Citroën ID 21
| Company type | Product |
|---|---|
| Industry | Automotive |
| Founded | October 6, 1955 |
| Headquarters | Paris , France |
| Products | Executive cars (fastback/sedan, wagon/estate, convertible) |
The Citroën DS () is a front mid-engine, front-wheel-drive executive car produced by Citroën between 1955 and 1975. It was available in fastback/sedan, wagon/estate, and convertible configurations throughout three series within a single generation.
Offered alongside the more budget-friendly Citroën ID, the DS gained acclaim for its sleek aerodynamic styling and cutting-edge technology, establishing new standards in ride comfort, handling precision, and braking efficiency. It was the first widely produced automobile to feature hydropneumatic suspension and disc brakes. The 1967 Series 3 update introduced directional headlights to mass-market vehicles.
The DS was crafted by Italian sculptor and industrial designer Flaminio Bertoni and French aeronautical engineer André Lefèbvre, with its hydropneumatic suspension system developed by Paul Magès. The 1967 facelift for Series 3 was the work of Robert Opron. Across six countries, Citroën manufactured a total of 1,455,746 units, with 1,330,755 assembled at the Paris Quai de Javel factory.
Capitalizing on Citroën’s expertise in front-wheel drive, the DS achieved notable success in rally competitions from 1959 through 1974. It was ranked third in the influential 1999 Car of the Century poll and was honored as the most beautiful car ever by Classic & Sports Car magazine.
The names DS and ID are French wordplays: "DS" is pronounced like déesse (meaning goddess), while "ID" sounds like idée (meaning idea).
Model history
Following an 18-year period 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 743 orders, reaching a total of 12,000 by the end of that day. During the entire ten-day exhibition, deposits for the DS totaled 80,000—a record that stood for over six decades until overtaken by the Tesla Model 3, which amassed 180,000 first-day deposits in March 2016. The initial price for a 1959 ID19 was US$2,833 (equivalent to $ in current dollars).
Journalists at the time lauded the DS for advancing the equilibrium between driving comfort and handling performance.
In post-war France, the DS became a symbol of national technological progress and was exported worldwide. At the 1963 Amsterdam International Autoshow, Citroën displayed a DS body as an artistic sculpture rotating on a platform to emphasize its avant-garde design. The vehicle also underscored France’s role in Cold War-era technological competition. Philosopher Roland Barthes famously remarked that it seemed to have "fallen from the sky," reflecting its futuristic appeal. An American advertisement encapsulated this spirit by stating: "It takes a special person to drive a special car."
Owned by tire manufacturer Michelin, Citroën engineered the DS around advanced radial tyre technology dating back to 1948.
The DS incorporated innovative double wishbone front suspension coupled with trailing-arm rear suspension featuring unique hydropneumatic spring and damper units. Conceived by Paul Magès, this system provided automatic self-leveling and allowed drivers to adjust ride height manually, delivering superior performance on uneven roads.
Other notable features included power-assisted steering and a semi-automatic transmission that eliminated the clutch pedal while requiring manual gear changes via hydraulic operation. A fiberglass roof was employed to lower the center of gravity and reduce weight transfer during cornering. Inboard front disc brakes paired with independent suspension reduced unsprung mass. Differing track widths at front and rear minimized understeer typically associated with front-engine, front-wheel-drive layouts. The DS was pioneering as the first mass-produced model equipped successfully with disc brakes.
At launch, its innovative centerlock wheels used captive Allen bolts with hexagonal recesses to facilitate rapid wheel changes—a benefit in motorsport contexts.
French taxation based on horsepower influenced engine offerings; unlike its predecessor, no six-cylinder variant was produced. Although an air-cooled flat-six engine had been planned, financial limitations prevented its realization.
The DS achieved third place in the 1999 Car of the Century ranking and was fifth on Automobile Magazine’’s 2005 list of "100 Coolest Cars." It was also voted the most beautiful automobile ever by Classic & Sports Car magazine following input from renowned designers such as Giorgetto Giugiaro, Ian Callum, and Leonardo Fioravanti.
Motorsport
The DS enjoyed considerable achievements in motorsport, especially in the realm of rallying, where its superior capability on uneven terrain proved advantageous. 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 for regulatory infringements. In 1962, Pauli Toivonen claimed first place at the 1000 Lakes Rally piloting a DS19.
