Citroën ID 19
| Company type | Executive car |
|---|---|
| Industry | Automotive |
| Predecessor | Citroën Traction Avant |
| Founded | October 6, 1955 |
| Defunct | April 24, 1975 |
| Headquarters | Paris , France |
| Products | Executive cars (fastback/sedan, wagon/estate, convertible) |
| Owner | Michelin (1934–1974) |
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 body formats, including fastback/sedan, wagon/estate, and convertible, and was sold alongside the more budget-friendly Citroën ID model.
Celebrated for its streamlined styling and pioneering engineering, the DS established new benchmarks 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 model marked the debut of directional headlights in mass-market cars.
The DS's design originated from Italian sculptor and industrial designer Flaminio Bertoni and French aeronautical engineer André Lefèbvre, with hydropneumatic suspension technology developed by Paul Magès. The model underwent a facelift in 1967 under the direction of Robert Opron. Citroën manufactured a total of 1,455,746 units across six different countries, with 1,330,755 produced at its primary facility on Paris’s Quai de Javel.
By combining front-wheel drive with advanced suspension systems, the DS demonstrated exceptional performance in rally competitions throughout its two decades of production, securing significant wins between 1959 and 1974. It was ranked third in the influential Car of the Century poll in 1999 and was acclaimed as the most beautiful automobile ever by Classic & Sports Car magazine.
The 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 made its debut on 6 October 1955 at the Paris Motor Show. Within just fifteen minutes, it garnered 743 orders and amassed 12,000 on its opening day. Over the ten-day exhibition, it secured deposits for 80,000 units—a record that stood for more than sixty years until surpassed by the Tesla Model 3, which received 180,000 first-day deposits in March 2016. In 1959, the base price for an ID19 was US$2,833.
Contemporary reviews lauded the DS for advancing the equilibrium between driving comfort and handling dynamics. Representing post-war French innovation, it was distributed internationally. At the 1963 Amsterdam International Autoshow, Citroën presented a DS body mounted on a rotating platform as a sculptural piece, highlighting its futuristic aesthetic aligned with the Space Age technological race amid Cold War tensions. Philosopher Roland Barthes remarked that it appeared to have "fallen from the sky," while an American advertisement emphasized its exclusivity: "It takes a special person to drive a special car."
Owned by tyre manufacturer Michelin, Citroën engineered the DS around cutting-edge radial tyre technology dating back to 1948. The vehicle incorporated double wishbone suspension with L-shaped arms at the front and trailing arms at the rear, paired with innovative hydropneumatic suspension units created by Paul Magès. This system offered automatic self-leveling along with driver-adjustable ride height controls, ensuring smooth travel over uneven road surfaces.
Other technical advancements included power-assisted steering and a semi-automatic transmission that eliminated the need for a clutch pedal but required manual gear changes via hydraulic actuation. A fibreglass roof contributed to lowering the center of gravity by reducing weight transfer during cornering. Inboard front disc brakes combined with independent suspension reduced unsprung mass, while differing front and rear track widths helped mitigate understeer typically found in front-engine, front-wheel-drive vehicles. The DS was pioneering as the first mass-produced model to effectively utilize disc brakes.
At launch, it also introduced innovative centerlock wheels featuring captive allen bolts with hexagonal recesses designed for rapid wheel changes—a benefit particularly valued in motorsport.
French horsepower taxation laws influenced engine choices by favoring smaller units; consequently, unlike its predecessor, no six-cylinder top-tier engine was offered. Although Citroën had plans for an air-cooled flat-six engine, financial limitations prevented its production.
In recognition of its impact, the DS placed third in the 1999 Car of the Century contest and ranked fifth in Automobile Magazine’s 2005 list of "100 Coolest Cars." Following a poll involving distinguished designers such as Giorgetto Giugiaro and Ian Callum, it was honored as the most beautiful car ever by Classic & Sports Car magazine.
Motorsport
The DS made a significant impact in motorsport, especially in rally competitions where robustness on challenging surfaces is essential. 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 that was leading the event was involved in an accident caused by a Mini driven by an intoxicated motorist near Sydney, Australia. Robert Neyret claimed wins at the Rallye du Maroc in both 1969 and 1970 piloting a DS 21. The DS maintained its competitive edge into the mid-1970s, notably achieving first place in the grueling 1974 London-Sahara-Munich World Cup Rally, outperforming more than 70 rivals.
Technical innovation – hydraulic systems
Unlike conventional automobiles where hydraulics are typically limited to brakes and power steering, the DS incorporated hydraulic technology into its suspension, clutch, and transmission mechanisms. The more economical 1957 ID19 model featured manual steering and a simplified braking setup. A pump powered by the engine pressurizes this sealed hydraulic circuit to .
At a time when full independent suspension was rare, Citroën’s hydraulic self-leveling suspension system was groundbreaking, offering precise handling coupled with an exceptional ride often described as akin to a "magic carpet." This hydropneumatic suspension innovation had debuted just a year earlier on the rear axle of the Citroën Traction Avant 15CV-H.
Effect on Citroën brand development
The launch of the DS in 1955 cemented Citroën’s status as a pioneer in automotive engineering, building upon the success of the Traction Avant, which was the first mass-produced unitary body front-wheel-drive vehicle introduced in 1934. The DS created such a profound impact that Citroën refrained from introducing equally radical new models for fifteen years, resulting in no entirely new designs from 1955 through 1970.
As a large and costly[1] executive car, the DS inspired an unsuccessful effort to extend the brand downward. Throughout the late 1950s and 1960s, Citroën developed several prototypes aimed at lucrative market segments between the 2CV and DS—rivals to vehicles such as the Peugeot 403, Renault 16, and Ford Cortina—but none proceeded to production due to high costs or insufficient innovation. During this period, Citroën was owned by Michelin (1934–1974) and functioned as a testing ground for Michelin’s radial tire technology when effective.
Citroën also introduced new models derived from the compact and practical 2CV economy car platform, including the 1961 Ami, designed by Flaminio Bertoni to merge Three-box styling with the 2CV chassis. While successful within France, the Ami encountered criticism abroad concerning its design, noise levels, and engine performance.[2] The Dyane, a modernized hatchback variant of the 2CV, competed directly with the Renault 4 hatchback. Despite these models, a notable gap persisted throughout the 1960s between these small two-cylinder cars and the upscale DS.
This void was addressed in 1970 when Citroën launched the mid-sized Citroën GS, which earned "European Car of the Year" honors in 1971 and achieved sales exceeding 2.5 million units. It combined a compact flat-4 air-cooled engine with advanced Hydropneumatic suspension. Plans for a more powerful rotary-powered version using a Wankel rotary engine were considered but never fully realized.
Replacing the DS
Throughout its production lifespan, the DS maintained strong sales and a competitive edge, reaching its highest point in 1970. Nevertheless, certain design elements such as the narrow interior, the column-mounted gear lever, and the distinct fenders began to appear outdated by the early 1970s.
In 1970, Citroën introduced the SM, a contemporary successor to the DS that was similar in length but featured increased width. Numerous components—including the manual transmission, front disc brakes, axles, wheel bearings, steering knuckles, and hydraulic systems—were either directly shared with or derived from the DS.
The SM diverged from the DS by targeting the luxury grand touring segment. Equipped solely with a costly Maserati engine, it offered higher performance and came with a significantly elevated price tag. Its 2+2 seating configuration combined with its premium cost limited its practicality as a spacious family saloon—a crucial market in Europe for vehicles of this category. Typically, manufacturers create low-volume coupés based on existing saloon platforms; for instance, Mercedes-Benz’s SLC (C107) and BMW’s 6 Series coupé share their underpinnings with their sedan counterparts.
Because of its specialized market positioning and price point, the SM did not succeed in replacing the DS within Citroën’s range. Instead, the more compact CX assumed the role of large family or executive car, and plans for a 'new DS' were ultimately abandoned.
Production of the DS ceased on 24 April 1975. Citroën continued to sell remaining stock of the estate ('break'/'Safari') model until autumn 1975, when the CX estate variant was launched.
Development
While preserving its overall dimensions and shape with easily detachable body panels, the DS underwent continuous design refinements throughout its two-decade production period.
ID 19 submodel to broaden market reach (1957–69)
The 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 introduced the more economical ID variant in 1957.
Though sharing the DS body shell, the ID was less luxurious and less powerful. Both featured 1,911 cc engines; however, the ID's output was only , compared to the DS19's . In 1961, enhancements to the DS19 included a Weber-32 twin carburetor and an increased compression ratio that raised power to . The ID19 employed more conventional mechanical features—lacking power steering and utilizing a traditional transmission—which initially made it over 25% cheaper than the DS model. This price difference narrowed after discontinuing the base-level ID19 "Normale." A station wagon variant named ID Break debuted in 1958.
D Spécial and D Super models (1970–75)
In 1970, Citroën phased out the ID line in favor of D Spécial and D Super models that continued as lower-spec alternatives. The D Super was equipped with the DS21’s 2175 cc engine paired with a five-speed gearbox and marketed under the name D Super 5.
Series 2 – Front end redesign (1962)
In September 1962, a redesigned front end was introduced on all models to improve aerodynamics and ventilation. The signature dual headlamp styling remained intact while an optional pair of driving lights mounted on the front fenders became available. This updated nose design was applied across every variant including IDs and station wagons.
Series 3 – 1967 Nose Redesign Featuring Directional Headlights
At the end of 1967, marking the 1968 model year, the DS and ID underwent a redesign led by Robert Opron, who later contributed to the 1970 SM and 1974 CX models. This revision introduced a sleek headlamp assembly with four lights concealed beneath a seamless glass cover. The inner pair of headlights pivoted in sync with the steering wheel, enabling improved visibility around corners during nighttime driving. A cable linkage mechanically connected these swiveling lamps to the front wheels.
The inner high-beam lamps could rotate up to 80°, casting illumination along the driver’s projected trajectory, while the outer low-beam units featured self-leveling capabilities to adjust for changes in vehicle angle during acceleration or braking.
To comply with US regulations, a separate version was manufactured featuring four exposed, fixed headlights without swiveling functionality. Although directional headlights had been seen earlier on the 1948 Tucker 48 'Torpedo', Citroën was the pioneer in bringing adaptive headlamp technology to mass production.
Introduction of New "Green" Hydraulic Fluid
Initially, Citroën’s hydropneumatic suspension utilized a vegetable oil-based fluid known as LHV, which was subsequently replaced by a synthetic alternative called LHS. Both types absorbed moisture from the air, leading to corrosion and increased maintenance costs. This problem was exacerbated by the DS/ID’s suspension design, which caused substantial fluctuations in fluid levels within the reservoir, drawing in humid air.
In response, Citroën launched a mineral oil-based hydraulic fluid named LHM (liquide hydraulique minéral) in 1967, offering improved compatibility with system components. The use of LHM necessitated different seal materials; employing an incorrect fluid would quickly degrade seals. To avoid confusion, LHM was tinted bright green, and hydraulic parts were painted green as well, while earlier LHS components remained black.
The transition to LHM affected all variants simultaneously—including station wagons and IDs—except in the United States and Canada, where regulatory constraints postponed adoption until January 1969.
Global Sales and Manufacturing
The primary production site for the DS was located at Quai André-Citroën in Paris's Javel district, supplemented by manufacturing facilities in the United Kingdom, South Africa, former Yugoslavia (mainly producing Break Ambulances), and Australia.
During the 1960s, Australian assembly took place in Heidelberg, Victoria, producing a unique D model called the ID 19 "Parisienne." These Australian versions came standard with features such as the "DSpecial DeLuxe," which were not available on European counterparts.
In the UK, assembly continued until 1965 at the Slough plant west of London. This process involved French knock-down kits combined with locally sourced parts—some of which were machined on site. By 1962, British electrical systems were replaced with French units adopting negative earth grounding consistent with continental standards. The UK market also received an intermediate model between DS and ID named DW introduced in 1963. This variant had a manual gearbox and simplified clutch but retained DS powertrain components along with power-assisted steering and brakes; it was internationally recognized as DS19M. When the original 1911 cc engine was superseded by an 1985 cc unit in September 1965, manual DS models assembled at Slough became known as DS19A. The Slough factory ceased operations in February 1966; thereafter, fully assembled vehicles were imported from France for British customers. Characteristics distinguishing UK-built cars include leather upholstery, dashboards made of wood or plastic, chrome-plated front bumper license plate mounts, and (pre-1962) Lucas electrical components—all configured for right-hand drive.
Production continued in South Africa from 1959 until 1975.
Although available in Japan, DS models were imported exclusively as left-hand drive vehicles from France.
DS in North America
Between 1956 and 1972, the DS was available in the North American market. Although it enjoyed significant acclaim and popularity across Europe, it faced commercial challenges in both the United States and Canada. Positioned as a luxury vehicle, it fell short of American consumers’ expectations by lacking features such as an automatic transmission, air conditioning, power windows, and a high-performance engine. The DS was originally engineered to meet the specific demands of the French market, factoring in high tax horsepower classifications and rough road conditions—considerations that were largely irrelevant in North America.
Sales were further impacted by inconsistent spare parts availability; Jay Leno has highlighted this issue based on his experience at a Citroën dealership in Boston. Additionally, the DS was priced at $4,170 for a 1969 model, making it costly compared to competitors like the Buick Electra 225 Custom, which offered greater power and luxury amenities including automatic transmissions and power windows at comparable or lower prices.
Ultimately, due to scarce parts supply, inability to rival larger luxury automobiles, and insufficient adaptation to the North American market, only around 38,000 DS units were sold across the continent.
US regulations also limited the DS’s advanced technological features. Its aerodynamic composite headlamps with covered lenses were prohibited under Federal Motor Vehicle Safety Standard 108, which mandated round sealed-beam headlights until 1983. This regulation led to the removal of the DS’s distinctive quartz iodine swiveling headlights for US models. Conversely, Canada permitted the use of European-style directional headlamps.
The vehicle’s hydraulic fluid system encountered regulatory obstacles as well. The castor-based LHV and synthetic LHS fluids commonly used in Europe lacked approval from the NHTSA, which requires safety validation for new automotive innovations. As a result, early North American versions employed conventional brake fluid incompatible with the DS’s hydraulic design. The mineral-based LHM fluid, created to resolve these issues, gained NHTSA approval only in January 1969. Consequently, approximately half of the 1969 US-market DS cars used the older LHS fluid while the other half utilized LHM fluid—two fluids that are chemically incompatible—complicating maintenance and reliability efforts.
Pallas
Launched in 1965, the DS Pallas represented a more luxurious trim named after the Greek goddess Pallas Athena. This version came with improved soundproofing, optional leather seating, and enhanced exterior trim details. Starting in 1966, it also offered a height-adjustable driver’s seat.
Station wagon, Familiale, and Ambulance
The station wagon variant debuted in 1958 under several names depending on the market: Break (France), Safari and Estate (UK), Wagon (US), and Safari or Station-Wagon (Australia). It featured a steel roof designed to support a standard roof rack. The Familiale model included a rear seat set further back with three folding seats situated between the front and rear rows; by contrast, the standard Break contained two side-facing seats within the cargo area.
The Ambulance version modified the Break’s configuration by incorporating a split rear folding seat to accommodate a stretcher. A ‘Commerciale’ edition was also offered. Notably, the Safari model was employed by the BBC as a camera car due to its hydropneumatic suspension system providing exceptional stability for filming purposes.
Convertible
Between autumn 1960 and summer 1971, Citroën offered a "décapotable" convertible crafted by coachbuilder Henri Chapron, available exclusively through authorized dealerships. Around 1,400 units were produced, featuring reinforced chassis similar to those found on the Break variant.
Chapron first unveiled a convertible version of the DS 19 at the Paris Motor Show in October 1958. Impressed by his work, Citroën partnered with Chapron over the next two years to develop a production convertible, which was marketed as either "cabriolet de série" or "décapotable." This collaboration required close cooperation between the two companies.
The initial official cabriolet emerged in autumn 1960 from Chapron’s Levallois-Perret workshop and was introduced in Paris. For nearly ten years, Citroën commissioned these four-seat convertibles from Chapron’s facility. Subsequent editions carried names such as “La Croisette,” “Le Caddy” (a two-seater), “Le Palm Beach” (four seats), along with various coupé and sedan models including “Le Paris,” “Le Concorde,” “Le Dandy,” “Le Léman,” “La Majesty,” and “La Lorraine.”
Following Citroën’s discontinuation of official décapotable production in mid-1971, Chapron continued to produce and sell these convertibles independently until 1974.
Chapron variations
On chassis from the Citroën ID / DS 19, DS 21, and DS 23, Chapron developed his own range of models. These included coupés such as “Le Paris,” “Le Concorde,” “Le Dandy,” and “Le Léman”; convertibles like “La Croisette,” “Le Caddy” (two seats), and “Le Palm Beach” (four seats); as well as sedans named “La Majesty” and “La Lorraine.” Additionally, he created special sedans including the "Prestige," which featured a central partition, and the notchback "Lorraine." One notable creation was the monumental DS Présidentielle (1967–1968), designed by Citroën’s team and measuring 6.53 meters in length to exceed the size of American presidential vehicles. Commissioned by President Charles de Gaulle—who reportedly disliked its partition—the DS Présidentielle saw limited use by him; he favored DS landaulets or earlier bespoke Citroën 15/6 H models 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 remained unchanged, the rear adopted a notchback design.
The Reactor
In 1965, American customizer Gene Winfield built The Reactor, a Citroën DS chassis equipped with a turbocharged flat-six engine producing 180 horsepower from a Chevrolet Corvair, powering the front wheels. The engine’s extended layout permitted only a single row of seating beneath a sleek aluminum body with low-profile styling.
The Reactor gained recognition through appearances on television series such as Star Trek: The Original Series (episode "Bread and Circuses"), Batman (episodes including "Funny Feline Felonies" and one driven by Catwoman), and Bewitched (episode "Super Car").
Michelin PLR
The Michelin PLR is a mobile tire testing vehicle based on the 1972 DS Break platform, later utilized for promotional activities.
Back to the Future Part II taxi
For the 1989 film Back to the Future Part II, a flying taxi car set in 2015 was created using the DS model as its foundation.
Suspension
The DS is equipped with a hydropneumatic suspension system, where each wheel is connected to a hydraulic suspension assembly consisting of a hydraulic accumulator sphere filled with compressed nitrogen, a cylinder containing hydraulic fluid, and a piston attached to the suspension. Instead of traditional shock absorbers, a damper valve is used. The system preserves a constant ride height through a height corrector valve that modulates fluid pressure in response to the suspension's position. Drivers can choose from five distinct height settings tailored for everyday driving, uneven terrain, or wheel maintenance.
This oleopneumatic mechanism removes the necessity for a jack; by elevating the suspension to its maximum height, an adjustable stand can be placed beneath a peg near the wheel. Lowering the suspension then lifts the wheel off the ground, facilitating straightforward tire changes. Although innovative, this setup occasionally led to abrupt drops if the stand was incorrectly positioned or placed on unstable surfaces. On the subsequent CX model, Citroën replaced this system with a screw jack mechanism activated after raising the suspension.
Pressure source and backup
At the heart of the hydraulic system lies a high-pressure pump that maintains pressure between in two accumulators, similar in design to suspension spheres. One accumulator supplies the front brakes, while the other powers the remaining hydraulic functions. (Simpler ID variants utilized the main accumulator for front brake operation.) In case of hydraulic failure, steering resistance would increase first, followed by gearbox malfunction, and ultimately brake failure.
Two types of pumps were employed: the DS utilized a seven-cylinder axial piston pump driven by dual belts, delivering pressure; meanwhile, the ID19 used a more straightforward single-cylinder pump powered by an eccentric cam on the camshaft.
Hydraulique or Citromatic
At launch, the DS was available exclusively with the Hydraulique four-speed semi-automatic (B.V.H.—Boîte de Vitesses Hydraulique) transmission.
This four-speed gearbox and its clutch were hydraulically controlled. Gear shifts were performed by moving a lever located behind the steering wheel while easing off the accelerator pedal. The hydraulic control unit disengaged both clutch and current gear, engaged the chosen gear, then re-engaged the clutch. The clutch engagement speed was automatically calibrated based on engine rpm, carburetor throttle position, and brake application status. Applying the brakes reduced engine idle speed below clutch engagement threshold to prevent clutch slippage when stopped in gear and allowed creeping behavior similar to automatic transmissions. Additionally, braking increased engine drag torque to avoid engine force opposing braking. In case of hydraulic pressure loss, the clutch would disengage to prevent vehicle movement, while brake accumulators ensured safe stopping.
Unlike conventional automatic transmissions, there was no Park setting that locked wheels. With engine off, the hydraulic clutch disengaged automatically; therefore, parking required engaging the parking brake to avoid rolling on inclines.
Manual—four-speed and five-speed
The more basic ID19 model featured a conventional manual gearbox and clutch identical to those in the DS as an economical alternative starting in 1963. In September 1970, Citroën introduced a five-speed manual transmission alongside the original four-speed option. Both manual versions utilized a gear selector mounted on the steering column.
Fully Automatic Transmission
In September 1971, Citroën launched a fully automatic 3-speed Borg-Warner 35 transmission option for the DS 21 and subsequently the DS 23 models. Despite the prevalence of automatic gearboxes in the United States, this version was not offered there. Conversely, numerous fuel-injected DS 23 sedans equipped with air conditioning and automatic transmissions found a market in Australia.
Engine Developments
Initially, Citroën intended to equip the DS with an air-cooled flat-six engine inspired by the 2CV’s flat-twin configuration. However, due to technical complications and budget constraints, this concept was abandoned in favor of a more conventional powerplant.
The DS 19 utilized an engine derived from the Traction Avant’s older OHV inline-four, featuring three main bearings and wet liners, with a displacement of 1911 cc. It incorporated an aluminum cross-flow cylinder head with hemispherical combustion chambers, delivering 75 hp at 4500 rpm—an improvement over the Traction Avant’s 60 hp output.
Similar to its predecessor, the DS positioned its gearbox ahead of the engine and placed the differential between them, effectively creating a front-wheel-drive layout with a mid-engine configuration.
Over its two-decade production span, both DS and ID engines underwent enhancements aimed at increasing performance. The original three-bearing engine was replaced in 1965 by a five-bearing 1985 cc unit, designated as the DS 19a or DS 20 starting in 1969.
Also introduced in 1965 was the DS 21 model, powered by a larger five-bearing 2175 cc engine producing 106 hp DIN. In 1970, Bosch electronic fuel injection was incorporated—making the DS one of the earliest mass-produced vehicles to feature this technology—and power output was further elevated through enlarged inlet valves.
The DS 23 arrived in 1973 with a 2347 cc engine available in both carbureted and fuel-injected variants. The fuel-injected DS 23 represented the most potent production version, generating 141 hp SAE (130 hp DIN).
ID models followed similar development patterns but typically trailed by approximately one year. Notably, ID sedans never received the DS 23 engine or fuel injection; however, Break/Familiale variants adopted the carbureted DS 23 engine alongside their existing DS20 power units.
The top-tier ID variant, known as the DSuper5 (DP), was equipped with the DS21 engine for the 1973 model year and paired with a five-speed transmission. This setup differed from earlier five-speed models such as the DSuper—which offered optional low-ratio gearing—or the preceding DS21M (DJ).
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 attempted to ambush his motorcade using machine guns to disable vehicles. De Gaulle credited his unarmored Citroën DS with saving his life—the car sustained multiple bullet impacts and two flat tires but managed to escape at high speed. Following this incident, De Gaulle pledged never to travel in any other car brand. This episode was dramatized in the film The Day of the Jackal (1973).
The 1961 Citroën DS 19 Décapotable Usine crafted by Henri Chapron gained notable attention due to its prominent appearance in That Touch of Mink (1962), after being specially requested by actor Cary Grant for use during filming.
A customized flying Citroën DS is featured as the antagonist’s vehicle in the 1965 French comedy Fantômas se déchaîne. Additionally, in the American television series Buffy The Vampire Slayer from the 1990s, character Rupert Giles drives a model from 1963.
Legacy
The market value of the Citroën DS has experienced a notable increase 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 in 2006. Another comparable vehicle sold through Bonhams in 2009 commanded €343,497 (US$440,436). In September 2009, Bonhams auctioned a 1966 DS21 Decapotable Usine for GB£131,300, while a 1973 DS21 Decapotable fetched €189,000 in January 2010.
In 2017 and 2018, Citroën was prominently showcased at the Mullin Automotive Museum, and the DS model made its first appearance on the lawn at the Pebble Beach Concours d'Elegance in 2018.
The cultural impact of the DS was celebrated on 9 October 2005, when approximately 1,600 DS vehicles paraded past the Arc de Triomphe to commemorate its 50th anniversary.
In 2009, Groupe PSA introduced the upscale brand DS Automobiles, emphasizing premium models with unique engineering and body designs. The initial lineup included three vehicles: the DS 3, DS 4, and DS 5. The DS 3, launched in March 2010, is derived from Citroën's C3 platform but offers enhanced customization options and design elements inspired by the original DS, notably featuring the 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
- Photograph of Bossaert DS coupe
- Images of Gene Winfield's 1965 Reactor
- Maybach SW35 comparison images: