 1985 cc in September 1965, manual transmission UK-built cars were rebranded as DS19A. The Slough facility ceased operations in February 1966; thereafter all UK-market cars were fully imported from France. Characteristics identifying British-built vehicles include leather upholstery, dashboards made from wood or plastic, chrome-plated front bumper number plate holders, and (pre-1962) Lucas electrical systems—all configured for right-hand drive.
Production and sales of the DS continued in South Africa between 1959 and 1975.
In Japan, DS models were available exclusively as fully imported left-hand drive units from France.
DS in North America
The DS was marketed in North America from 1956 until 1972, but it encountered significant commercial difficulties. Although it received praise across Europe and favorable reviews in the United States, it did not align with American luxury car buyers' expectations, as it lacked features such as an automatic transmission, air conditioning, power windows, and a robust engine. Engineered primarily for the French market, considering its distinct taxation system and road conditions, the DS was not well-suited to meet North American consumer preferences.
Sales were further impeded by inconsistent parts availability; Jay Leno highlighted the irregular supply of replacement components during his tenure at a Citroën dealership in Boston. The DS was also costly—priced at $4,170 in 1969 for the 115 hp version—when compared to competitors like the Buick Electra 225 Custom, which retailed at $4,500 and offered a 360 hp V8 engine, automatic transmission, and power windows.
Limited access to parts, an inability to rival better-equipped competitors, and a design not tailored to the local market resulted in total sales of only around 38,000 units across North America.
U.S. regulations prohibited essential DS features such as composite aerodynamic headlights with covered lenses. These restrictions stemmed from outdated standards mandating round sealed-beam headlights; thus, the DS’s advanced quartz iodine swiveling headlights introduced in 1968 were banned. Similarly, aerodynamic headlight covers found on vehicles like the Jaguar E-Type were illegal until Ford successfully advocated for regulatory changes in 1983.
Conversely, Canada permitted European-style lighting systems, including directional headlamps.
The DS's hydraulic fluid system also encountered regulatory hurdles. The innovative castor-based LHV and synthetic LHS fluids commonly used in Europe lacked approval from U.S. authorities due to the precautionary principle, delaying authorization of mineral-based LHM fluid until January 1969. As a result, DS models sold in the U.S. during 1969 operated with incompatible fluid types—either the older red LHS or newer green LHM—leading to performance issues in suspension, clutch, and transmission components because of differences in viscosity and lubrication properties.
These regulatory constraints and market mismatches considerably restricted the DS’s commercial performance in North America despite its technological advancements and unique design.
Pallas
Launched in 1965, the luxury-oriented DS Pallas model offered enhanced comfort features such as improved soundproofing, optional leather seating, and upgraded exterior trim elements. Starting in 1966, it incorporated a height-adjustable driver’s seat aimed at attracting upscale clientele.
Station wagon, Familiale, and Ambulance
The station wagon version debuted in 1958 under various names depending on the market: Break (France), Safari/Estate (UK), Wagon (US), and Safari/Station-Wagon (Australia). It was equipped with a steel roof designed to support a standard roof rack. The Familiale editions expanded rear passenger space by adding folding seats. The Ambulance variant modified the rear seating area to accommodate stretchers. A Commerciale model was also briefly produced.
The Safari variant gained popularity as a reliable platform camera vehicle, notably utilized by the BBC due to its hydropneumatic suspension providing exceptionally smooth ride quality for filming purposes.
Convertible
Between late 1960 and mid-1971, Citroën marketed a factory-produced convertible ("décapotable") crafted by coachbuilder Henri Chapron, distributed through official dealerships. Around 1,400 units were sold, reflecting its status as a high-end offering. These convertibles incorporated reinforced chassis structures similar to those used in the station wagon variant.
Chapron's partnership with Citroën originated after unveiling his DS 19 convertible at the 1958 Paris Motor Show. After two years of collaborative development between Chapron and Citroën engineers, the series production cabriolet was introduced in autumn 1960. Citroën dealers managed both manufacturing and sales until production ended in mid-1971.
Beyond official factory models, Chapron continued crafting additional versions independently. These included two- and four-seat convertibles such as "Le Caddy" and "Le Palm Beach," coupés like "Le Paris," "Le Concorde," "Le Dandy," and "Le Léman," as well as sedans named "La Majesty" and "La Lorraine." After Citroën ceased factory convertible output, Chapron sold his custom creations directly until 1974.
Chapron variations
On the Citroën ID/DS 19, DS 21, and DS 23 platforms, Chapron developed and marketed his own range of vehicles. His lineup encompassed coupés such as “Le Paris,” “Le Concorde,” “Le Dandy,” and “Le Léman”; convertibles including “La Croisette,” “Le Caddy” (two-seater), and “Le Palm Beach” (four-seater); plus sedans like “La Majesty” and “La Lorraine.” He also produced special sedans like the "Prestige," featuring a central partition, and the notchback-style "Lorraine." Among his notable works was the monumental DS Présidentielle built between 1967 and 1968, designed by Citroën’s styling team. Measuring 6.53 meters in length, it was specifically extended beyond the size of limousines used by U.S. Presidents Johnson and Nixon. Commissioned directly by President Charles de Gaulle, who ultimately disliked the interior divider, he favored DS landaulets or earlier custom-bodied Citroën 15/6 H models crafted by Franay and Chapron.
Bossaert coupé
From 1959 through 1964, Hector Bossaert manufactured a coupé based on a DS chassis shortened by approximately 18½ inches. While preserving the original front design, the rear adopted a notchback configuration.
The Reactor
In 1965, American custom car builder Gene Winfield developed The Reactor, a Citroën DS chassis equipped with a turbocharged flat-six engine producing 180 horsepower from a Chevrolet Corvair, powering the front wheels. Due to the engine’s length, only a single seating row fit beneath its sleek, low-profile aluminum body.
The Reactor appeared in several American television series including Star Trek: The Original Series (episode "Bread and Circuses"), Batman (episodes 110 and 111, driven by Catwoman/Eartha Kitt), and Bewitched (episode 3.19 titled "Super Car").
Michelin PLR
The Michelin PLR is a mobile tire testing apparatus constructed on a DS Break chassis from 1972; it was later utilized for promotional demonstrations.
Back to the Future Part II taxi
For the 1989 movie Back to the Future Part II, filmmakers designed a flying taxi envisioned for 2015 that drew inspiration from the DS model.
Suspension
The DS employs a hydropneumatic suspension system where hydraulic suspension units connect to each wheel. Each unit contains a hydraulic accumulator sphere (roughly 12 cm in diameter) filled with pressurized nitrogen, paired with a cylinder housing hydraulic fluid and a piston linked to the suspension arm. Instead of conventional shock absorbers, a damper valve manages damping. The system sustains a consistent ride height via a height corrector valve that adjusts hydraulic fluid volume according to suspension position detected through the anti-roll bar linkage. Drivers can choose among five ride height settings—standard; two elevated positions for rough terrain; and two extreme heights intended for wheel changes.
This oleopneumatic (oil-gas) arrangement eliminated the necessity of carrying a jack. To replace a tire, one raises the suspension to its maximum height, inserts an adjustable support stand into a peg near the flat wheel, then lowers the suspension so that the wheel lifts clear off the ground for easy removal. While this innovative system was also implemented on the SM model, it was superseded on the CX by a screw jack mechanism that lifts the tire after raising suspension height. Occasionally, if the stand was improperly positioned or if ground conditions were uneven, the DS system could suddenly lower itself unexpectedly.
Pressure source and storage
At the heart of the hydraulic system was a high-pressure pump that maintained pressure within two accumulators, functioning similarly to suspension spheres. One accumulator was dedicated to supplying the front brakes, while the other served the remaining hydraulic circuits. (Simpler ID variants routed the main accumulator's pressure to the front brakes.) In the event of hydraulic failure, steering resistance increased first, followed by gearbox malfunction, with braking performance diminishing last.
Two distinct pumps were implemented: the DS utilized a seven-cylinder axial piston pump powered by dual belts producing high pressure, whereas the ID19 employed a more straightforward single-cylinder pump driven by an eccentric on the camshaft.
Hydraulique or Citromatic
Initially, the DS was equipped solely with the Hydraulique four-speed semi-automatic transmission (B.V.H.—Boîte de Vitesses Hydraulique).
This setup integrated a four-speed gearbox and clutch controlled hydraulically. Drivers shifted gears by moving a lever located behind the steering wheel while easing off the accelerator pedal. The hydraulic system then disengaged the clutch and current gear, engaged the selected gear, and re-engaged the clutch. Clutch engagement speed was automatically adjusted according to engine rpm, carburetor throttle position, and brake application.
During braking, engine idle speed dropped below clutch engagement rpm to avoid friction when stopped, enabling the vehicle to creep forward similarly to an automatic transmission. Engine drag increased when brakes were applied before reaching idle speed, preventing engine torque from opposing braking force. In case of hydraulic pressure loss, the clutch disengaged to avoid propulsion, while brake pressure reserves guaranteed safe deceleration.
Unlike automatic transmissions, this system lacked a Park mode to lock wheels; with the engine off, hydraulic clutch disengagement meant parking relied exclusively on the parking brake to hold the vehicle stationary.
Manual—four-speed and five-speed
The later ID19 model shared a conventional manually operated gearbox and clutch with the DS as a cost-saving alternative introduced in 1963. Both utilized traditional mechanical components. In September 1970, Citroën added a five-speed manual transmission option alongside the original four-speed. All manual gearboxes featured a steering column-mounted gear selector.
Fully automatic
In September 1971, Citroën launched a three-speed fully automatic Borg-Warner 35 transmission for the DS 21 and subsequently DS 23 models. Although automatics were prevalent in the US market, this automatic variant was not offered there. Nevertheless, numerous automatic DS 23 sedans equipped with fuel injection and air conditioning found buyers in Australia.
Engines
The DS was initially conceived around an air-cooled flat-six engine inspired by the 2CV’s two-cylinder design and resembling Porsche 911 powerplants. However, technical difficulties and budget constraints led to abandoning this concept.
Instead, the DS 19 adopted an older powerplant derived from the Citroën Traction Avant 11B/11C—a four-cylinder OHV engine featuring three main bearings and wet liners, with a displacement of 1911 cc. The DS incorporated an aluminium cross-flow cylinder head with hemispherical combustion chambers generating 75 hp at 4500 rpm, surpassing the Traction Avant’s original output of 60 hp.
The gearbox was positioned ahead of the engine with the differential situated between them, defining a mid-engine front-wheel-drive configuration.
Throughout its two-decade production span, both DS and ID engines underwent upgrades to remedy underwhelming power. The initial 1911 cc three-bearing unit was replaced in 1965 by a 1985 cc five-bearing engine (designated DS 19a or DS 20 from September 1969).
The DS 21 appeared in 1965 featuring a five-bearing 2175 cc engine delivering 106 hp DIN. In 1970, Bosch electronic fuel injection was introduced, making the DS among the first widely produced vehicles equipped with this technology. Carbureted versions saw increased power due to larger inlet valves.
In 1973, Citroën released the DS 23 with a 2347 cc engine available in both carbureted and fuel-injected variants. The fuel-injected DS 23 represented the most potent production model, rated at 141 hp SAE (130 hp DIN).
ID models evolved along similar lines but typically trailed about one year behind. ID saloons never received either the DS 23 engine or fuel injection; however, Break/Familiale versions incorporated the carbureted DS 23 engine alongside existing DS20 Break/Familiale models.
The highest-tier ID model, DSuper5 (DP), adopted the DS21 engine for its 1973 model year release paired with a five-speed gearbox—distinct from earlier five-speed versions which featured different engines or gear ratios.
In popular culture
In 1962, an assassination attempt targeting President Charles de Gaulle occurred near Paris, orchestrated by Jean-Marie Bastien-Thiry. The assailants attacked his motorcade, yet De Gaulle credited the survival of his life to his unarmored Citroën DS, which sustained bullet impacts and two flat tires but remained operational. After this event, he resolved never to use any other car brand. This episode was dramatized in the 1973 movie The Day of the Jackal.
The 1961 Citroën DS 19 Décapotable Usine, crafted by Henri Chapron, gained prominence through its feature in the 1962 film That Touch of Mink, following a special order placed by actor Cary Grant for the production.
In the 1965 French comedy Fantômas se déchaîne, the antagonist is seen driving a customized flying version of the Citroën DS.
During the 1990s, the American television series Buffy The Vampire Slayer showcased the character Rupert Giles driving a 1963 DS model.
Legacy
The market value of Citroën DS vehicles has shown consistent growth over time. For instance, a 1973 DS 23 Injection Electronique "Decapotable" (Chapron Convertible) was sold for €176,250 (US$209,738) at Christie's Rétromobile in 2006. Another comparable model achieved €343,497 (US$440,436) at Bonhams in 2009. In September 2009, a 1966 DS21 Decapotable Usine commanded GB£131,300, while a 1973 DS21 Decapotable was sold for €189,000 in January 2010.
Citroën was prominently exhibited at the Mullin Automotive Museum during 2017 and 2018, and the DS made its debut appearance on the lawn at the Pebble Beach Concours d'Elegance in 2018.
The cultural importance of the DS was celebrated on 9 October 2005 with a grand 50th-anniversary event held in Paris, where approximately 1,600 DS models paraded past the Arc de Triomphe.
In 2009, Groupe PSA introduced the upscale brand DS Automobiles, which offers premium variants featuring unique engineering and body designs. The initial models included the DS 3, DS 4, and DS 5. Launched in March 2010 and based on Citroën's C3 platform, the DS 3 boasts enhanced personalization options and styling cues inspired by the original DS, notably 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
External links
- Citroën D Series at Citroënët
- Image of Bossaert DS coupe
- Photographs of Gene Winfield's iconic Reactor from 1965
- Maybach SW35 comparison images:
- ↑ ...