During the 1968 London–Sydney Marathon, a DS leading the event was involved in an accident caused by a Mini driver under the influence, highlighting the ongoing rivalry between these two manufacturers. Robert Neyret achieved wins at the Rallye du Maroc in both 1969 and 1970 driving a DS 21.
The DS also demonstrated strong endurance capabilities, notably at the 1974 London-Sahara-Munich World Cup Rally, where it outperformed more than seventy entrants, with only five vehicles completing the entire competition.
Technical innovation – hydraulic systems
Unlike typical automobiles that employed hydraulics solely for braking and power steering, the DS incorporated hydraulic technology into its suspension, clutch, and transmission mechanisms. The more economical 1957 ID19 model featured manual steering paired with simplified power-assisted brakes. A pump driven by the engine sustained system pressure at .
At a period when few passenger cars had independent suspension on every wheel, Citroën’s hydraulic architecture introduced an innovative self-leveling suspension. This breakthrough delivered precise handling alongside unparalleled ride quality, often likened to a "magic carpet" sensation.
The foundation for this technology, known as hydropneumatic suspension, was initially implemented on the rear axle of Citroën’s flagship Traction Avant 15CV-H model one year earlier.
Effect on Citroën brand development
The launch of the DS in 1955 cemented Citroën’s status as a pioneer in automotive engineering, building on the legacy of the Traction Avant, which had been the world’s first mass-produced unitary body front-wheel-drive vehicle since 1934. The influence of the DS was so profound that Citroën postponed introducing radically new models until 1970.
As a sizable and costly[1] executive car, the DS inspired efforts to create more affordable brand extensions; however, these attempts failed to gain market traction. Throughout the late 1950s and 1960s, Citroën developed several prototypes aimed at lucrative segments bridging the gap between the 2CV and DS, intending to compete against models such as the Peugeot 403, Renault 16, and Ford Cortina. These projects never reached production due to excessive manufacturing costs or insufficient innovation. During its ownership by Michelin from 1934 to 1974, Citroën functioned effectively as an experimental hub, facilitating extensive technological trials that also supported Michelin’s radial tire advancements when successful.
Citroën expanded its range of compact economy vehicles with introductions like the 1961 Ami, crafted by Flaminio Bertoni to merge elements of Three-box styling with the underpinnings of the 2CV chassis. Although well-received within France, the Ami encountered criticism internationally for its unconventional design and limited performance.[2] The Dyane, a modernized iteration of the 2CV featuring a hatchback design, competed directly with vehicles like the Renault 4. Despite these product additions, a notable market void persisted between small economy cars and the DS during much of the 1960s.
In 1970, 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 flat-4 air-cooled engine with advanced Hydropneumatic suspension. Plans existed for a more potent version powered by a Wankel rotary engine, but this variant never reached full production.
Replacing the DS
Throughout its production run, the DS maintained strong sales performance, reaching its highest point in 1970. Nevertheless, certain design elements such as the narrow interior, column-mounted gear lever, and distinct fenders started to appear outdated by the early 1970s.
In 1970, Citroën introduced the SM, a contemporary iteration of the DS that retained a similar length but featured increased width. The SM incorporated several components from the DS, including a modified manual transmission, front disc brakes, axles, wheel bearings, steering knuckles, and hydraulic systems.
Unlike the DS, the SM was aimed at the luxury grand touring segment and was exclusively powered by a costly Maserati engine. It offered greater speed and commanded a much higher price but was not intended as a practical four-door family sedan—the primary market for large European vehicles. Typically, automakers produced low-volume coupés derived from their saloon models, as seen with cars like the Mercedes-Benz SLC (C107) or BMW’s 6 Series based on their sedans.
Because of its steep cost and limited seating arrangement (2+2), the SM did not succeed in replacing the DS. Instead, Citroën launched two successors: one as a direct modern replacement for the DS and another smaller model, the CX. Only the CX effectively served as a large family or executive car.
The production of the last DS concluded on 24 April 1975. Citroën maintained roughly eight months’ worth of stock for the estate ('break'/'Safari') variant to cover sales until the CX estate was released in autumn 1975.
Development
The DS preserved its overall dimensions and easily detachable body panels throughout its lifespan but experienced ongoing design refinements.
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 affected sales in post-war France. To appeal to a wider audience, Citroën launched the more economical ID submodel in 1957.
While sharing the same body as the DS, the ID was less powerful and less luxurious. Both used a 1,911 cc engine; however, the ID produced less power compared to the DS19’s output. In 1961, enhancements such as a Weber-32 twin carburetor and increased compression ratio raised the DS19’s power to , made possible by improved fuel quality. The ID19 featured simpler mechanical systems and did not include power steering or hydraulic controls present in the DS. Initially priced more than 25% below the DS, the entry-level ID19 "Normale" was phased out by late 1961. A station wagon version called ID Break was introduced in 1958.
D Spécial and D Super (1970–75)
In 1970, Citroën replaced the ID line with two models: D Spécial and D Super, which remained positioned as lower-specification options. The D Super incorporated the DS21’s 2175 cc engine paired with a five-speed transmission and was marketed under the name D Super 5.
Series 2 – Front-end redesign in 1962
In September 1962, Citroën updated the DS with a redesigned front end that improved aerodynamic efficiency and ventilation. Additionally, optional driving lights were added to the front fenders. This facelift applied to all variants including IDs and station wagons.
Series 3 – Front-end redesign in 1967 featuring directional headlights
In the latter part of 1967, for the 1968 model year, the DS and ID underwent a redesign by Robert Opron, who later created the 1970 SM and 1974 CX. This facelift introduced a sleek headlamp arrangement featuring four lights enclosed beneath a smooth glass cover; notably, the inner pair of headlights pivoted with the steering wheel, enhancing visibility around corners—an advantage for nighttime driving at high speeds on curvy roads. These directional lamps were mechanically connected to the front wheels through cables.
Each glass-covered assembly housed an inner high-beam lamp capable of swiveling up to 80° in response to steering movements, illuminating the path aligned with the driver's intended direction. Meanwhile, the outer low-beam lamps were equipped with self-leveling mechanisms to adjust for vehicle acceleration and braking forces.
To comply with American regulations, a variant with four exposed, fixed-position headlights was produced specifically for that market.
While adaptive headlights had appeared earlier on the 1948 Tucker 48 'Torpedo', Citroën was the pioneer in mass-producing this technology for consumer vehicles.
Introduction of new "green" hydraulic fluid
Initially, Citroën’s hydropneumatic suspension system utilized a vegetable oil-based fluid (liquide hydraulique végétal, LHV), which was subsequently replaced by a synthetic oil (liquide hydraulique synthétique, LHS). Both fluids absorbed moisture from the air—a property known as hygroscopy—that could corrode hydraulic parts and increase upkeep demands. This vulnerability was exacerbated by significant fluid level fluctuations inherent in the DS/ID suspension design.
In 1967, Citroën launched a mineral oil-based hydraulic fluid named LHM (liquide hydraulique minéral), noted for its reduced corrosiveness and greater longevity. The introduction of LHM necessitated different sealing materials; using incompatible fluids could cause rapid seal deterioration. To avoid confusion, Citroën tinted LHM bright green and painted hydraulic components accordingly, while earlier LHS-equipped parts remained black.
The transition to LHM was implemented simultaneously across all models, including station wagons and IDs. However, due to regulatory constraints, the United States and Canada postponed this switch until January 1969.
Global production and sales
Primary manufacturing of the DS took place at the Quai André-Citroën facility in Paris’s Javel district, supplemented by assembly operations in the United Kingdom, South Africa, the former Yugoslavia (mainly producing Break Ambulances), and Australia.
During the 1960s, Australia produced its own version of the D model at Heidelberg, Victoria, marketed as the ID 19 "Parisienne." Australian editions often included features such as the "DSpecial DeLuxe" package as standard equipment—options not offered in European markets.
Assembly in the UK continued until 1965 at the Slough plant located west of London, where vehicles were built from French knock-down kits combined with locally sourced parts. In 1962, British electrical components were replaced with French systems adopting negative earthing consistent with continental standards. The UK market also saw an intermediate variant introduced in 1963 called the DW, which paired manual transmission and a simplified clutch with DS mechanicals and power-assisted elements; internationally this model was recognized as the DS19M. After upgrading to an 1985 cc engine in September 1965, manual transmission versions were redesignated DS19A. The Slough factory ceased operations in February 1966, after which fully assembled cars were imported directly from France. Distinctive features of UK-assembled cars include leather upholstery, dashboards made from wood or plastic, chrome front bumper number plate brackets, and early Lucas electrical equipment—all configured for right-hand drive.
Production in South Africa spanned from 1959 until 1975.
Although sold in Japan as well, DS models there were imported fully assembled from France and retained left-hand drive configuration.
DS in North America
Between 1956 and 1972, the DS was marketed in North America but encountered limited commercial success despite receiving high praise from European enthusiasts and favorable reviews from American automotive journalists. Although positioned as a luxury vehicle, it lacked several features that were standard expectations for American consumers, such as automatic transmission, air conditioning, power windows, and robust engines. Its design was tailored primarily for the French market, taking into account local taxation and road conditions, making it less compatible with North American preferences.
Sales were further hampered by inconsistent parts availability, a challenge highlighted by Jay Leno who recounted his early experiences working at a Citroën dealership in Boston. The DS’s price point also worked against it; for example, in 1969, the 115 hp model was priced at $4,170, whereas competitors such as the $4,500 Buick Electra 225 Custom offered significantly more power at 360 hp along with luxury features including automatic transmissions and power windows.
These combined issues—scarce spare parts, inability to compete with larger luxury vehicles on pricing and features, and a mismatch with consumer expectations—resulted in relatively low sales numbers of approximately 38,000 units throughout North America.
Regulatory requirements further diminished the DS’s attractiveness. US regulations mandated round sealed-beam headlights with up to 75,000 candlepower output; therefore, the DS’s advanced quartz iodine swiveling headlights introduced in 1968 were prohibited. Additionally, aerodynamic covered headlamp lenses common on European models were illegal and had to be removed for US compliance. It was not until Ford successfully lobbied for change that composite headlamps became legal in the United States in 1983. In contrast, these European lighting designs remained permissible in Canada.
The DS’s hydraulic system also faced regulatory obstacles. The innovative mineral-based LHM hydraulic fluid used throughout Europe did not initially receive approval from the US National Highway Traffic Safety Administration (NHTSA), which enforces stringent safety certifications before new technologies can be adopted. As a result, American DS models employed conventional brake fluid incompatible with the hydraulic system until NHTSA authorized LHM fluid usage in January 1969. This caused a period during the 1969 model year when both red LHS and green LHM fluids were used interchangeably, complicating maintenance procedures.
In summary, a combination of regulatory limitations, supply chain challenges, and poor alignment with North American market demands restricted the DS’s commercial achievements despite its advanced technology and innovative design.
Design variations
Pallas
Launched in 1965, the DS Pallas represented an upscale version offering improved soundproofing, optional leather seating, and enhanced exterior trim details. Starting in 1966, it also featured a height-adjustable driver’s seat aimed at attracting buyers seeking premium amenities.
Station wagon, Familiale, and Ambulance
The station wagon variant debuted in 1958 under various names depending on the market: Break (France), Safari/Estate (UK), Wagon (US), and Safari/Station-Wagon (Australia). It came equipped with a steel roof complemented by a standard roof rack. The Familiale model extended rear passenger capacity by including three folding seats situated between the front and rear rows; meanwhile, the standard Break incorporated two side-facing seats at the rear.
An Ambulance adaptation of the Break featured a split rear folding seat designed to accommodate a stretcher. Additionally, a Commerciale version was briefly produced.
Notably, broadcasters such as the BBC utilized the Safari model as a camera vehicle due to its hydropneumatic suspension system providing an exceptionally stable platform for filming.
Convertible
Between autumn 1960 and summer 1971, Citroën offered an official convertible model ("décapotable") crafted by the coachbuilder Henri Chapron and distributed through authorized dealers. Around 1,400 units were sold, underscoring its status as a luxury vehicle.
Chapron's partnership with Citroën began following the positive reception of his DS 19 convertible prototype at the 1958 Paris Motor Show. After two years of collaborative development, the "cabriolet de série" was introduced, marketed directly by Citroën but manufactured at Chapron's workshop in Levallois-Perret.
The unveiling occurred in Paris’s Bois de Boulogne. Over more than ten years, Chapron produced these four-seat convertibles under agreement with Citroën before rebranding them as “La Croisette.” In addition to this model, Chapron created a range of variants—including two-seat convertibles ("Le Caddy"), four-seat convertibles ("Le Palm Beach"), coupés ("Le Paris," "Le Concorde," "Le Dandy," "Le Léman"), and sedans ("La Majesty," "La Lorraine")—all derived from DS/ID chassis.
Following the end of Citroën’s official production in mid-1971, Chapron continued manufacturing these convertibles independently until 1974.
Chapron variations
Chapron developed and marketed his own series of models on the Citroën ID/DS 19, DS 21, and DS 23 platforms. This lineup included coupés such as “Le Paris,” “Le Concorde,” “Le Dandy,” and “Le Léman”; convertibles like “La Croisette,” “Le Caddy” (two-seater), and “Le Palm Beach” (four-seater); as well as sedans including “La Majesty” and “La Lorraine.” He also produced special sedans featuring unique elements such as the "Prestige" with a central partition and the notchback-style "Lorraine." Chapron was responsible for the grand DS Présidentielle (1967–1968), designed by Citroën’s styling team. Measuring 6.53 meters in length, it surpassed the size of official cars used by US Presidents Johnson and Nixon. Although commissioned by President Charles de Gaulle, who disliked its central divider, de Gaulle predominantly preferred DS landaulets or earlier bespoke Citroën 15/6 H models crafted by Franay and Chapron.
Bossaert coupé
From 1959 to 1964, Hector Bossaert constructed a coupé based on a DS chassis shortened by approximately 18½ inches. The front retained its original design while the rear adopted a notchback configuration.
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 length allowed for only one seating row within a sleek, low-profile aluminum body.
The Reactor gained recognition through appearances in various American television series including Star Trek: The Original Series (episode "Bread and Circuses"), Batman (episodes "Funny Feline Felonies" and another featuring Catwoman driving it), and Bewitched (episode "Super Car").
Michelin PLR
The Michelin PLR is a mobile tire testing apparatus built on a 1972 DS Break platform, later employed for promotional demonstrations.
Back to the Future Part II taxi
For the 1989 motion picture Back to the Future Part II, a flying taxi envisioned for 2015 was designed drawing inspiration from the DS model.
Technical details
Suspension
The DS incorporates a hydropneumatic suspension mechanism where each wheel is connected to a hydraulic suspension unit consisting of a hydraulic accumulator sphere filled with pressurized nitrogen, a cylinder containing hydraulic fluid, and a piston attached to the suspension arm. This design substitutes conventional metal springs and shock absorbers by delivering both spring action and damping via an integrated damper valve. A height corrector valve regulates fluid pressure according to suspension movement to maintain consistent ride height.
Drivers can choose among five ride height settings: standard, two elevated positions for challenging terrain, and two extreme heights intended for wheel changes. This system eliminates the necessity for a jack; when replacing a flat tire, the suspension raises to its maximum height, an adjustable stand is positioned beneath a peg near the wheel, then lowering the suspension lifts the tire off the ground. Although innovative and later adopted on models such as the SM, this system was eventually replaced on the CX by a screw jack activated after raising the suspension. The original DS setup occasionally experienced sudden drops if the stand was incorrectly placed or used on uneven surfaces.
Pressure source and reservoir
At the heart of the hydraulic system was a high-pressure pump supplying fluid to two accumulators, which functioned similarly to suspension spheres. One accumulator was dedicated to the front brakes, while the other supplied the remaining hydraulic components. (In simpler ID versions, the main accumulator also powered the front brakes.) In a hydraulic failure scenario, steering resistance would increase first, followed by gearbox malfunction, with braking capability being the last affected.
Two different pumps were utilized: the DS employed a seven-cylinder axial piston pump powered by two belts that generated high pressure; conversely, the ID19 featured a more straightforward single-cylinder pump driven by an eccentric camshaft.
Transmission and clutch
Hydraulique or Citromatic
Initially, the DS was exclusively available with the Hydraulique four-speed semi-automatic transmission (B.V.H.—Boîte de Vitesses Hydraulique).
This four-speed transmission and clutch system operated through a hydraulic control mechanism. Gear changes were executed by the driver moving a lever located behind the steering wheel while easing off the accelerator. The system automatically disengaged both clutch and current gear, engaged the selected gear, and then re-engaged the clutch. The clutch engagement speed was dynamically adjusted based on engine RPM, carburetor throttle position, and brake application. During braking, engine idle speed dropped below clutch engagement RPM to eliminate clutch friction when stationary, enabling the vehicle to creep forward similarly to an automatic transmission. This design also increased engine drag during braking before reaching idle speed, preventing engine torque from opposing brake force. In case of hydraulic pressure loss, the clutch disengaged to avoid propulsion, while brake reserves ensured safe deceleration.
Unlike conventional automatic transmissions, there was no Park setting to lock the wheels. Because the hydraulic clutch disengaged when the engine stopped, securing the vehicle required engaging the parking brake to prevent rolling.
Manual—four-speed and five-speed
The later and more economical ID19 model shared its manually operated gearbox and clutch with the DS. These mechanical parts were traditional in design and identical to those used in the ID19. Starting in September 1970, Citroën introduced a five-speed manual gearbox option alongside the original four-speed unit. All manual transmissions featured a shifter mounted on the steering column.
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. Despite automatic transmissions being prevalent in the US market, this fully automatic DS was not offered there. Nonetheless, many automatic DS models—specifically fuel-injected DS 23 sedans equipped with air conditioning—were sold in Australia.
Powertrains
Initially, the DS’s design centered on an air-cooled flat-six engine inspired by the 2CV’s two-cylinder layout, resembling Porsche’s 911 configuration. However, technical complications and cost considerations led to abandoning this concept.
Instead, the DS 19 inherited an older powerplant derived from Citroën’s 11CV Traction Avant (11B and 11C variants). This overhead valve four-cylinder engine featured three main bearings and wet liners with a displacement of 1911 cc. The DS incorporated an aluminum cross-flow cylinder head with hemispherical combustion chambers, delivering 75 hp at 4500 rpm—an improvement over its predecessor’s 60 hp output.
Similar to the Traction Avant, the DS positioned its gearbox 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 in both DS and ID models underwent continuous enhancements to boost performance. The original 1911 cc three-bearing unit was superseded in 1965 by a 1985 cc five-bearing engine, marking the introduction of the DS 19a (renamed DS 20 in 1969).
The DS 21 debuted in 1965 featuring a 2175 cc five-bearing engine producing 106 hp DIN. In 1970, Bosch electronic fuel injection was adopted—making the DS one of the earliest mass-produced vehicles equipped with this technology—and power output increased further due to larger inlet valves.
In 1973, Citroën introduced the DS 23 equipped with a 2347 cc engine available in both carbureted and fuel-injected variants. The fuel-injected DS 23 represented the most powerful production model at 141 hp SAE (130 hp DIN).
ID models followed similar development paths but generally lagged by about one year. ID sedans never received either the DS 23 engine or fuel injection; however, Break/Familiale versions incorporated the carbureted DS 23 engine alongside those fitted with DS20 Break/Familiale units.
The highest-specification ID variant—the DSuper5 (DP)—was upgraded in 1973 with the DS21 engine paired with a five-speed gearbox. This contrasted with earlier DSuper models that offered an optional low-ratio five-speed or previous DS21M five-speed configurations.
In popular culture
On 22 August 1962, President Charles de Gaulle narrowly escaped an assassination attempt at Le Petit-Clamart near Paris, orchestrated by Jean-Marie Bastien-Thiry, a veteran of the Algerian War. The attackers aimed to halt his motorcade using machine gun fire to disable the vehicles and assassinate him. De Gaulle attributed his survival to the unarmored Citroën DS, which, despite sustaining bullet holes and two flat tires, managed to flee at high speed. After this incident, he resolved never to use any other car brand. This episode was dramatized in the 1973 film The Day of the Jackal.
The 1961 Citroën DS 19 Décapotable Usine by Henri Chapron gained notable attention after its prominent role in That Touch of Mink (1962), when actor Cary Grant commissioned a new Citroën specifically for the movie.
In the 1965 French comedy Fantômas se déchaîne, the antagonist is seen driving a customized flying Citroën DS.
The 1990s American television series Buffy The Vampire Slayer features Rupert Giles driving a 1963 DS.
Legacy
Values for Citroën DS models have shown consistent appreciation over time. For example, a 1973 DS 23 Injection Electronique "Decapotable" (Chapron Convertible) sold for €176,250 (US$209,738) at Christie's Rétromobile in 2006, while a comparable vehicle reached €343,497 (US$440,436) at Bonhams in 2009. In September 2009, Bonhams auctioned a 1966 DS21 Decapotable Usine for GB£131,300, and another DS21 Decapotable from 1973 achieved €189,000 in January 2010.
Citroën was prominently displayed at the Mullin Automotive Museum during 2017 and 2018, with the DS making its debut on the lawn at the Pebble Beach Concours d'Elegance in 2018.
The cultural impact of the DS was celebrated on its 50th anniversary in Paris on 9 October 2005, when approximately 1,600 DS vehicles paraded past the Arc de Triomphe.
In 2009, Groupe PSA introduced the premium marque DS Automobiles, offering upscale models featuring distinct mechanical components and body designs. The initial range comprised the DS 3, DS 4, and DS 5. Launched in March 2010 and based on Citroën's C3 platform, the DS 3 offers enhanced customization options and design cues reminiscent of the original DS, including its characteristic "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 customized '65 Reactor
- Maybach SW35 comparison photos: