Citroën DS

the beautiful Citroen DS was presented to the public at the Paris Motor Show in October 1955. And what a presentation it was. The design was absolutely unique for its time and had a futuristic feel. Colloquially, we also know this car as the Pike or the Iron.

First generation of the Citroën ID/DS

The press wrote extensively about the driving comfort with the new hydropneumatic suspension, the variable ground clearance, the enormous panoramic windscreen, the power steering, and of course the front-wheel drive. At that time, never before applied in a single design.

History and background

When Citroën presented the DS at the Paris Motor Show in 1955, the public literally stared with their mouths open. This was no longer a car; this was a spaceship on wheels. In a single day, more than 12.000 orders were recorded, a record for that time. The DS was not just a successor to the Traction Avant; it was a revolution on four wheels.

With the DS, Citroën had definitively established its reputation as a progressive brand. Everything about the car exuded innovation: the aerodynamic design, the futuristic interior, and, of course, the famous hydropneumatic suspension. The latter allowed the DS to glide over bad roads as if riding on a carpet. For a country emerging from the war, where infrastructure was not yet great everywhere, this was no unnecessary luxury.

The DS remained in production until 1975 and was continuously further developed. From presidential state car to faithful family car, the DS was suitable for any purpose. Charles de Gaulle enjoyed being driven around in it, and many a Frenchman saw it as the ultimate symbol of technological progress. With a total of over 1,4 million units built, the DS became an icon that is still admired today.

Citroen ID/DS

Design and interior

The DS was designed by the Italian designer Flaminio Bertoni, who had previously also designed the 2CV and the Traction Avant. His design for the DS was groundbreaking: a long, low body with flowing lines and a streamlined front. The aerodynamics were unprecedented for the time and gave the car an almost otherworldly appearance.

The interior was equally progressive. The steering wheel had only one spoke, the dashboard was minimalist and modern, and the seats were designed for maximum comfort during long journeys. The DS was not just a car, but an experience. It was like driving in a sort of lounge that happened to have wheels. Later, technical features were added, such as swiveling headlights that followed the curve – an innovation that would not become commonplace for decades.

The media at the time spoke of “La Bombe Citroën”. On the first day of the Motor Show, 12.000 orders for the Citroën DS19 were recorded, which was an absolute record and which still stands today.

Luxury interior of the Citroën DS Pallas

Dashboard of the DS

Model variants

The ID/DS was built through 1975 in many different, increasingly luxurious and motorically more powerful versions. A total of 1.455.746 units were manufactured during the twenty years the car was produced. The ID was the simpler version of the DS, whereas the Pallas was the most luxurious version. The DS was available in various versions, each with its own character:

• DS Sedan (the standard four-door sedan)
• DS Break / ID Break (the station wagon, popular as a family car and ambulance)
• DS Décapotable (the convertible, designed by coachbuilder Henri Chapron)
• DS Présidentielle (extension of limousine versions for state use)
• ID (a simpler, cheaper variant of the DS, with less luxury and a slightly less powerful engine)

In September 1964, production began on a very luxurious version of the DS with the type designation 'Pallas'. The seats were more finely upholstered, also came in brown or black leather, and were fitted with thick internal cushions made of 'Dunlopillo' foam rubber. Stainless steel trim strips were mounted on the exterior of the body at three levels; numerous additional sound- and vibration-damping measures were implemented, and the overall finish was meticulously executed down to the last detail.

In 1968, the ID/DS underwent a substantial facelift, initiated by Bertoni and completed by his protégé and successor Robert Opron. This version featured double headlights behind glass, with cornering high-beams on most models.

Citroën DS facelift

power sources

During the twenty years of production, only four different engines could be found under the hood of an ID or DS. Ranging from a 1911cc in the DS19 to a 2347cc in the DS23. The very first engines were still a derivative of the 75 hp engine from the Traction Avant. This long-stroke engine was very reliable, but was outdated. The 1985cc engine from 1965 ended up in the DS19A and the DS20, with the latter delivering slightly more horsepower.

Around that time, the DS21 also appeared with a 2175 cc engine. In 1969, Citroën launched its first fuel injection engine. Finally, in 1972, the DS23 came onto the market with the last engine version, and this was also available with a fuel injection engine. Originally, the DS was intended to receive a six-cylinder boxer engine, but this never materialized, meaning the engine on this model has actually always been the least innovative part of the car.

Citroen DS ambulance

Citroën DS Henri Chapron

Henri Chapron was a French coachbuilder. He founded his company in 1919 in Neuilly-sur-Seine. Chapron started his business by building bodies for commercial vehicles on chassis of former military vehicles (especially Fords). Subsequently, until the 1950s, he primarily built passenger cars based on chassis of more expensive brands such as Bugatti, Fiat, Hispanic Swiss, Talbot, Delage, Delahaye en Hotchkiss.

Citroen DS Henri Chapron

After more and more car manufacturers switched to building unibody structures in the 1950s (and thus no longer supplied separate chassis), coachbuilders also had to look for alternatives. Chapron saw a good opportunity in the Citroën DS. Based on that model, Chapron developed the DS Décapotable type usine, or the convertible version of the DS. Until 1961, 389 of the various versions of the convertible were built for Chapron's own account. From 1961 to 1971, Chapron subsequently built 1.365 units in Citroën's name. After this, Chapron also developed a convertible version of the Citroën SM.

After his death, his wife continued the business for some time. During this time, cars were developed based on the Citroën. CX and for example the Peugeot 604 en Peugeot 104Production by Chapron ended in 1985.

Competitors

The DS faced competition primarily from more luxurious models from Germany and Italy. Think of the Mercedes-Benz W111, the BMW 2500/2800, and the Lancia Flaminia. Yet the DS was so different that it actually played in its own league.

In 1962, the DS saved the life of President Charles de Gaulle. During an assassination attempt in Paris, multiple bullets were fired, striking the tires of his DS. Thanks to the hydropneumatic suspension and stability, the driver was still able to escape at high speed. As a result, the DS achieved almost mythical status in France.

The nickname “La Déesse” (goddess) came not only from the abbreviation DS, but also from the almost religious admiration the French had for the car.

In 1975, production of the DS came to an end, by which time over 1,3 million had rolled off the assembly line. The DS was produced in various versions during that period: the DS—with the DS Pallas as the epitome of comfort—ID, Break (van version), Ambulance, and the Cabriolet. With the conclusion of production, the second life of this unique car began, which, as an industrial design, had lost none of its value. Consequently, the Citroën DS enjoys a large following of enthusiasts worldwide.