Citroën Pallas
| Company type | Executive car |
|---|---|
| Industry | Automotive |
| Founded | October 6, 1955 |
| Headquarters | Paris , France |
| Products | Sedan, estate/wagon, convertible |
The Citroën DS () is an executive vehicle featuring a front mid-engine layout with front-wheel drive, manufactured by Citroën between 1955 and 1975. It was available in sedan, estate/wagon, and convertible variants throughout three distinct series.
Launched alongside the more budget-friendly Citroën ID, the DS stood out due to its sleek aerodynamic styling and pioneering technologies, establishing new standards in comfort, handling precision, and braking performance. It was the pioneer in mass production to incorporate hydropneumatic suspension and disc brakes. The 1967 Series 3 marked the debut of directional headlights in mass-produced automobiles.
The design was crafted by Italian sculptor and industrial designer Flaminio Bertoni, with engineering contributions from French aeronautical engineer André Lefèbvre. Its hydropneumatic self-leveling suspension was developed by Paul Magès. The 1967 redesign was overseen by Robert Opron. Citroën produced a total of 1,455,746 units across six nations, with 1,330,755 assembled at the Paris Quai de Javel facility.
By merging advanced front-wheel drive technology with its groundbreaking suspension system, the DS maintained a formidable presence in rally competitions throughout its two-decade production span, securing numerous victories from 1959 through 1974. In the 1999 Car of the Century ranking, it placed third and was later honored as the most aesthetically pleasing automobile ever by Classic & Sports Car magazine.
The model names DS and ID are French wordplays: "DS" phonetically resembles (goddess), whereas "ID" sounds like idée (idea).
Model history
Following an 18-year period of confidential development intended to succeed the Traction Avant, the DS 19 was unveiled on 6 October 1955 at the Paris Motor Show. Within just 15 minutes, orders reached 743 units, culminating in 12,000 on opening day. Across the entire ten-day exhibition, deposits totaled 80,000—a record that remained unbroken for over six decades until eclipsed by the Tesla Model 3, which garnered 180,000 deposits on its first day in March 2016. The initial asking price for a 1959 ID19 was US$2,833.
At the time, automotive journalists lauded the DS for redefining the balance between ride comfort and handling dynamics. For post-war France rebuilding its national image, the DS became a symbol of French technological progress and was distributed internationally. It also reflected France’s prominence during the Cold War-era Space Age technological race. Philosopher Roland Barthes famously remarked that it seemed to have "fallen from the sky," while an American advertisement highlighted: "It takes a special person to drive a special car."
Owned by tyre producer Michelin, Citroën engineered their vehicles around advanced radial tyre technology since 1948, including this model. The DS incorporated double wishbone suspension with L-shaped arms at the front and trailing arms at the rear, paired with innovative hydropneumatic spring and damper assemblies. Created internally by Paul Magès, this setup provided automatic self-leveling and adjustable ride height controlled by the driver, facilitating high-speed driving over France’s often rough roads.
Other cutting-edge features encompassed power steering and a semi-automatic transmission that eliminated the need for a clutch pedal but allowed manual gear changes via hydraulic actuation. A fibreglass roof reduced weight and lowered the center of gravity to minimize weight transfer during cornering. Inboard front disc brakes combined with independent suspension reduced unsprung mass. The differing track widths front to rear helped lessen uneven tyre loading responsible for understeer common in front-engine, front-wheel-drive layouts. The DS was also notable as the first mass-market vehicle equipped with disc brakes.
At launch, innovative centerlock wheels featured captive Allen bolts with hexagonal drives enabling swift wheel changes—an advantage particularly beneficial in motor racing. Due to French tax horsepower regulations favoring smaller engines, no six-cylinder top-tier model was offered unlike its predecessor. Although Citroën explored an air-cooled flat-6 engine prototype, financial limitations prevented it from reaching production.
The DS secured third place in the prestigious 1999 Car of the Century contest and ranked fifth on Automobile Magazine’’s 2005 list of "100 Coolest Cars." Furthermore, it was voted as the most beautiful automobile ever by Classic & Sports Car magazine in a poll involving twenty prominent designers such as Giorgetto Giugiaro, Ian Callum, and Leonardo Fioravanti.
Motorsport
The DS made a significant impact in the realm of motorsport, especially within rallying, where its robustness and agility on challenging surfaces were crucial. It secured victory at the Monte Carlo Rally twice, first in 1959 and again in 1966, though the latter win was clouded 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 collided with a Mini driven by an intoxicated motorist, highlighting the fierce rivalry between these marques. Robert Neyret achieved back-to-back wins at the Rallye du Maroc in 1969 and 1970 piloting a DS 21. The DS also proved its endurance credentials by winning the grueling 1974 London-Sahara-Munich World Cup Rally, outlasting more than 70 entrants, with only five vehicles completing the course.
Technical innovation – hydraulic systems
Departing from traditional vehicles 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 alongside a simplified hydraulic braking system. A pump powered by the engine pressurizes this sealed system to .
At a time when full independent suspension was rare in passenger cars, Citroën’s hydraulic setup introduced a pioneering self-leveling suspension system. This advancement provided precise handling paired with an exceptional ride quality frequently likened to a "magic carpet" sensation.
The hydropneumatic suspension made its debut on the rear axle of Citroën’s premium Traction Avant 15CV-H model one year earlier.
Effect on Citroën brand development
The launch of the DS in 1955 firmly positioned Citroën as a leader in automotive innovation, building upon the legacy of the Traction Avant, which was the first mass-produced unitary body front-wheel-drive automobile introduced in 1934. The DS created such a profound impact that Citroën refrained from introducing radically new models between 1955 and 1970.
As a sizable and costlyexecutive car, the DS inspired attempts to extend the brand downward, though these efforts proved unsuccessful. Throughout the late 1950s and 1960s, Citroën worked on various projects aimed at filling profitable niches between the 2CV and DS segments, competing against vehicles like the Peugeot 403, Renault 16, and Ford Cortina. However, none of these concepts reached production due to either excessive expenses or insufficient innovation. Owned by Michelin from 1934 until 1974, Citroën operated as an experimental platform that also supported Michelin’s development of radial tire technology.
During this period, new models derived from the compact and practical 2CV economy car were introduced, including the 1961 Ami. Crafted by designer Flaminio Bertoni, it featured three-box styling built upon the 2CV chassis. While successful domestically in France, its unconventional design and modest performance limited its international appeal. The Dyane, a modern hatchback evolution of the 2CV, competed with rivals such as the Renault 4. Despite these introductions, a substantial market void persisted above the small two-cylinder models throughout the 1960s.
In 1970, Citroën unveiled the mid-sized Citroën GS, which earned "European Car of the Year" honors in 1971 and achieved sales totaling 2.5 million units. It was equipped with a flat-4 air-cooled engine paired with Hydropneumatic suspension. Plans for a more potent version featuring a Wankel rotary engine existed but never progressed to full production.
Replacing the DS
Throughout its production run, the DS maintained a strong market presence, reaching its zenith in 1970. Nevertheless, certain design elements such as the narrow passenger compartment, column-mounted gearstick, and distinct fenders began to appear outdated by the early 1970s.
In 1970, Citroën made a significant investment to introduce the SM, a modern vehicle comparable in length but wider than the DS. Many parts—including the manual transmission, front disc brakes, axles, wheel bearings, steering knuckles, and hydraulic components—were either directly borrowed from or derived from DS technology.
Rather than serving as a direct successor to the DS, the SM aimed at a different market segment focused on luxury grand touring. Equipped with a costly Maserati engine, it offered higher performance and a steeper price point but lacked the practicality of a four-door family sedan, which was Citroën’s primary market in Europe. Unlike typical low-volume coupés based on existing sedans (such as the Mercedes-Benz SLC (C107)), the SM was a distinct model with limited mass appeal.
Because of its elevated cost and restricted 2+2 seating layout, the SM did not replace the DS in Citroën’s lineup. Although development resources might have allowed for both a modern DS successor and the smaller CX, only the CX effectively fulfilled the brand’s large family and executive car segment.
Production of the DS ceased on 24 April 1975. To bridge sales until the CX estate debuted in autumn 1975, Citroën retained approximately eight months’ worth of inventory for the 'break'/'Safari' estate variant.
Development
The DS preserved its overall dimensions and silhouette with detachable, unstressed body panels throughout its two decades of continuous refinement.
ID 19 submodel to extend brand downwards (1957–69)
The original 1955 DS19 was priced about 65% higher than its predecessor, the Citroën Traction Avant, which constrained sales in post-war France. To broaden its market appeal, Citroën launched the more economical ID submodel in 1957.
While sharing the same body shell as the DS, the ID was less powerful and featured fewer luxury appointments. Both models utilized a 1,911 cc engine; however, the ID produced 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 output to . The ID19 employed more conventional mechanical systems—lacking power steering and using a traditional transmission—and initially offered over a 25% price reduction relative to the DS. The entry-level ID19 "Normale" was phased out by late 1961, reducing this price differential. Additionally, a station wagon version known as the ID Break was introduced in 1958.
D Spécial and D Super (1970–75)
In 1970, the ID was succeeded by the D Spécial and D Super models, which continued to serve as lower-specification alternatives. The D Super incorporated the DS21’s 2175 cc engine paired with a five-speed gearbox and was marketed under the name D Super 5.
Series 2 – Nose redesign in 1962
September 1962 saw Citroën update the DS with a redesigned front end that enhanced aerodynamic efficiency and ventilation while adding optional driving lights mounted on the front fenders. This facelift was applied uniformly across all variants, including both ID models and station wagons.
Series 3 – Nose redesign in 1967 with directional headlights
In late 1967, for the 1968 model year, the DS and ID underwent a redesign by Robert Opron, who later gained recognition for the 1970 SM and 1974 CX models. This updated version showcased a sleek headlamp arrangement featuring four lights enclosed beneath a smooth glass cover. The inner high-beam lamps could pivot up to 80° in sync with the steering, allowing drivers enhanced visibility around corners—an advancement particularly beneficial for nighttime driving at high speeds on curving roads. Meanwhile, the outer low-beam lamps were equipped with a self-leveling mechanism to compensate for changes in vehicle acceleration and braking.
Due to US regulations prohibiting swiveling headlights, a variant with four fixed, exposed lamps was manufactured specifically for that market.
Although the 1948 Tucker 48 'Torpedo' incorporated directional headlights, Citroën was the pioneer in bringing adaptive headlight technology to mass production.
Introduction of "green" hydraulic fluid
Initially, Citroën's hydropneumatic suspension system utilized a vegetable oil-based fluid known as LHV, which was subsequently replaced by a synthetic alternative called LHS. Both fluids were hygroscopic, meaning they absorbed moisture that led to system degradation and costly repairs. The DS/ID’s suspension design intensified this problem due to significant fluid level fluctuations that drew moisture-laden air into the system.
In 1967, Citroën launched a mineral oil-based hydraulic fluid named LHM, which was less aggressive on components but required the use of different seal materials. Using an incorrect fluid type would quickly cause seal failure. To avoid mix-ups, LHM was tinted bright green, and hydraulic parts were painted green accordingly; earlier LHS components remained black.
All models—including station wagons and IDs—transitioned simultaneously to LHM, except in the United States and Canada where regulatory restrictions delayed its introduction until January 1969.
Global production and sales
The primary manufacturing site for the DS was the Quai André-Citroën facility located in Paris’s Javel district, supplemented by production in the United Kingdom, South Africa, the former Yugoslavia (mainly producing Break Ambulances), and Australia.
During the 1960s, Australia produced its own D variant at Heidelberg, Victoria, marketed as the ID 19 "Parisienne." These Australian versions offered features such as the "DSpecial DeLuxe" trim as standard equipment—options not available on European models.
Up until 1965, assembly in the UK took place at the Slough plant west of London. This process involved combining French knock-down kits with locally sourced parts, some of which were machined onsite. In 1962, UK models adopted the French electrical system featuring “continental style” negative earth grounding. The UK-exclusive DW model introduced in 1963 featured a manual transmission and a simplified clutch but retained DS powertrain specifications; internationally this corresponded to the DS19M. Following the arrival of the 1985 cc engine in September 1965, manually assembled UK DS models were renamed DS19A. The Slough factory ceased operations in February 1966; thereafter, cars destined for the British market were imported fully assembled from France. UK-produced vehicles can be identified by their leather upholstery, wooden or plastic dashboards, chromed front bumper number plate holders, pre-1962 Lucas electrical systems—all configured for right-hand drive.
Production and sales of the DS continued in South Africa from 1959 through 1975.
In Japan, DS models were available but exclusively imported from France as left-hand drive vehicles.
DS in North America
Between 1956 and 1972, the DS was available in the North American market. Although it received praise in Europe and favorable reviews from American media, it encountered difficulties gaining traction in the U.S. and Canada. Positioned as a luxury vehicle, the DS lacked many features that American consumers typically demanded, such as automatic transmission, air conditioning, power windows, or a high-performance engine. Its design catered primarily to French conditions, including specific taxation and road environments, making it less compatible with North American preferences.
Sales were further impeded by inconsistent parts availability—a challenge highlighted by Jay Leno based on his experience at a Citroën dealership in Boston. The DS was also relatively expensive; for example, in 1969, the 115 hp model was priced at $4,170. In comparison, competitors like the Buick Electra 225 Custom offered more powerful engines (360 hp), automatic transmissions, and additional luxury features for around $4,500.
Due to limited parts support, an inability to compete with similarly priced larger luxury vehicles, and a design that did not align with local market expectations, total DS sales in North America amounted to roughly 38,000 units.
Regulatory constraints also impacted the DS’s advanced technologies. The Federal Motor Vehicle Safety Standard 108 required round sealed-beam headlights with fixed intensity, prohibiting the DS's innovative composite quartz iodine swiveling headlights and aerodynamic covers until regulations were revised in 1983 following lobbying efforts by Ford Motor Company. Notably, these European-style headlights remained legal in Canada.
The DS’s hydraulic fluid system also faced regulatory hurdles. The pioneering castor-based LHV and synthetic LHS fluids utilized in Europe were not approved by the NHTSA, which mandates safety certification before new technologies are introduced. Consequently, early U.S. models relied on conventional brake fluid incompatible with the DS’s hydraulic system design. Approval for mineral-based LHM fluid—engineered for superior performance—was only granted in January 1969, resulting in a period where incompatible fluids were used during that model year.
Ultimately, despite its technological advancements and unique styling, these regulatory and supply difficulties constrained the DS’s commercial success across North America.
Design variations
Pallas
Launched in 1965, the DS Pallas represented a more luxurious iteration of the model line. It featured improved soundproofing, optional premium leather upholstery, and enhanced exterior trim details. Starting from 1966, it also offered a height-adjustable driver’s seat aimed at attracting upscale buyers.
Station wagon, Familiale, and Ambulance
The station wagon version appeared in 1958 under various names depending on the market: Break in France; Safari or Estate in the UK; Wagon in the U.S. and Australia. This variant included a steel roof designed to support a standard roof rack. The Familiale model provided increased interior space with three folding seats positioned between the front and rear rows, whereas the standard Break had two side-facing rear seats.
An Ambulance edition modified the rear seating arrangement to accommodate stretchers via a 60/30 split-folding configuration. A Commerciale version was briefly produced as well. The Safari variant found commercial application as a stable camera car for broadcasters such as the BBC, utilizing its hydropneumatic suspension system to ensure smooth filming conditions.
Convertible
Between Autumn 1960 and Summer 1971, Citroën offered a factory-built convertible ("décapotable") crafted by the coachbuilder Henri Chapron. With around 1,400 units produced, this model was positioned as an exclusive luxury offering. To ensure structural strength, the convertible utilized a reinforced chassis similar to that of the Break wagon.
Chapron's partnership with Citroën commenced following the unveiling of his DS19 convertible at the 1958 Paris Motor Show. After two years of collaborative development and frequent coordination between Chapron and Citroën teams, the series-produced convertible debuted in Autumn 1960 and was retailed through official Citroën dealerships.
Beyond this, Chapron continued to design and manufacture variations based on DS and ID platforms, including two- and four-seat convertibles such as "Le Caddy" and "Le Palm Beach," coupés including "Le Paris," "Le Concorde," "Le Dandy," and "Le Léman," as well as sedans like "La Majesty" and "La Lorraine." Following the conclusion of Citroën’s official production in mid-1971, Chapron independently continued producing and marketing convertibles until 1974.
Chapron variations
Chapron developed and sold his own range of models built on Citroën ID / DS 19, DS 21, and DS 23 chassis. His lineup featured coupés like “Le Paris,” “Le Concorde,” “Le Dandy,” and “Le Léman”; convertibles such as “La Croisette,” “Le Caddy” (two-seater), and “Le Palm Beach” (four-seater); along with sedans named “La Majesty” and “La Lorraine.” Additionally, he created special sedans including the "Prestige"—which shared the same wheelbase but incorporated a central divider—and the notchback "Lorraine." Among his notable works was the imposing DS Présidentielle built between 1967 and 1968, designed by Citroën’s styling department. Measuring 6.53 meters in length, it was intentionally longer than vehicles used by U.S. Presidents Johnson and Nixon. Commissioned by President Charles de Gaulle, he reportedly disliked its partitioned interior, favoring instead DS landaulets or earlier custom-bodied Citroën 15/6 H versions by Franay and Chapron.
Bossaert coupé
From 1959 until 1964, Hector Bossaert crafted a coupé based on a DS chassis shortened by approximately 18½ inches. While the front section remained unaltered, the rear adopted a notchback design.
The Reactor
In 1965, American custom car builder Gene Winfield created The Reactor, a Citroën DS chassis equipped with a turbocharged flat-six engine from the Chevrolet Corvair producing 180 horsepower that powered the front wheels. Due to the elongated engine layout, only one row of seats fit within its sleek, low-profile aluminum body.
The Reactor featured in multiple American television series during that period, including Star Trek: The Original Series (episode "Bread and Circuses"), Batman episodes 110 ("Funny Feline Felonies") and 111 (driven by Catwoman/Eartha Kitt), as well as Bewitched episode 3.19 ("Super Car").
Michelin PLR
The Michelin PLR is a mobile tire testing vehicle constructed on a DS Break platform from 1972, later employed for promotional activities.
Back to the Future Part II taxi
For the 1989 movie Back to the Future Part II, a futuristic flying taxi set in 2015 was designed using the DS as its base model.
Technical details
Suspension
The DS utilizes a hydropneumatic suspension system where each wheel is connected to a hydraulic suspension unit consisting of three main components: a nitrogen-filled accumulator sphere approximately 12 cm in diameter, a hydraulic fluid cylinder containing a piston linked to the suspension arm, and a damper valve that replaces traditional shock absorbers. Movement of the wheel causes the piston to compress the nitrogen gas cushion, providing spring action.
A hydraulic fluid regulator known as the height corrector, connected to the anti-roll bar, maintains consistent ride height by adding or releasing fluid as necessary. Drivers can choose among five adjustable ride heights: normal; two elevated settings for rough terrain; and two extreme positions designed for tire changes.
This innovative system eliminates reliance on a conventional jack. For wheel replacement, the suspension is raised to its highest level; an adjustable stand is placed beneath a special peg near the flat tire; then lowering the suspension lifts the wheel off the ground for easy removal. Although this method was also applied on models like the SM, it was eventually superseded in later vehicles such as the CX by a screw jack mechanism that raises tires after suspension lift. Due to its precision demands, improper placement of stands or uneven ground sometimes caused sudden drops during use of the DS system.
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 supplied hydraulic pressure to the front brakes, while the other served the remaining hydraulic circuits. (Simpler ID variants employed a single accumulator dedicated solely to the front brakes.) In the event of hydraulic failure, steering resistance would increase first, followed by gearbox malfunction, with braking performance declining last.
Two distinct pumps were utilized: the DS featured a seven-cylinder axial piston pump powered by two belts delivering , whereas the ID19 employed a more straightforward single-cylinder pump driven by an eccentric camshaft.
Transmission and clutch
Hydraulique or Citromatic
Initially, the DS was exclusively equipped with the Hydraulique four-speed semi-automatic (B.V.H.—Boîte de Vitesses Hydraulique) transmission.
This mechanism integrated a four-speed gearbox and clutch managed hydraulically. Gear selection was performed by flicking a lever located behind the steering wheel while easing off the accelerator pedal. The hydraulic control system disengaged both clutch and current gear, engaged the chosen gear, then re-engaged the clutch. The clutch engagement timing was automatically regulated based on engine rpm, carburetor throttle position, and brake application status.
Applying the brake reduced engine idle speed below the clutch engagement threshold to avoid friction when stationary in gear; releasing it raised idle speed to induce creeping behavior akin to automatic transmissions. This also generated increased engine drag during braking before idle speed was reached, preventing engine torque from opposing braking forces.
Should hydraulic pressure be lost, the clutch would disengage to avoid driving while brake pressure reserves remained sufficient for safe stopping.
Unlike automatic transmissions, there was no Park setting to lock the wheels. The hydraulic clutch disengaged when the engine was off, so parking required engaging the parking brake to prevent vehicle movement on inclines.
Manual—four-speed and five-speed
The more basic ID19 utilized the same traditional manual gearbox and clutch as the DS, offered as a budget-friendly alternative from 1963 onward. In September 1970, Citroën introduced a five-speed manual transmission alongside the original four-speed option. All manual gearboxes featured a column-mounted shifter.
Fully automatic
In September 1971, Citroën released a three-speed fully automatic Borg-Warner 35 transmission for DS 21 models and later for DS 23. Nevertheless, this automatic version was never marketed in the United States despite automatics dominating that market. Numerous automatic DS vehicles, particularly fuel-injected DS 23 sedans equipped with air conditioning, found buyers in Australia.
Powerplants
Initially conceived around an air-cooled flat-six engine design, technical complications and cost considerations led to its abandonment.
Consequently, the DS 19 utilized an older OHV four-cylinder engine derived from the Citroën Traction Avant (11B/11C), featuring an aluminium cross-flow cylinder head with hemispherical combustion chambers that produced 75 hp at 4500 rpm—an improvement over the Traction Avant’s 60 hp output. The gearbox was positioned ahead of the engine with the differential located between them, classifying this as a mid-engine front-wheel-drive configuration.
Over its two-decade production span, DS and ID engines underwent progressive enhancements to boost performance. The original 1911 cc three-main-bearing engine was superseded in 1965 by a 1985 cc five-bearing unit (DS 19a/DS 20).
The DS 21 appeared in 1965 featuring a 2175 cc five-bearing engine delivering 106 hp DIN. Bosch electronic fuel injection debuted in 1970, making the DS one of the earliest mass-produced vehicles equipped with this technology; power output further increased thanks to larger inlet valves even on carbureted versions.
In 1973, the DS 23 incorporated a 2347 cc engine available in both carbureted and fuel-injected variants. The fuel-injected DS 23 represented the most potent production model at 141 hp SAE (130 hp DIN).
ID models followed similar development paths but generally trailed by approximately one year. ID saloons never received either the DS 23 engine or fuel injection; however, Break/Familiale versions adopted the carbureted DS 23 engine alongside the DS20 Break/Familiale.
The highest-tier ID model, DSuper5 (DP), obtained the DS21 engine paired with a five-speed transmission for 1973. This contrasted with the 1985 cc DSuper offering an optional low-ratio five-speed or earlier DS21M (DJ) five-speed gearbox.
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 assailants planned to ambush the presidential convoy using machine guns to immobilize the vehicles. De Gaulle attributed his survival to his unarmoured Citroën DS, which, despite being riddled with bullets and sustaining two flat tires, managed to flee at full speed. Following this incident, he pledged never to travel in any other car brand. This dramatic event was depicted in the 1973 film The Day of the Jackal.
The 1961 Citroën DS 19 Décapotable Usine, crafted by Henri Chapron, gained notable exposure through its prominent feature in the 1962 movie That Touch of Mink, after actor Cary Grant personally requested the vehicle for the film.
A customized flying Citroën DS served 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, the character Rupert Giles is seen driving a 1963 DS model.
Legacy
The market value of Citroën DS models has appreciated considerably over time. For instance, a 1973 DS 23 Injection Electronique "Décapotable" sold for €176,250 (approximately US$209,738) at Christie's during Rétromobile in 2006, while a comparable vehicle fetched €343,497 (around US$440,436) at Bonhams in 2009. Moreover, Bonhams auctioned DS21 Décapotables for GB£131,300 and €189,000 in 2009 and 2010 respectively.
Citroën was spotlighted as the central exhibit at the Mullin Automotive Museum during 2017 and 2018, and the DS made its debut appearance on the lawn at the prestigious Pebble Beach Concours d'Elegance in 2018.
The cultural significance of the DS was celebrated in Paris on 9 October 2005 with a grand parade featuring 1,600 DS vehicles passing by the Arc de Triomphe, marking its fiftieth anniversary.
In 2009, Groupe PSA introduced the upscale brand DS Automobiles, offering premium variants that incorporated unique engineering and distinct body designs. This brand launched three models: the DS 3, DS 4, and DS 5. Debuting in March 2010 and based on Citroën's C3 platform, the DS 3 boasts enhanced customization options and design cues inspired by 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 Reactor from 1965
- Maybach SW35 comparison photographs: