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(December 2007) Citroën 2CV Manufacturer Citroën Production 1948—1990 [ 1 ] Assembly Forest/Vorst, Belgium Liège , Belgium Slough , UK Brandsen , Buenos Aires, Argentina Arica , Chile Mangualde , Portugal Paris , France Vigo , Spain Class Economy car Body style(s) 2-door panel van 2-door truck 4-door landaulet Layout Front engine , front-wheel drive / four-wheel drive Engine(s) 375 cc H2 air cooled 425 cc H2 air cooled 435 cc H2 air cooled 602 cc H2 air cooled Transmission(s) 4-speed manual Wheelbase 2.40 metres (94.5 in) Length 3.83 metres (150.8 in) Width 1.48 metres (58.3 in) Height 1.60 metres (63.0 in) Curb weight 560 kg (1,200 lb) Related Citroën Dyane Citroën FAF Citroën Méhari Citroën Ami Citroën Bijou Designer Flaminio Bertoni The Citroën 2CV ( French : “deux chevaux” i.e. “deux chevaux vapeur” , literally “two tax horsepower ”) was an economy car produced by the French automaker Citroën from 1948-1990. [ 1 ] It was technologically advanced and innovative, but with uncompromisingly utilitarian unconventional looks, and deceptively simple Bauhaus inspired bodywork, that belied the sheer quality of its underlying engineering. It was designed to move the French peasantry on from horses and carts. It is considered one of Citroën's most iconic cars. In 1953, ' Autocar ' in a technical review of the car wrote of, "...the extraordinary ingenuity of this design, which is undoubtedly the most original since the Model T Ford." [ 2 ] It was described by CAR magazine journalist and author LJK Setright as "the most intelligent application of minimalism ever to succeed as a car." [ 3 ] It was designed for low cost, simplicity of use, versatility, reliability, and off-road driving . For this it had a light, easily serviceable engine, extremely soft long travel suspension (with adjustable ride height), high ground clearance, and for oversized loads a car-wide canvas sunroof (which until 1960 also covered the boot). During a production run of 42 years between 1948 and 1990, 3,872,583 2CVs were produced, plus 1,246,306 Fourgonnettes (small 2CV delivery vans), as well as spawning mechanically identical vehicles like the Ami — 1,840,396, Dyane — 1,444,583, Acadiane — 253,393, and Mehari — 144,953: a grand total of 8,756,688. From 1988 onwards, production took place in Portugal rather than in France . This arrangement lasted for two years until 2CV production halted. Portuguese built cars, especially those from when production was winding down, have a reputation in the UK for being much less well made and more prone to corrosion than French built. [ 4 ] [ 5 ] [ 6 ] This is paradoxical : in fact the Portuguese plant was more up-to-date than the Levallois one and Portuguese 2cv manufacturing was to higher quality standards. [ 7 ] For instance from 1985 to 1990 cars can be identified with the engine compartment bulkhead half covered with a painted blackson and a larger & thicker protection placed under the front part of the chassis. It avoids any penetration of dust or water into the engine compartment and improves the phonic isolation of the car. [ 8 ] Contents 1 History 2 The 2CV in export markets 3 Construction 4 Engines 5 Performance 6 Expeditions 7 Nicknames 8 The End of Production of the 2CV 9 Continued Popularity - Rebirth? 10 Models 10.1 Standard Saloon 10.2 Utility 10.3 Cabriolet (Radar) 10.4 Coupé (Bijou) 10.5 Four-wheel drive 10.6 Coachbuilt 2CV Cabriolet (using a modified 2CV shell) 10.7 Boot Extensions 10.8 Complete knock down (CKD) locally built cars 10.9 Kit cars and Specials 11 Notes 12 External links [ edit ] History This section does not cite any references or sources . Please help improve this article by adding citations to reliable sources . Unsourced material may be challenged and removed . (May 2008) The 2CV belongs to a very short list of vehicles introduced in the middle of the twentieth century that remained relevant and competitive for many decades, such as the Jeep , Land Rover Series , Fiat 500 , Austin Mini and Volkswagen Beetle . The 2CV would be produced for some 42 years with minimal design changes. Pierre-Jules Boulanger Pre-war Citroën 2CV prototype TPV prototypes - Showing a water-cooled engine. Unrestored TPV - side view Pierre-Jules Boulanger 's early 1930s design brief, (after a pioneering market research survey done by Jacques Duclos), was to be astonishingly radical for the time, was for a low-priced, rugged "umbrella on four wheels" that would enable two peasants to drive 100 kg (220 lb) of farm goods to market at 60 km/h (37 mph), in clogs and across muddy unpaved roads if necessary. France at that time had a very large rural population, who had not yet adopted the automobile, due to its cost. The car would use no more than 3 L of gasoline to travel 100 km (78  MPG ). Most famously, it would be able to drive across a ploughed field without breaking the eggs it was carrying. Boulanger later also had the roof raised to allow him to drive while wearing a hat. André Lefèbvre was the engineer in charge of the TPV (Toute Petite Voiture—"Very Small Car") project. By 1939, the TPV was deemed ready and several prototypes had been built. Those prototypes made use of aluminium and magnesium parts and had water-cooled engines. The seats were hammocks suspended from the roof by wires. During the German occupation of France in the Second World War , Boulanger refused to meet Dr Ferdinand Porsche or communicate with the German authorities except through intermediaries. He organised a 'go slow' of production of trucks for the Wehrmacht , many of which were sabotaged at the factory, by putting the notch on the oil dipstick in the wrong place resulting in engine seizure. In 1944 when the Gestapo headquarters in Paris was sacked by the French Resistance , his name was prominent on a Nazi blacklist of the hundred most important 'Enemies of the Reich' to be arrested in the event of an allied invasion of France . [ 9 ] Michelin (Citroën's main shareholder) and Citroën managers decided to hide the TPV project from the Nazis , fearing some military application. Several TPVs were buried at secret locations, one was disguised as a pickup, and the others were destroyed, and Boulanger had the next six years to think about more improvements. Until 1994, when three TPVs were discovered in a barn, it was believed that only two prototypes had survived. As of 2003, five TPVs are known. For long, it was believed that the project was so well hidden that all the prototypes had been lost at the end of the war. It seems that none of the hidden TPVs was lost after the war, but in the 1950s an internal memo ordered them to be scrapped. The surviving TPVs were, in fact, hidden from the top management by some workers who were sensitive to their historical value. After the war, internal reports at Citroën showed that producing the TPV would not be economically viable, given the rising cost of aluminium in the post-war economy. A decision was made to replace most of the aluminium parts with steel parts. Other changes were made, the most notable being an air-cooled engine, new seats and a restyling of the body by the Italian Flaminio Bertoni . It took three years for Citroën to rework the TPV and the car was nicknamed "Toujours Pas Vue" ( Still Not Seen ) by the press. Citroën finally unveiled the car at the Paris Salon of 1948. [ 10 ] The car on display was nearly identical to the 2CV type A that would be sold next year, but lacked an electric starter, the addition of which was decided the day before the opening of the Salon. The car was heavily criticised by the motoring press and became the butt of French comedians for a short while. [ 2 ] One American motoring journalist quipped, "Does it come with a can opener?". [ 11 ] The British 'Autocar' correspondent said that the 2CV, "...is the work of a designer who has kissed the lash of austerity with almost masochistic fervour." [ 12 ] Nevertheless, Citroën were flooded with orders at the show, and it had a great impact on the low-income segment of the population in France. First generation "Ripple Bonnet" Citroën 2CV built from 1949 to 1960 Early "Fourgonnette" (small truck / delivery van) The 2CV was a great commercial success: within months after it went on sale, there was a three-year waiting list. The waiting list was soon increased to five years. At that time a second-hand 2CV was more expensive than a new one because the buyer did not have to wait. [ 2 ] Production was increased from four units per day in 1949 to 400 units per day in 1950. Grudging respect began to emanate from the international press: towards the end of 1951 the opinion appeared in Germany's recently launched Auto Motor und Sport magazine that despite its "ugliness and primitiveness" ("Häßlichkeit und Primitivität") , the 2CV was a "highly interesting" ("hochinteressantes") car. [ 13 ] In 1951, Citroën introduced the 2CV Fourgonnette van. It pioneered the use of a large box rear section, as later used by the Morris Minor , Renault 4 , Citroën Acadiane and Citroën C15 vans and copied in the 1990s by Vauxhall/Opel and Ford. The "Weekend" version of the van had collapsible, removable rear seating and rear side windows, enabling a tradesman to use it as a family vehicle at the weekend as well as for business in the week. This was the fore-runner of the Citroën Berlingo and Renault Kangoo people carriers introduced in the 1990s. A pick-up truck version was used by the British Royal Navy for pioneering Royal Marine helicopter carrier amphibious operations aboard HMS Bulwark and Albion , in the late 1950s and early 1960s, due to the payload limitations of their first large helicopters. [ 9 ] [ 14 ] 2CV Citroën Sahara (spare wheel in bonnet recess) 2CV Citroën Sahara - showing rear engine air intake and reshaped rear wings 1967 Export Model with 1960-on bonnet and many period accessories A 1970s Citroën 2CV with rectangular headlights A 1970s Citroën 2CV Club / 1980s Special Edition front interior German market 2CV Dolly, with front seat head restraints. An 80s 2CV6 Special One-off Charleston style colour scheme in green DIY 'Special Edition' Citroën 2CV inspired by the VW Polo/VW Golf Harlequin A special version of the 2CV was the Sahara for very difficult off-road driving, built from December 1960-1971. This had an extra engine mounted in the rear compartment and both front and rear wheel traction. Only 694 Saharas were built. The target markets for this car were French oil companies, the military, and the police. In 1960, the 2CV was updated, and looked similar until the end of production. In particular the corrugated Citroën H Van style "ripple bonnet" of convex swages was replaced (except for the Sahara), with one using six larger concave swages. The 1960s were the heyday of the 2CV, when production finally caught up with demand. [ 15 ] In 1967, Citroën launched a new model based on the 2CV chassis, with an updated but still utilitarian body, with a hatchback that boosted practicality: the Citroën Dyane . This was in response to the direct competition by the Renault 4 , that had used so many stolen design ideas from the 2CV and Traction Avant that Citroën contemplated legal action at the time of its launch. (Similarly, Volkswagen had had to pay damages to Hans Ledwinka over the Beetle in the 1960s.) At the same time, Citroën developed the Méhari off-roader . The purchase price of the 2CV was always very low. In Germany in the 1960s, for example, it cost about half as much as a Volkswagen Beetle . In 1970, the flat-2 engine size was increased to 602 cc (36.7 cu in) and the car gained rear light units from the Citroën Ami 6, and also standardised a third side window in the rear pillar on 2CV6 (602 cc) models. All 2CVs from this date can run on unleaded fuel. 1970s cars featured rectangular headlights. The highest annual production was in 1974. Sales of the 2CV were reinvigorated by the 1974 oil crisis . The 2CV after this time became more of a youth lifestyle statement than a basic functional form of transport. This renewed popularity was encouraged by the Citroën "Raid" intercontinental endurance rallies of the 1970s where customers could participate by buying a new 2CV, fitted with a ruggedising kit to cope with thousands of miles of very poor or off-road routes. The Paris to Persepolis rallye was the most famous. [ 16 ] The Citroën "2CV Cross" circuit / off-road races were very popular in Europe. In 1981, a bright yellow 2CV was driven by James Bond in the film For Your Eyes Only , including an elaborate set piece car chase through a Spanish olive farm, in which Bond uses the unique abilities of the modestly powered 2CV to escape his pursuers in Peugeot 504 sedans . The car in the film was fitted with the flat-4 engine from a Citroën GS for slightly more power. [ 17 ] Citroën launched a special edition 2CV "007" to coincide with the 2CV product placement in the film, it was fitted with the standard flat-2 engine, painted in yellow with "007" on the front doors and fake bullet hole stickers. This car was also popular in miniature, from Corgi Toys . Special Edition Saloon Models The special edition models, that started with the 1976 SPOT model continued in the 1980s: 1979/1981 Charleston — inspired by Art-Deco style 1920s Citroën model colour schemes. 1981 007 — in association with the James Bond film For Your Eyes Only . 1983 Beachcomber — known as 'France 3' in France or 'Transat' in other continental European markets — Citroën sponsored the French Americas Cup yacht entry of that year. 1985 Dolly. 1986 Cocorico — supporting France in the 1986 Football World Cup. 1987 Bamboo. 1988 Perrier — in association with the mineral water company. The Charleston became a full model in 1981 and the Dolly in 1985. All the special editions made a virtue of the individual anachronistic styling. The changes between the special editions and the basic "Spécial" base model, (that was also continued until the end of production), were only a different speedometer, paint, stickers, seat fabric, internal door handles, and interior light. Many of the "special edition" interior trim items were carry-overs from the 1970s "Club" models. Citroën probably gained former VW customers as the only other "retro alternative" economy car style of vehicle [ citation needed ] , the Volkswagen Beetle , was withdrawn from the European market in 1978, (special order only from Mexico in the 1980s), when it ceased production in West Germany. 2CV SPOT 2CV Charleston (Rouge Delage / Noir) 2CV Charleston (Jaune Helios / Noir) 2CV 007 2CV Beachcomber Charleston (Gris Cormoran / Nocturne) Citroën 2CV Dolly Citroën 2CV Dolly from behind 2CV Cocorico Citroën 2CV Bamboo Picture of 2CV Perrier needed [ edit ] The 2CV in export markets 1950s Citroën 2CV - Fürstenfeld Castle 2007 Bavaria Citroën 2CV with front "Suicide Doors", post 1960 bonnet and oversized factory protective bumpers in Buenos Aires , Argentina 1970s Argentinian 3CV hatchback The 2CV was mainly sold in France and some European markets. In the post-war years, Citroën was very focused on the home market, which had some unusual quirks, like puissance fiscale . The management of Michelin was supportive of Citroën up to a point, and with a suspension designed to use Michelin's new radial tyres the Citroën cars clearly demonstrated their superiority over their competitors' tyres. But they were not prepared to initiate the investment needed for the 2CV (or the Citroën DS for that matter) to truly compete on the global stage. Citroën was always under-capitalised until the 1970s Peugeot takeover. Consequently, the 2CV suffered a similar fate to the Morris Minor and Mini , selling fewer than 10 million units, whereas the Volkswagen Beetle , which was sold worldwide, sold 21 million units. Some of the early models were built at Citroën's plant in Slough , England from 1953- before this date British Construction-and-Use Regulations made cars with inboard front brakes such as the 2CV illegal. Producing the car in Britain also allowed Citroen to circumvent trade barriers and sell cars in the British Empire and Commonwealth . It achieved some success in these markets, to the extent that all Slough-built 2CVs were fitted with improved air cleaners and other modifications to suit rough conditions found in Australia and Africa where the 2CV's durability and good ride quality over rough roads attracted buyers. The 2CV sold poorly in Great Britain in part due to its excessive cost because of import duties on components. Sales of Slough-produced 2CVs ended in 1960. In 1959, trying to boost sales, Citroën introduced a glass-fibre coupé version called the Bijou that was briefly produced at Slough. Styling of this little car was by Peter Kirwan-Taylor (better known for his work with Colin Chapman of Lotus cars ), but it proved to be too heavy for the diminutive 425 cc (25.9 cu in) engine to endow it with adequate performance. It served to use up remaining 2CV parts at Slough in the early 1960s. In 1975, the 2CV was re-introduced to the British market in the wake of the oil crisis. These were produced in France but avoided the crippling import duties of the 1950s, because the UK had joined the EEC . In the 1980s, the best foreign markets for the 2CV were the UK and Germany. [ 17 ] Only a few thousand 2CVs were sold in North America when they were new; as in England their pricing was excessive relative to competitors. The original model that produced just 9 hp (6.7 kW) and had a top speed of only 40 mph (64 km/h) (even the fastest of the later models struggled to 70 mph (110 km/h)) [ 18 ] was unsuited to the expanding post war US freeway network, and was never widely accepted in North America, unlike the Volkswagen Beetle , which was designed with Autobahns in mind and could reach speeds of over 70 mph (and later versions were faster still). Citroën was marketed as a luxury brand after the launch of the mid 1950s Citroën DS in North America, and the importers didn't actively promote the 2CV, as doing so would undermine the brand image. Unlike larger Citroëns, there are no legal issues with owning a 2CV; the car is effectively a restored pre-1968 vehicle. It was one of these vehicles that became the focus of a recent news story, when musician Billy Joel had an accident in his 2CV in 2004, on Long Island, New York . [ 19 ] Joel gave another 2CV to his bride Christie Brinkley as a present. A rare Jeep -esque derivative, called the Yagán [ 20 ] after an Aborigine tribe, was made in Chile between 1972 and 1973. After the Chilean coup of 1973 , there were 200 Yagáns left that were used by the Army to patrol the streets and the Peruvian border, with 106 mm (4.2 in) cannons. A similar car was sold in some west African countries as the Citroën "Baby-brousse". [ 21 ] In Iran , the Citroën 2CV was called the Jian . [ 22 ] The cars were originally manufactured in Iran in a joint venture between Citroën and Iran National up until the 1979 Revolution , when Iran National was nationalised, which continued producing the Jian without the involvement of Citroën. [ 23 ] The 2CV was built in Chile and Argentina for South America . The 1953 Citroneta model of the 2CV made in Chile and Argentina used a type AZ chassis with 425 cc engine developing 12 bhp (8.9 kW). Both chassis and engine were made in France while the 'three box' bodywork (in both 2- and 4-door versions) was designed and produced in Chile. It was the first economy car on the market in Chile. The 1970s Chilean version mounted a 602 cc engine with an output of 33 hp (25 kW), and was designated as the AX-330. It was built between 1970 and 1978, during which it saw changes like different bumpers, a hard roof, front disc brakes, and square headlights. [ 24 ] A derivation called the "3CV" was built in Argentina with various modifications such as a hatchback. Citroën had produced more than 200,000 cars in Argentina by 1977; production ended in 1979 due to the collapse of the Argentinian economy. A 2CV with a heavily modified front end called the 3CV IES America was produced well into the 1980s, by an Argentinian company that bought the rights and factory from Citroën. [ 25 ] [ 26 ] The 1981 James Bond movie For Your Eyes Only caused a surge in sales of the car in Chile where it was specially imported from Spain to meet demand (mostly in yellow), since it had already been phased out on the Chilean assembly line. In 1985, Citroën drew up plans with the Escorts Group to manufacture the 2CV in India for the rural market, as well as spares for export. However, the Indian government rejected this scheme as it would have resulted in competition for Maruti in which they held a stake. [ edit ] Construction The level of technology in the 1948 2CV was remarkable for a car of any price in that era, let alone one of the cheapest cars on the planet. While colours and detail specifications were modified in the ensuing 42 years, the biggest mechanical change was the addition of front disc brakes in 1981 (from the discontinued Citroën Dyane ), for the 1982 model year. All 2CVs have flap-up windows: roll up windows were considered too heavy and expensive in 1948, and the design did not allow any update. A Citroën 2CV6 Club from the back, the roof rolled open An 80s 2CV6 Special, interior from the back with the roof rolled open 1950s 2CV interior - front 1950s 2CV interior - rear 1956 2CV front/side 1950s 2CV rear/side The 1948 2CV featured: unusual four wheel independent suspension , front and rear wheels which connected the front and rear suspension on each side leading arm front suspension trailing arm rear suspension rear fender skirts , but the suspension design allowed wheel change without removing the skirts / rear wings front-wheel drive inboard front brakes , in order to help lower unsprung weight thus making ride even softer Four wheel hydraulic brakes, (British Austin economy cars of the time only had hydraulic front brakes, the rears were by mechanical linkage) small, lightweight, air-cooled flat twin engine, (with overhead valves when side valves were still common), mounted very low in front of the front wheels for stability 4-speed manual transmission , (when three speeds were common) with an unusual dashboard push/pull/twist linkage bolt-on detachable front and rear wings/fenders detachable doors, bonnet (and boot lid after 1960), by "slide out" P profile sheet metal hinges front rear-hinged " suicide doors " flap-up windows, as roll up windows were considered too expensive in 1948 detachable full length fabric sunroof and boot lid, for almost pickup-truck-like load carrying versatility rack and pinion steering mounted inside the front suspension cross-tube, well behind the front wheels, away from a frontal impact load adjustable headlights. a heater (heaters were standardised on British economy cars in the 1960s) The body was constructed of a dual H-frame platform chassis and aircraft -style tube framework, and a very thin steel shell that was bolted to the chassis. Because the original design brief called for a low speed car, little or no attention was paid to aerodynamics . The result was that the body had a drag coefficient (Cd) of a high 0.51. The Suspension of the 2CV was almost comically soft; a person could easily rock the car side to side dramatically (back and forth was quite a bit more resistant). The leading arm / trailing arm swinging arm , fore-aft linked suspension system together with inboard front brakes had a much smaller unsprung weight than existing coil spring or leaf spring designs. It was designed by Alphonse Forceau. The system comprises two suspension cylinders mounted horizontally on each side of the platform chassis. Inside the cylinders are two springs, one for each wheel, mounted at each end of the cylinder. The springs are connected to the front leading swinging arm and rear trailing swinging arm, that act like bellcranks by pull rods (tie rods). These are connected to spring seating cups in the middle of the cylinder, each spring being compressed independently, against the ends of the cylinder. Pictured in reference. [ 9 ] [ 27 ] If each cylinder was rigidly mounted to the chassis, it would provide fully independent suspension, but it is not rigidly mounted. It is mounted using an additional set of springs, originally made from steel, called "volute" springs, but on later models made from rubber. These springs allow the front and rear suspension to interconnect. [ 9 ] When the front wheel is deflected up over a bump, the front pull rod compresses the front spring inside the cylinder, against the front of the cylinder. This also compresses the front "volute" spring pulling the whole cylinder forwards. That action pushes the rear wheel down on the same side via the rear spring assembly and pull rod. When the rear wheel meets that bump a moment later, it does the same in reverse, keeping the car level front to rear. When both springs are compressed on one side when travelling around a bend, the equal and opposite forces applied to the front and rear spring assemblies reduce the interconnection significantly. This stiffens the suspension after a certain amount of body roll has been achieved. It allows the 2CV to have very soft "bump mode" absorption, without wallow or uncontrolled float. [ 9 ] At high angles of body roll, the swinging arms that are mounted with large bearings to "cross tubes" that run side to side across the chassis; combined with the effects of all-independent soft springing and excellent damping, this keeps the road wheels in contact with the road surface and parallel to each other across the axles. A larger than conventional steering castor angle, ensures that the front wheels are closer to vertical than the rears, when cornering hard with a lot of body roll. All this provides excellent road holding, while appearing to look like a softly sprung American car with poor handling and road holding because of poor body control. The other key factor in the quality of its road holding is the very low and forward centre of gravity, provided by the position of the engine and transmission. [ 9 ] The suspension also automatically accommodates differing payloads in the car- with four people and cargo on board the wheelbase increases by around 4 cm (2 in) as the suspension deflects, and the caster angle of the front wheels increases by as much as 8 degrees thus ensuring that ride quality, handling and road holding is almost unaffected by the additional weight. [ 9 ] On early cars friction dampers (like a dry version of a multi-plate clutch design) were fitted at the mountings of the front and rear swinging arms to the cross-tubes. Because the rear brakes were outboard, they had extra tuned mass dampers to damp wheel bounce from the extra unsprung mass. Later models had tuned mass dampers at the front (because the leading arm had more inertia and "bump/thump" than the trailing arm), with hydraulic telescopic dampers / shock absorbers front and rear. The uprated hydraulic damping obviated the need for the rear inertia dampers. [ 9 ] (It should be noted that only dampers designed to be able to work horizontally should be used as replacements. Some that will physically fit do not work properly horizontally.) This sophisticated suspension design ensured the road wheels followed ground contours underneath them closely, while insulating the vehicle from shocks, enabling the 2CV to be driven over a ploughed field as its design brief required. More importantly it could comfortably and safely drive at reasonable speed, along the ill-maintained and war-damaged post war French Routes Nationales. It was commonly driven 'Pied au Plancher' - 'foot to the floor' by their peasant owners. [ 28 ] [ 29 ] The 2CV suspension was assessed by Alec Issigonis and Alex Moulton in the mid-1950s (according to an interview by Moulton with CAR magazine in the late 1990s); this inspired them to design the Hydrolastic suspension system for the Mini and Austin 1100 , to try to keep the benefits of the 2CV system but with added roll stiffness in a simplified design. Front-wheel drive made the car easy and safe to drive and Citroën had developed expertise with it due to the pioneering Traction Avant , which was the first mass produced steel monocoque front wheel drive car in the world. The 2CV was originally equipped with a sliding splined joint, and twin Hookes type universal joints on its driveshafts; later models used constant velocity joints and a sliding splined joint. It was powered by a flat-twin air-cooled engine designed by Walter Becchia , with a nod to the classic "boxer" BMW motorcycle engine (it is reported that Becchia dismantled the engine of the BMW motorcycle of Flaminio Bertoni before designing the 2CV engine). The Gearbox was a 4-speed manual transmission, an advanced feature on an inexpensive car at the time. Boulanger had originally insisted on no more than three gears, because he believed that with four ratios the car would be perceived as complex to drive by customers. Thus, the fourth gear was marketed as an overdrive , this is why on the early cars the "4" was replaced by "S" for surmultipliée . The gear shifter came horizontally out of the dashboard with the handle curved upwards. It had a strange shift pattern: the first was back on the left, the second and third were inline, and the fourth (or the S) could be engaged only by turning the lever to the right from the third. Reverse was opposite first. Although this may seem an odd layout, it is in fact logical. The idea is to put most used gears opposite each other: for parking, first and reverse; for normal driving, second and third. This layout was adopted from the H-van's 3-speed gearbox. In keeping with the ultra-utilitarian (and rural) design brief, the canvas roof could be rolled completely open. The Type A had one stop light , and like the black Ford Model T was available only in one color, grey. Blue was offered in 1959, then yellow in 1960. The windscreen wipers were powered by a purely mechanical system: a cable connected to the transmission; to reduce cost, this cable also powered the speedometer. The wipers' speed was therefore dependent on car speed. When the car was waiting at a crossroad, the wipers were not powered; thus, a handle under the speedometer allowed them to be operated by hand. Although this system was far from perfect, it was better than some 1950s British Ford economy cars that had wipers powered by inlet manifold vacuum, that ran at full speed at engine idle, but slowed down to a crawl when cruising at speed. From 1965, the wipers were powered by a single speed electric motor. The reliability of the car was increased by the fact that, being air-cooled (with an oil cooler), it had no coolant, radiator, water pump or thermostat . It had no distributor either, just a contact breaker system. Except for the all hydraulic brakes, there were no hydraulic parts on original models as damping was by tuned mass dampers and friction dampers. [ edit ] Engines 2CV6 engine compartment - post 1981 (with inboard disc brakes) 2CV Ignition System Diagram Unrestored 1960 2CV daily driver in 2003 The car featured an air-cooled, flat-twin , four-stroke, 375  cc engine with pushrod operated overhead valves and a hemispherical combustion chamber. The notoriously underpowered earliest model developed only 9  bhp DIN (6.5 kW). A 425 cc engine was introduced in 1955, followed in 1968 by a 602 cc one giving 28 bhp (21 kW) at 7000 rpm. With the 602 cc engine, the tax classification of the car changed so that it became in fact a 3CV, but the commercial name remained unchanged. A 435 cc engine was introduced at the same time in replacement of the 425 cc; the 435 cc engine car was christened 2CV 4 while the 602 cc took the name 2CV 6 (although a variant did take the name 3CV in Argentina). The 602 cc engine evolved to the M28 33 bhp (25 kW) in 1970; this was the most powerful engine fitted to the 2CV. A new 602 cc giving only 29 bhp (22 kW) at a slower 5750 rpm was introduced in 1979. Despite being less powerful, this engine was more efficient, allowing lower fuel consumption and better top speed, at the price of decreased acceleration. All 2CVs with the M28 engine can run on unleaded petrol, but attention is needed to ensure that valve clearances are maintained. The 2CV also pioneered the use of the now common wasted spark ignition system, also known as the DIS (Distributorless Ignition System ) ignition using a double-ended coil firing both spark plugs on each revolution (on the exhaust and compression stroke), by just a contact breaker. This removed the need for a rotor arm in a distributor using high voltage electricity. Arcing problems and insulation breakdown of the rotor and distributor cap, was a significant cause of unreliability in contact breaker ( Kettering ) ignition systems. Some modern systems like SAABs, take this one step further by using one coil per spark plug mounted on the plug; eliminating high-voltage ignition wires altogether. The 2CVs simplified system only advanced ignition timing with engine speed, by centrifugal weights; it had no vacuum advance unit, to take account of engine load. The engine's design concentrated on the reduction of moving parts. The cooling fan and dynamo were built integrally with the one-piece crankshaft , removing the need for drive belts . (Late models (shown in photo) used an alternator mounted high above the engine, to keep it dry, run with a drive belt). Instead of using the usual two-piece crank bearings , one-piece items were pressed onto the crankshaft with a hydraulic press once the crankshaft had been submerged in liquid nitrogen to cause it to contract (thus providing enough clearance to press the bearings on). The camshaft drive gears incorporate a spring-loaded split gear, to reduce the effects of gear wear and backlash on valve timing and ignition timing. Similarly, the contact breaker was driven directly off the end of the camshaft , meaning that the ignition timing remained accurate for years, unlike cars with distributors driven by a separate jackshaft that are affected by gear wear and backlash. These design features made the 2CV engine highly reliable; test engines were run at full speed for 1000 hours at a time, equivalent to driving 50,000 mi (80,000 km) at full throttle. They also meant that the engine was very much "sealed for life" — the main bearings, for example, could not be replaced individually; the entire crankshaft had to be replaced. However, the engine is very under-stressed and long-lived, so this is not a major issue. Until the 1960s it was common for other car manufacturers' engines (British Fords especially) to need full strip downs and rebuilds at as little as 50,000 mi (80,000 km) intervals; un-rebuilt 2CV engines are still running that are passing 250,000 mi (400,000 km). If the starter motor failed, the 2CV had the option of starting on a starting handle, the jack handle serving as starting handle, by means of dog clutches on the front of the crankshaft, at the centre of the fan. It was a common feature on cars in the 1940s; the 1948 Morris Minor had a hole in its front bumper for the same reason. This feature was kept until the end of production, by which time it was unique. [ edit ] Performance 1955 2CV When asked about the 2CVs performance and acceleration, many owners said it went "from 0-60 in one day". Others jokingly said they "had to make an appointment to merge onto an interstate highway system ". The original 1948 model that produced only 9 hp had a top speed of just 40 mph, far below speeds necessary for North American highways or the German Autobahns already existing then. The top speed would increase with engine size to 49 mph in 1955, 52 mph in 1962, 63 mph in 1970, but would not finally be capable of US freeway speeds of 71 mph until 1981. [ 18 ] The last evolution of the 2CV engine was the Citroën Visa flat-2, a 652 cc featuring an electronic ignition. Citroën never sold this engine in the 2CV, however some enthusiasts have converted their 2CVs to 652 engines, or even transplanted Citroën GS or GSA flat 4 engines and gearboxes. Cars with the flat-4 engines and subtle bodywork changes so they appear to be standard are known as "Sidewinders" in the UK. In the mid 1980s CAR magazine editor Steve Cropley ran a turbocharged 602 cc 2CV that was developed by engineer Richard Wilsher . [ 15 ] [ edit ] Expeditions The 2CV has also been used for travel around the world. In 1958–1959, two young Frenchmen, Jean-Claude Baudot and Jacques Séguéla started at the Paris Motor Show on October 9, 1958; headed south and crossed the Mediterranean Sea by boat from Port Vendres to Algeria ; traversed the African continent and crossed the South Atlantic from Cape Town to Rio de Janeiro ; cris-crossed South America and the United States ; and boated from San Francisco, California to Yokohama . They returned to Paris on November 11, 1959. During the 13 months, they drove 100,000 kilometres, and consumed 5000  litres of petrol and 36 tires. Citroën promoted 2CV events called "Raids" in the 1970s and main dealers would supply a ruggedising kit. Paris to Persepolis in Iran was best known. [ edit ] Nicknames DIY paintwork was often seen on the 2CV Popular French nicknames were "Deuche" and "Dedeuche" . The Dutch were the first to call it "het lelijke eendje" ("the ugly duckling") or just "Eend" ("duck"), while the Flemish called it "de geit" ("the goat"). In German -speaking countries, it is called "Ente" ("duck"). English nicknames include "Tin Snail" , "Dolly" and "Upside-down pram " . In the former Yugoslavia , the car was called " spaček " (pronounced "spa-check" , Slovene for "little freak"). In Spanish -speaking countries, they were nicknamed "dos caballos" (two horses), "citrola" , "citruca" , "cirila" , "la rana" (the frog) and derived from "Citroën" were called "citroneta" and "la cabra" (the goat). In Denmark , the car has many names like "Gyngehest" (Rocking horse) or "Studenter-Jaguar" (student's Jaguar) while amongst 2CV enthusiasts the cars are affectionately called "De kære små" (the dear small ones). In Finland , the 2CV is known as "Rättisitikka" ( Finnish for "rag Citroën") because of its canvas roof. In Swedish (at least in the Swedish-speaking areas of Finland), it's called "Lingonplockare" (since the looks are similar to a device for picking lingonberries). In Tunisia , they call it "karkassa" . Hungarians call it "Kacsa" (pronounced "kacha" and meaning "duck"). In Israel, it was called "פחנוע" (pronounced "pah-noa" , meaning "tin car") and in Iceland it was named "Sítróen braggi" (meaning "Citroën Quonset hut"). In Norway, the name was "Jernseng" , meaning "iron bed". In Iran , it is known as "Jian / Zhian ژیان" , which means "Fierce" . In the U.S., it was known as the "flying rag top" . American cartoonist Gilbert Shelton referred to it as the "duh-shuh-vuh" , referring to the French pronunciation of "2CV" . In Ireland it was noticed as the underdog or íochtarán or it was either called bucket of rust or Buicéad na meirge . This was because most imported cars at the time that come to Ireland would've to wait at the pier or harbour for at least for 3–12 months and especially in Westport , County Mayo where it is well known for its constant rain as the 2cv was very prone to corrosion. Outside France, the 2CV's most common nickname today [ citation needed ] is "The Duck", which seemed to be endorsed by Citroën which released a stuffed toy animal in the 1980s representing a duck with Citroën on its side and 2CV under its right foot. [ edit ] The End of Production of the 2CV The 2CV was produced for 42 years, the model finally succumbing to customer demands for speed, in which this ancient design had fallen significantly behind modern cars, and safety, where it was better than was generally realised [ citation needed ] . The front of the chassis was designed to fold up, to form a crumple zone according to a 1984 Citroën brochure. It was rated as comparable for safety, with contemporary 1980s small cars, (that are all very poor by modern standards), by Which? magazine since 1983 when it started rating safety. [ 30 ] (The drive for improved crash worthiness in Europe has happened from the 1990s onwards, and accelerated with the 1997 advent of Euro NCAP .) Its advanced underlying engineering was ignored or misunderstood, by the public, being clothed in an ultra basic anachronistic body. It was the butt of many a joke, especially by Jasper Carrott . [ 31 ] It was not helped by Citroën failing to promote it after the mid-80s and by falling quality standards. The car was viewed as an embarrassment by Citroën, and they tried to kill the model for several years before the end came. Citroën had attempted to replace the ultra-utilitarian 2CV several times (with the Dyane , Visa , and the AX ); however its comically antiquated appearance became an advantage to the car and it became a niche product which sold because it was different from anything else on sale. Because of its down-to-earth economy car style, it became popular with people who wanted to distance themselves from mainstream consumerism — " hippies " — and also with environmentalists . While not a replacement for the 2CV, the AX supermini , a conventional urban runabout, unremarkable apart from its exceptional lightness, seemed to address the automaker's requirements at the entry level in the early 1990s. In 1988, production ceased in France but was continued in Portugal . The last official 2CV, a Charleston with chassis number 08KA 4813 PT which was reserved for the Mangualde plant manager Claude Hebert, rolled off the Portuguese production line on July 27, 1990. But during the following week, five additional 2CV Special vehicles left the plant; [ 32 ] three of their number (one blue, one white with chassis number KA 372168 fitted for a 1991 series that also never materialized, [ 33 ] one red) for exhibition at the French "Mondial de l'Automobile" in Paris, October 1990 but this project was later cancelled. In fact, the chassis numerical incrementation was not always sequential. The series number identification badge stock were ordered in bulk and fixed at random on the vehicles when leaving the production line. It often left gaps in the numbering sequence. For instance on February 29, 1988 a gap of more than 17500 numbers existed between cars carried on the last truck leaving the Levallois plant. Furthermore the official end of this last French line had been observed on February 19! This confusion began in 1948: the first six 2CVs received in succession the chassis numbers 000 007, 000 002, 000 005, 000 003, 000 348 and 000 006. Thus it is not possible to locate precisely the assembly date of the ultimate chassis numbers displayed: KA 366 694 (Great Britain), KA 359666 (Belgium), KA 375 563 (Germany), KA 376 002 (France) and 08KA 4813 PT (Portugal). [ 34 ] In all, a total of 3,872,583 2CV sedans were produced. Including the commercial versions of the 2CV, Dyane, Méhari, FAF, and Ami variants, the 2CV's underpinnings spawned over nine million cars. The 2CV was outlived by contemporaries such as the Mini (out of production in 2000), VW Beetle (2003), Renault 4 (1994), VW Type 2 (still in production as of 2010) and Hindustan Ambassador (originally a 1950s Morris Oxford , still in production as of 2010). [ edit ] Continued Popularity - Rebirth? 1954 Citroën 2CV and Nissan S-Cargo 2CV 24 Hour Race Snetterton 2009 The design of the 1989 Nissan S-Cargo (a play on the word " Escargot ") was directly inspired by the appearance of the tiny French Citroën 2CV Fourgonnette or small truck/delivery van, even including the single spoke steering wheel. The 2CV was relatively popular in Japan at this time. The car was introduced at the Tokyo Motor Show, along with the Nissan Figaro , and was built from 1989-1992 by Pike Factory for Nissan. It was based on the K10 Nissan Micra . Approximately 12,000 were manufactured. All S-Cargos are right hand drive. While initially marketed only in Japan, S-Cargos have spread as grey market import vehicles. The Chrysler CCV or Composite Concept Vehicle developed in the mid-1990s is a concept car developed to illustrate new means of construction suitable to developing nations. The car is a tall, fairly roomy four-door sedan, of modest dimensions. The designers at Chrysler note they were inspired to create a modernised Citroën 2CV. The company Sorevie of Lodève was building 2CVs until 2002. The cars were built from scratch using mostly new parts. But since the 2CV no longer complied with safety regulations, the cars were sold as second-hand cars using chassis and engine numbers from old 2CVs. The 2CV-Méhari Club Cassis also reconditions the 2CV and the Citroën Méhari . Recently they entered a 2CV prototype in the Paris-Dakar Rally ; this was a four-wheel drive, twin engine car (like the 2CV Sahara) powered by two 602 cc engines, the traditional one in the front and an engine in the rear boot space. [ 35 ] The long running 2CV circuit racing series by The Classic 2CV Racing Club continues to be popular in the UK. Auto Express reported in a May 2007 news item that a 2CV concept similar in appearance to the 2005 Evoque would make an appearance in 2009, with Citroën likely to position its modern interpretation of the car against premium rivals such as the Mini . [ 36 ] Styling of the Citroën C3 and Pluriel included motifs reminiscent of the 2CV design. In 2009, Citroën showed in the 2009 Frankfurt Motor Show the Revolte Concept , whose design was inspired by 2CV. [ edit ] Models Belgian-built Citroën 2CV AZ-Luxe 1950s German market Citroën 2CV 1978 Citroën 2CV AK400 van 1958 Citroën Radar 2CV Bijou [ edit ] Standard Saloon A (1948-?) AZ AZAM AZL AZKA (2CV6, ?-1990) AZKB (2CV4) [ edit ] Utility AU AZU, AZU 250 AK 350 AK 400, AKS 400 AYCD ( Acadiane ) [ edit ] Cabriolet (Radar) Robert Radar designed a fibreglass body on the chassis of a 2CV in 1956 and built a few prototypes in his Citroën Garage in Liège, Belgium . Citroën Belgium was enthusiastic about this model and decided to produce it as an official Citroën 2CV in its Forest (near Brussels ) factory. They manufactured about 50 bodies and added the model called 2CV "Radar" on the price list. They were assembled on order, but in 1958 and 1959, only 25 were sold and production ceased. The remaining bodies were destroyed later. There are five or six of them left, one in the Netherlands and four or five in Belgium. [ edit ] Coupé (Bijou) The Bijou was built at the Citroën factory in Slough , UK in the early 1960s. It was a two-door fibreglass-bodied version of the 2CV designed by Peter Kirwan-Taylor . The design was thought to be more acceptable in appearance to British consumers than the standard 2CV. Incorporating some components from the DS (most noticeably the single-spoke steering wheel, and windscreen for the rear window), it did not achieve market success, because it was heavier than the 2CV and still used the 425 cc engine and so was even slower, reaching 100 km/h (62 mph) only under favourable conditions. It was also more expensive than the Austin Mini, which was more practical. Only 207 were built. [ edit ] Four-wheel drive One novel model was the 2CV Sahara, a four-wheel drive (4x4) car, equipped with two engines (12 hp each), each one having a separate fuel tank. [ 37 ] One was mounted in the front driving the front wheels and one in the back driving the rear wheels. A single gearstick, clutch pedal and accelerator were connected to both engines. It was originally intended for use by the French colonies in Northern Africa. As well as a decreased chance of being stranded, it provided four-wheel drive traction with continuous drive to some wheels while others were slipping because the engine transmissions were uncoupled. Therefore it became popular with off-road enthusiasts. Between 1958 and 1971, Citroën built 694 Saharas, but only 27 are known to exist today. The top speed was 65 km/h (40 mph) on one engine, but this increased to 105 km/h (65 mph) with both engines running. British journalist Paul Walton flew to Israel to drive one of the 27 examples left, in the desert for the April 2000 issue of Classic Cars magazine . The Méhari was also built as a 4x4, but with only one engine. Various 4x4 conversions were built by independent constructors, such as Marc Voisin, near Grenoble, some from a Méhari 4x4 chassis and a 2CV body. In the UK, Louis Barber builds single engined four wheel drive 2CVs. In the late 1990s, Kate Humble from BBC Top Gear tested one against a Landrover Defender off road. The 2cv won. Although the terminology is sometimes confused, 2CV 4x4 generally refers to these models, whereas 2CV Sahara refers to the two-engined Citroën vehicle. Another very different double front ended, four wheel drive (but not at the same time), 2CV the 1952 Citroën Cogolin was built for the French Fire Service - The Sapeur-Pompiers. Sahara rear engine bay Citroën Méhari (2WD shown, 4WD has bonnet mounted spare wheel) 1952 Citroën Cogolin [ edit ] Coachbuilt 2CV Cabriolet (using a modified 2CV shell) Two examples of these are the German Hoffmann [ 38 ] and the French Azele. Hoffmann 2cv Cabriolet Azelle Cabriolet Azelle Cabriolet Rear [ edit ] Boot Extensions Some late model owners fitted "hunchbacks", an extension to the boot . This used the original boot lid, but in a horizontal position with the extension underneath, unlike the 1950s equivalent, which had a curved boot lid reminiscent of a post-war "big boot" Traction Avant. 1970s/80s style boot extension 1950s style boot extension [ edit ] Complete knock down (CKD) locally built cars The Greek market Citroën Pony [ 39 ] and African market Citroën FAF [ 40 ] and Baby-Brousse [ 41 ] were flat-panelled Mehari type, 2CV based utility cars, built from kits in small low tech assembly plants. There was widespread production of similar 2CV-based vehicles in a large number of countries, including Iran [ 42 ] (Baby-Brousse, Jyane-Mehari), Vietnam (Dalat), [ 43 ] Chile (Yagan), [ 20 ] Belgium (VanClee), Spain, Portugal and others. Citroën Pony Citroën FAF Citroën Baby-Brousse Belgian Vanclee Mungo Vanclee Mungo Side Vanclee Mungo Rear [ edit ] Kit cars and Specials The 2CV's availability, platform chassis construction, low cost and propensity to rust make it an ideal donor car for a special or kit car . Examples of 2CV-based kit sports cars include the Pembleton, BlackJack Avion and the Lomax from Britain, and Burton and Patron from the Netherlands. Most are also available as three wheelers (single wheel at the rear), like an early Morgan sports car. Some have been fitted with larger air-cooled twin cylinder motorcycle engines. For transportation purposes, some saloon models were rebuilt into vans using glassfibre reconstructions of corrugated 2CV Fourgonnette rear box sections. The 'Bedouin' [ 44 ] was a flat panel wooden bodied kit car, that was a spin off from the ill-fated 'Africar' [ 45 ] project. It had similarities in looks, to the Citroën Pony and Citroën FAF, CKD locally built cars. Lomax Pembleton Blackjack Avion Front/Side Blackjack Avion engine Blackjack Avion rear Burton Le Patron 'Semi Citroën 2CV' Special [ edit ] Notes ^ a b Citroën: Automotive Industry Factsheet ^ a b c Compiled by R.M. Clarke. Citroën 2CV Ultimate Portfolio . p. 13. ISBN   1 85520 4266 .   ^ L.J.K. Setright. Drive On!: A Social History of the Motor Car . ISBN   978-1862076983 .   ^ Nick Larkin (July 1997). "Snails of Woe? 2CV Buyers Guide". Practical Classics Magazine .   ^ Clarke, 2CV Ultimate Portfolio p. 210 ^ John, Honest (2004-01-31). "Buyers' guide: Citroen 2CV" . London: Telegraph . http://www.telegraph.co.uk/motoring/2726714/Buyers-guide-Citroen-2CV.html . Retrieved 2009-08-21 .   ^ 2cv Magazine n° 76 ^ Planète 2cv n° 81 ^ a b c d e f g h John Reynolds. Citroen 2CV . ISBN   978-1844252077 .   ^ Compiled by R.M. Clarke. Citroën 2CV Ultimate Portfolio . ISBN   1 85520 4266 .   ^ Elsworth, Peter C. T. (June 12, 1998). "The New York Times - AUTOS ON FRIDAY/Collecting; 50 Years of the 2CV's Joie de Vivre" . http://www.nytimes.com/1998/06/12/automobiles/autos-on-friday-collecting-50-years-of-the-2cv-s-joie-de-vivre.html . Retrieved 2009-08-20 .   ^ Compiled by R.M. Clarke. Citroën 2CV Ultimate Portfolio P.135 . ISBN   1 85520 4266 .   ^ "Not und Spiele: Die 50er Jahre...". Auto Motor u. Sport Heft 13 1996 : Seite 58–65. 14 June 1996.   ^ Philip Chatfield (04/03). 2CVGB Members Handbook P.2-9-1 .   ^ a b "The Car's the Star - Citroen 2cv". The Car's the Star . 1996. ^ "The Car's the Star - Citroen 2cv". The Car's the Star . 1996. ^ a b "The Car's the Star - Citroen 2cv". The Car's the Star . 1996. ^ a b 1966 Citroen 2CV Charleston ^ "'Piano Man' Is 'Smashup Man' Again" . CBS News. 2004-04-26 . http://www.cbsnews.com/stories/2004/04/26/entertainment/main613694.shtml . Retrieved 2009-05-02 .   ^ a b "Fabricados en Chile 2 - Yagán" . http://www.citroenet.org.uk/foreign/latin-america/chile/yagan.html . Retrieved 2010-01-07 .   ^ "Father of 'Black Power' Remembered" . Interchange.org . http://www.interchange.org/kwameture/AP112298.html . Retrieved 2009-05-02 .   ^ "Citroën 2CV etc.1" . citcity.citroen1.info . http://citcity.citroen1.info/2CV/2cv-etc1.htm#jian . Retrieved 2007-12-01 .   ^ "French Woodies - After 1949" . oldwoodies.com . http://www.oldwoodies.com/gallery-french5.htm . Retrieved 2007-12-01 .   ^ "Fabricados en Chile - 2CV Citroneta" . http://www.citroenet.org.uk/foreign/latin-america/chile/chile.html . Retrieved 2010-01-07 .   ^ "Argentinian Citroëns" . www.citroen.mb.ca . Archived from the original on February 6, 2007 . http://web.archive.org/web/20070206164413/http://www.citroen.mb.ca/citroenet/foreign/latin-america/argentina/argentina2.html . Retrieved 2008-05-28 .   ^ "Fabricados en Argentina" . http://www.citroenet.org.uk/foreign/latin-america/argentina/argentina1.html . Retrieved 2010-01-07 .   ^ "All about: 2CV suspension" . http://www.international2cvfriends.com/forum/viewtopic.php?f=7&t=485&sid=c7c1f98ff729e6aa43fcc6342dbe12cd . Retrieved 2009-10-30 .   ^ "The 2c.v. 375c.c. CITROEN - Unorthodox Suspension". MOTOR magazine . September 17, 1950.   ^ "The Tin Snail". Channel 4 - Equinox . 1986. ^ [1] [ dead link ] ^ Compiled by R.M. Clarke. Citroën 2CV Ultimate Portfolio P.208 . ISBN   1 85520 4266 .   ^ Citroën-Neuilly Headquarters ref.91MA-JCV/SR, 14.11.1991 ^ Planete 2cv n° 67 & 69 ^ L'Alsace, 24.11.98 / Citropolis HS n°3 / LVA, March 1988 and n° 91/36 & 91/38 / 2cv Magazine n° 74 / Jacques Wolgensinger, personal correspondence 01.05.1996 / . ^ "Le Dakar 2005" . takla-makane.com . http://www.takla-makane.com/pages/dakar/dakar-histo.htm . Retrieved 2007-12-01 .   [ dead link ] (French) ^ "Citroen's 2CV is back!" . autoexpress.co.uk . http://www.autoexpress.co.uk/news/autoexpressnews/208391/citroens_2cv_is_back.html . Retrieved 2007-12-01 .   ^ Motor Sport , February 1963, Page 102. ^ cite web|url= http://www.hoffmann2cv.com ^ "Namco Pony Citroën" . http://www.citroenet.org.uk/foreign/greece/pony-1.html . Retrieved 2010-01-07 .   ^ "FAF Facile à Fabriquer, Facile à Financer (Easy to build, easy to fund)" . http://www.citroenet.org.uk/foreign/faf/faf01.html . Retrieved 2010-01-07 .   ^ "Baby Brousse" . http://www.citroenet.org.uk/foreign/baby-brousse/index.html . Retrieved 2010-01-07 .   ^ "Citroën Saipac 2CV, Jiane Sedan, Jiane Pickup and Mehari" . http://www.citroenet.org.uk/foreign/iran/jiane/jiane.html . Retrieved 2010-01-07 .   ^ "Dalat the Vietnamese Baby Brousse" . http://www.citroenet.org.uk/foreign/vietnam/dalat.html . Retrieved 2010-01-07 .   ^ "2 CV Bedouin" . http://www.citroenet.org.uk/foreign/bedouin/bedouin.html . Retrieved 2010-01-07 .   ^ "Africar" . http://www.citroenet.org.uk/foreign/africar/africar.html . Retrieved 2010-01-07 .   [ edit ] External links Deux Chevaux Club of Great Britain (2CVGB) The Classic 2CV Racing Club - has been racing the iconic French 2CV for 20 years, providing close, exciting racing and a friendly atmosphere, while keeping costs to a minimum. Probably the best 2CV news and lifestyle website in the English language. - Find out all about the 2CV! Major French website. - 2CV directory - The 2CV directory aims to be the biggest, best and most complete collection of everything 2CV: websites, articles, stories, contacts and more. Cats Citroen Net 2CV - History, Buyer's/Owners's Guides, Restoration, Modifying, Codes/Serial Numbers, Reference, Photos Greater New York Citroen Velosolex Touring Club Citroën A Series Index Page Citroën enthusiasts site. garage2cv - Citroën A Series Webzine (Germany) Lottie the 2CV The only museum dedicated to the 2CV (France) 2CV travel, stories and video Media related to Citroën 2CV at Wikimedia Commons v   •   d   •   e Automobiles Citroën , a subsidiary of the PSA Peugeot Citroën since 1976, car timeline, 1950s–1970s — next » Type 1950s 1960s 1970s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 Economy car 2CV Off-roader Méhari Supermini LN / LNA Dyane Ami Visa Small family car GS Large family car 11 CV ID / DSpécial / DSuper Executive car 15 CV DS CX Grand tourer SM || Citroën From Wikipedia, the free encyclopedia Jump to: navigation , search Automobiles CITROËN Type Subsidiary of PSA Peugeot Citroën Industry Automotive Founded 1919 Founder(s) André Citroën Headquarters Saint-Ouen , Seine-Saint-Denis , France [ 1 ] Products Automobiles Employees 13,900 [ 2 ] Parent PSA Peugeot Citroën Website Citroën.com Citroën ( French pronunciation:  [sitʁoˈɛn] ) is a major French automobile manufacturer , part of the PSA Peugeot Citroën group. Founded in 1919 by André-Gustave Citroën , Citroën was the first mass-production car company outside of the USA [ 3 ] and pioneered the modern concept of creating a sales and services network that complements the motor car. [ 4 ] Within eight years Citroën had become Europe’s largest car manufacturer, and the 4th largest in the world. [ 5 ] Citroën earned a reputation for innovation and revolutionary engineering, which is reflected in the company’s slogan “Créative Technologie”. Its history of innovation began with its founding when (as noted above), André-Gustave Citroën introduced the first industrial mass production of a vehicles outside the United States (a technique he developed mass-producing armaments for the French military in World War I ). In 1924, Citroën produced Europe’s first all-steel-bodied car, the B-10. [ 6 ] In 1934, Citroën secured its reputation for innovation with its Traction Avant not only the world’s first mass-produced front-wheel drive car, but also one of the first cars to feature monocoque -type body. [ 7 ] In 1954 Citroën produced the world's first hydropneumatic self-levelling suspension system, then in 1955 the revolutionary Citroën DS , the first European production car with disc brakes . In 1967, Citroën introduced the first swiveling headlights in several models, allowing for greater visibility on winding roads. The brand celebrated its 90th Anniversary in 2009. Gears manufactured by André Citroën , which became the logo for Citroën cars. The Eiffel Tower served as a billboard for Citroën from 1925 to 1934. Contents 1 History 1.1 Early years 1.2 The Michelin era 1.3 Financial restructuring 1.4 The PSA era 2 Citroën's Renaissance 3 Citroën Racing 4 European Car of the Year awards 4.1 Winners 4.2 Podiums 5 USA Car of the Year award 6 Passenger cars and vans 6.1 Pre war 6.2 Post war (1945–1970) 6.3 Post war (1970–1980) 6.4 Recent 6.5 Current and future 7 Trucks and buses 7.1 Trucks 7.2 Buses 8 Alternative fueled 8.1 Hybrid 8.2 Biofuels 8.3 Electric vehicles 9 Concept cars 10 4x4 Conversions 11 Aircraft 12 See also 13 References 14 External links [ edit ] History Logo used until 2009 1919 Citroen A 8CV Torpedo 1921 Citroen B2 Torpedo 1923 "Type C" 5CV 1933 Citroën Rosalie Coupe 15CV Pre-War and Post 1952 Traction Avant 11CV 1955 H Van 1955 2CV 1967 DS Pallas 1968 Ami 6 1969 Méhari 1969 Dyane 6 1972 SM 1982 CX 1983 GSA 1983 Visa 1988 AX 1991 Citroën BX 1996 Xantia 1994 XM 1995 ZX Estate 1998 Saxo 2000 Berlingo Multispace 2000 Xsara 2001 Xsara Picasso 2002 Citroën C5 2004 Citroën C4 2006 Citroën C6 2007 Citroën C4 Picasso . 2009 Citroën C5 Break 2009 Citroën C3 2009 Citroën C3 Picasso 2010 Citroën DS3 [ edit ] Early years André Citroën built armaments for France during World War I and after the war he had a factory and no product. In 1919, the business started to produce automobiles , beginning with the conventional Type A . The Type A was designed by Jules Salomon , Chief Design Officer from Le Zèbre . Citroën was a keen marketer—he used the Eiffel Tower as the world's largest advertising sign, as recorded in the Guinness Book of Records . [ 8 ] He also sponsored expeditions in Asia (Croisière Jaune) and Africa (Croisière Noire), intended to demonstrate the potential for motor vehicles equipped with the Kégresse track system to cross inhospitable regions. The expeditions conveyed scientists and journalists . In 1924, Citroën began a business relationship with American engineer Edward G. Budd . From 1899, Budd had worked to develop stainless steel bodies for railroad cars, for the Pullman in particular. Budd went on to manufacture steel bodies for many automakers, Dodge being his first big auto client. At the Paris Motor Show in October 1924, Citroën introduced the Citroën B10 , the first all-steel body in Europe. [ 6 ] The cars were initially successful in the marketplace, but soon competitors (who were still using a wooden structure for their bodies), introduced new body designs. Citroën did not redesign the bodies of his cars. Citroëns still sold in large quantities in spite of not changing the body design, but the car's low price was the main selling point and Citroën experienced heavy losses. [ citation needed ] In an attempt to remedy the situation, Citroën developed the Traction Avant . The Traction Avant had three revolutionary features: a unitary body with no separate frame , front wheel independent suspension , and front wheel drive . Citroën commissioned Budd to create a prototype, which evolved into the 7 horsepower ( CV ), 32 hp (24 kW) Traction Avant of 1934. In 1933, Citroën also introduced the Rosalie, a passenger car with the world’s first commercially available diesel engine , developed with Harry Ricardo . [ edit ] The Michelin era Achieving quick development of the Traction Avant and its production facilities at the same time was too costly and overly ambitious, causing the financial ruin of the company. In 1934, debt forced the company into foreclosure and it was then taken over by its biggest creditor, the tire company Michelin . Fortunately for Michelin, the Traction Avant met with market acceptance and the basic philosophy that had led to this design continued. Citroën was undercapitalised, so its vehicles had a tendency of being underdeveloped at launch, with limited distribution and service networks. For both the important DS and CX models, development of the original engine around which the design was planned proved too expensive for the finances available, and the actual engine used in both cases was a modest and outdated four-cylinder design. During the German occupation of France in World War II , Citroën researchers continued their work in secret and developed the concepts that were later brought to market in the 2CV and DS. These were widely regarded by contemporary journalists as avant garde , even radical, solutions to automotive design. This began a period of unusual brand loyalty , normally seen in the automobile industry only in niche brands, like Porsche and Ferrari . The cult -like appeal of the cars to Citroënistes took almost two decades to fade, from 1975 to about 1995. Citroën unveiled the 2CV (2 fiscal horsepower, initially only 12 HP) at the Paris Salon in 1948. The car became a bestseller, achieving the designer's aim of providing rural French people with a motorized alternative to the horse . This car remained in production, with only minor changes, until 1990 and was a common sight on French roads until recently. 1955 saw the introduction of the DS , the first full usage of Citroën's now legendary hydropneumatic self-levelling suspension system that was tested on the rear suspension of the last of the Tractions. The DS was the first European production car with disc brakes . The DS featured power steering , power brakes and power suspension , and—from 1968— directional headlights . A single high-pressure system was used to activate pistons in the gearbox cover to shift the gears in the transmission and to operate the clutch on the Citromatic, Citroën's semi- automatic transmission . This high-pressure hydraulic system would form the basis of many Citroën cars, including the SM , GS , CX , BX , XM , Xantia , C5 and C6 . These vehicles shared the distinguishing feature of rising to operating ride height when the engine was turned on, like a "mechanical camel" (per Car & Driver magazine). A lever beside the driver's seat allowed the driver to adjust the height of the car, this has now been replaced by an electronic switch. The height-adjustability of the suspension allows for clearing obstacles, fording shallow (slow-moving) streams, and changing tires. This type of suspension is uniquely able to absorb road irregularities without disturbing the occupants. During Citroën's venture with Maserati , the Citroën high-pressure hydraulic system was used on several Maserati models, for power clutch operation (Bora), power pedal adjustment (Bora), pop-up headlights (Bora, Merak), brakes (Bora, Merak, Khamsin), steering (Khamsin), and the entire Quattroporte II prototype, which was a four-door Citroën SM under the skin. Citroën was one of the early pioneers of the now widespread trend of aerodynamic automobile design, which helps to reduce fuel consumption and improve high-speed performance by reducing wind resistance . The firm began using a wind tunnel in the 1950s, enabling them to create highly streamlined cars such as the DS which were years ahead of their time. So good were the aerodynamics of the CX , that it took its name from the term used to measure drag coeffient - . [ edit ] Financial restructuring In 1963, Citroën negotiated with Peugeot to cooperate in the purchase of raw materials and equipment. Talks were broken off in 1965. That year Citroën took over the French carmaker Panhard in the hope of using Panhard's expertise in midsize cars to complement its own range of very small, cheap cars (e.g., 2CV / Ami ) and large, expensive cars (e.g., DS /ID). Cooperation between both companies had begun 12 years earlier, and they had agreed to a partial merger of their sales networks in 1953. Panhard ceased making vehicles in 1967. 1968 saw a restructuring of Citroën's worldwide operations under a new holding company, Citroën SA. Michelin , Citroën's long-time controlling shareholder, sold a 49% stake to FIAT , in what was referred to as the PARDEVI agreement (Participation et Développement Industriels). That year Citroën purchased the Italian sports car maker Maserati and launched the grand tourer SM , which featured a V6 Maserati engine and a fully powered steering system called DIRAVI . The SM was engineered as if it were replacing the DS , a level of investment the GT sector alone would never be able to support, even in the best of circumstances. Circumstances became more unfavorable as the 1970s progressed. Citroën suffered another financial blow in the 1973 energy crisis . In 1974, the carmaker withdrew from North America, due to design regulations that outlawed core features of Citroën cars. Huge losses at Citroën were caused by failure of the Comotor rotary engine venture, plus the strategic error of going the 15 years from 1955 to 1970 without a model in the profitable middle range of the European market, and the massive development costs for the GS , CX , SM , Birotor , Maserati Bora , Maserati Merak , and Maserati Khamsin models—each a technological marvel in its own right. [ edit ] The PSA era This article may contain original research . Please improve it by verifying the claims made and adding references . Statements consisting only of original research may be removed. More details may be available on the talk page . (September 2009) Citroën was weak and unable to withstand the softening of the automobile market that accompanied the 1973 oil crisis . That year FIAT withdrew from PARDEVI and returned its 49% stake to Michelin. This was an ominous sign of things to come and, less than a year later, Citroën went bankrupt. The French government feared large job losses and arranged talks between Michelin and Peugeot , in which it was decided to merge Automobiles Citroën and Automobiles Peugeot into a single company. In 1974, Peugeot purchased 38.2% of Citroën and became responsible for managing the combined activities, in particular their research, purchasing, and investments departments. Peugeot sold off Maserati to DeTomaso in May 1975, and the Italian firm was quickly able to exploit the image of the Maserati brand to sell tens of thousands of newly designed Bi-Turbo models. The takeover was completed in May 1976, as Peugeot SA purchased a 90% stake of Citroën SA and the companies were combined into a holding company, known as PSA Peugeot Citroën . The PSA venture was a financial success from 1976 to 1979. Citroën had two successful new designs in the market at this time (the GS and CX ), a resurgent Citroën 2CV , and the Citroën Dyane in the wake of the oil crisis, and Peugeot was typically prudent in its own finances, launching the Peugeot 104 based Citroën Visa and Citroën LNA . PSA then purchased the aging assets of Chrysler Europe , which it rebranded as Talbot , leading to losses from 1980 to 1985. PSA gradually diluted Citroën's ambitious attitude to engineering and styling in an effort to rebrand the marque to appeal to a wider market. In the 1980s, Citroën models became increasingly Peugeot-based, following the worldwide motor industry trend called "platform sharing." The 1982 BX used the hydropneumatic suspension system and still had a Citroënesque appearance, while being powered by Peugeot-derived engines and using the floorpan later seen on the Peugeot 405 . By the late 1980s, many of the distinctive features of the marque had been removed or diluted - conventional Peugeot switchgear replaced Citroën's quirky but ergonomic "Lunule" designs, [ 9 ] complete with self cancelling indicators that Citroën had previously refused to adopt on ergonomic grounds. Citroën expanded into many new geographic markets. In the late 1970s, the firm developed a small car for production in Romania known as the Oltcit , which it sold in Western Europe as the Citroën Axel . Sales were adversely affected by poor build quality. That joint venture has ended, but a new one between PSA and Toyota is now producing cars like the Citroën C1 in the Czech Republic . In China , the C3 and Xsara are sold alongside the Fukang and Elysée local models. Citroën is still a global brand except in North America, where the company has not returned since the SM was effectively banned in 1974 for not meeting NHTSA bumper regulations. Production of the versatile 2CV was ended in 1990. Companies like Chrysler with the CCV concept car, Toyota with the Scion xB and Honda with the Element have recognized the 2CV concept and translated it to the modern era. More recently, Citroën has introduced the C3 Pluriel, an unusual convertible with strong allusions to the 2CV, both in body style (such as the bonnet) and in its all-round practicality. A "retro style" C3-based, post-modern 2cv like the new VW Beetle and BMW MINI is under active consideration by Citroën. The Pluriel is but one example of Citroën's return to innovation, after launching somewhat dull (although efficient) models throughout the 1990s. Other examples are the C2 , C4 , and C6 . [ citation needed ] In 2003, Citroën sold 1,372,500 cars, according to the PSA Peugeot Citroën group's 2003 annual report . [ edit ] Citroën's Renaissance In February 2009 Citroën launched a new brand identity to celebrate its 90th Anniversary. This consisted of the new logo, designed by Landor Associates [ 10 ] - a 3D metallic variation of the Double Chevron logo accompanied by a new font for the Citroën name and the new slogan "Créative Technologie". A TV campaign reminiscing over 90 years of Citroën was commissioned to announce the new identity to the public. [ 11 ] The new look is currently being rolled out to dealers globally and is expected to take three to five years. A number of other celebratory events took place throughout the year, including processions of Citroëns from 1919 to 2009 through the capital cities of Europe and other continents,and the launch of a special-edition C3 Picasso 90th Anniversary Edition in the UK. Citroën subsequently announced that it was setting up a premium series of cars under the DS name that would run parallel alongside its current car range. The DS range was launched early in 2010 with the DS3 , a premium small car based on the floor plan of the new C3. The DS3 will be followed by the larger DS4 and the large DS5 respectively. Their rear badge is a new DS logo rather than the familiar Citroën double chevron and all will have markedly different styling from their equivalent sister car. [ 12 ] [ 13 ] [ edit ] Citroën Racing Citroën Racing, previously known as Citroën Sport, is the team responsible for Citroën's sporting activities. They are a winning competitor in the World Rally Championship . After an abortive attempt with the Group B Citroën BX 4TC in 1986 , the team returned with the Citroën ZX Rally Raid to win the Rally Raid Manufacturer's Championship in 1993, 1994, 1995, 1996, and 1997 with Pierre Lartigue and Ari Vatanen . They won the Dakar Rally in 1991, 1994, 1995, and 1996. From 2001 the team started participating in the World Rally Championship, winning the Manufacturer's Title in 2003 , 2004 , 2005 , 2008 , 2009 and 2010. In 2004, 2005, and 2006 , French driver Sébastien Loeb won the Drivers' Championship driving the Citroën Xsara WRC , and in 2007, 2008, 2009 and 2010 with the Citroën C4 WRC . Citroen DS Rallye Prototype and Citroen ZX Paris-Dakar Rallye Car Sébastien Loeb driving a Citroën Xsara WRC at the 2005 Acropolis Rally Sébastien Ogier in Citroën C2 S1600 at the 2008 Rallye Deutschland Sébastien Loeb wins the 2008 Rally Mexico Sébastien Loeb in his C4 at the 2009 Cyprus Rally [ edit ] European Car of the Year awards [ edit ] Winners 1971: Citroën GS 1975: Citroën CX 1990: Citroën XM [ edit ] Podiums 1971: Citroën SM 1988: Citroën AX 1994: Citroën Xantia 2003: Citroën C3 2005: Citroën C4 2007: Citroën Grand C4 Picasso [ edit ] USA Car of the Year award 1972 Citroën SM Motor Trend Car of the Year [ edit ] Passenger cars and vans [ edit ] Pre war Kégresse track 7CV (1934–1935) 7C (1935–1940) 7U Rosalie (1935–1937) 8CV Rosalie (1932–1935) 8CV (1933–1934) 8NH (1935–1936) 10CV (1933–1934) 11U Rosalie (1935–1937) 11 (1935–1940) 15 (1935–1936) 15/6 (1939–1955) Type A (1919–1921) Type AC4 (1928–1929) Type AC6 (1928–1929) Type B (1921–1928) Type C C2-C3 (1922–1926) C4 & C6 (1928–1934) Traction Avant (1934–1957) TUB van (1939–1941) [ edit ] Post war (1945–1970) 2CV (1948–1990) Ami 6 (1961–1971) Ami 8 (1969–1979) Citroën Bijou (1959–1964) DS/ID (1955–1975) Dyane (1967–1984) H Van (1947–1981) [ edit ] Post war (1970–1980) Acadiane (1978–1987) Ami Super (1973–1976) Axel (1984–1988) C25 (1981–1993) C35 (1974–1992) CX (1974–1991) FAF GS and GSA (1970–1984) LN (1976–1979) LNA (1978–1986) M35 (1970–1971) Méhari (1968–1987) SM (1970–1975) Visa (1978–1988) [ edit ] Recent AX (1986–1998) BX (1982–1994) C15 (1984–2005) Evasion (1994–2002) Citroën Fukang 988 (1998–2003): derivative for the Chinese market Saxo (1995–2003) XM (1989–2000) Xantia (1993–2001) ZX (1991–1997) Synergie (1995–2001) Xsara (1997–2006) Xsara Picasso (1999–2008) C5 (2001–2008) C3 (2002–2009) C2 (2003–2010) [ edit ] Current and future C-ZERO (2010) - an electric vehicle C1 (2005–present) - a 4-seat, 3 or 5-door hatchback, city car with 1.3L petrol or diesel engine Citroën C1 ev'ie a UK only electric car adapted from a standard Citroën C1 by the Electric Car Corporation . C3 (from October 2009) - a supermini car with a range of inline-4 engines C3 Picasso (2009–present) C4 (2004–present) - a small family car C-Triomphe /Citroën C-Quatre. (2006–present)- a notchback sedan version of the European C4 for the Chinese market, may become the Citroën Sedan C4 Picasso (2007–present) - a range of two compact MPVs, a five-seater and a seven-seater C5 (2008–present) - a large family car C6 (2005–present) - an executive car C-Crosser (2007–present) - formerly called the C7, is a compact crossover SUV designed for Citroën, and produced by Mitsubishi Motors C8 (2002–present) - Eurovan , a large MPVs resulting from Sevel , a joint-venture of PSA and Fiat, and manufactured at Sevel Nord factory in France, near Valenciennes DS3 (2009–present) - a supermini with a range of engines including a 1.4L I4 16v petrol engine and a 1.6L I4 HDi diesel engine. Berlingo (1996–present) - a panel van and leisure activity vehicle , Berlingo Multispace is a small MPV Elysée - based on the Fukang which is a three-box ZX, the Elysée would appear to be a restyled version of this Chinese market car with a front end reminiscent of that of the Xsara, with many parts (including the dashboard) taken from the Citroën Xsara and Citroën Saxo, for the Chinese market Citroën Fukang (1997–present): derivative the ZX for the Chinese market Jumpy (1995–present)- a small van produced at Sevel Nord and is badged as a Citroën Dispatch in the UK and Ireland, Jumper (1994–present) - a large van produced by Sevel Sud from 1994 and is badged as the Citroën Relay in the UK and Ireland Nemo (2008–present) - a small van, Nemo Multispace is a small MPV [ edit ] Trucks and buses [ edit ] Trucks P45 (1934–1953) P46 U23 350 to 850 aka Belphegor [ edit ] Buses Citroën CH14 Currus 1978 Citroën Heuliez C35 Jumper van bus 1931 Citroën Type C6 Long 1930s Type 23 bus Type 46 DP UADI 1935 Type 32B 1932-33 Type C6 G1 [ edit ] Alternative fueled Alternative propulsion Citroën vehicles includes [ edit ] Hybrid Citroën C-Cactus diesel-electric hybrid vehicle [ edit ] Biofuels Biofuel Citroëns include the Citroën C4 BioFlex ( bioethanol flexible fuel vehicle). [ 14 ] [ edit ] Electric vehicles In the earlier years, electric cars were produced, e.g. the AX electrique, Saxo electrique etc. but in smaller series. In the hybrid electric vehicle strategy there are four concept cars HYmotion at the Paris Motor Show 2008: Hypnos, [ 15 ] [ 16 ] illustrating the latest breakthroughs in this field with the hybrid technology HYmotion4; the C4 HYmotion2 and C-Cactus , reflecting Citroën's plans to integrate this promising solution in affordable mass-market vehicles; and the C4 WRC HYmotion4 , extending ecological principles to sports cars. [ 17 ] Citroën showed the plug-in hybrid REVOLTe at the 2009 Frankfurt Motorshow. [ 18 ] [ 19 ] This section requires expansion . [ edit ] Concept cars Citroën Traction Avant 22CV G Van Prototype C or Coccinelle C-60 Project F Mini-Zup (1972) GS Camargue (1972) 2CV Pop (1973) Prototype Y C44 (1980) Karin (1980) Xenia (1981) Eco 2000 (1984) Eole (1986) Zabrus Bertone Concept car (1986) Activa (1988) Activa II (1990) Citella (1992) Xanae (1994) Osmose Tulip (1995) C3 Lumière (1998) C6 Lignage (1999) Osée Pininfarina Pluriel (1999) C-Crosser (2001) C-Airdream (2002) C-Airlounge (2003) C-SportLounge (2005) C-Airplay (2005) C-Buggy (2006) C-Métisse (2006) C-Cactus (2007) GT by Citroën (2008) Hypnos (2008) DS Inside (2009) Citroën Revolte 2009 (2009) Citroën Metropolis (2010) Citroën Survolt (2010) Citroën Lacoste (2010) [ edit ] 4x4 Conversions Citroën Berlingo with Dangel 4x4 system Dangel , a French specialist automobile company based in Sentheim , Alsace , has produced 4x4 versions of Citroën and Peugeot vehicles since 1980. Its first conversion was the Peugeot 504. Dangel currently produces 4x4 conversions of the Citroën Berlingo , the Citroën Jumper and the Citroën Jumpy. [ 20 ] [ edit ] Aircraft In the early 1970s Citroën investigated the possibility of producing helicopters with the Wankel engines manufactured by its subsidiary Comotor . RE2 Helicopter (flight-tested only) Citroën GS BiRotor (flight-tested only) [ edit ] See also Paris portal Companies portal Wikimedia Commons has media related to: Citroën List of automobile manufacturers List of French companies Lane departure warning system NaviDrive [ edit ] References ^ " Saint-Ouen retrouve son fleuve, la Seine ." l'Humanité . 28 October 2006. Retrieved on 3 February 2010. "La mort lente des petites entreprises, la délocalisation des plus importantes ont transformé Saint-Ouen. Il ne reste en centre-ville que l’usine Citroën.." ^ "The Company" . citroen.com . http://www.piecescitroensport.citroen.com/CWW/en-US/ABOUTCITROEN/IDENTITYCARD/THECOMPANY/ . Retrieved 2007-09-19 .   ^ "NSN" . http://www.nsn.co.uk/car-service/citroen .   ^ "Citroënmania.com" . http://www.citroen-mania.com.ar/andrecitroen-english.htm .   ^ Reynolds, John. “André Citroën: Engineer, Explorer, Entrepreneur”. (J H Haynes & Co Ltd) Revised edition (25 August 2006) Page 63 ^ a b "Citroën – All-Steel Bodywork" . http://www.citroen.co.uk/our-brand/history/innovation/#/our-brand/history/innovation/ .   ^ Reynolds, John. “André Citroën: Engineer, Explorer, Entrepreneur”. (J H Haynes & Co Ltd) Revised edition (25 August 2006) inside cover ^ "European Motor News" . http://europeanmotornews.com/2009/10/14/get-an-eiffel-of-the-new-citroen-c3/ .   ^ "CITROENET – Lunule Switchgear" . http://www.citroenet.org.uk/miscellaneous/prn/satellites.html .   ^ / Communicate magazine / Communicate magazine, June 2009 ^ "90 Years Citroën TV Ad (Youtube Video)" . http://www.youtube.com/watch?v=pkpyz8etla0&feature=channel .   ^ "Citroen DS returns | Auto Express News | News" . Auto Express. 2009-02-06 . http://www.autoexpress.co.uk/news/autoexpressnews/233896/citroen_ds_returns.html . Retrieved 2009-09-17 .   ^ "Site officiel de la CITROËN DS3" . Ds3.citroen.com . http://www.ds3.citroen.com/ . Retrieved 2009-09-17 .   ^ "Frankfurt Green: Citroen C-Cactus" . thecarconnection.com . http://www.thecarconnection.com/Car_Shows_and_Concept_Cars/Frankfurt_Auto_Show/Frankfurt_Green_Citroen_C-Cactus.S290.A13312.html?srccd=wn20070910 . Retrieved 2007-09-19 .   ^ [1] [ dead link ] ^ Blanco, Sebastian (2008-10-02). "Paris 2008: Citroën's Hypnos brings the rainbow into your car" . Autobloggreen.com . http://www.autobloggreen.com/2008/10/02/paris-2008-citroens-hypnos-brings-the-rainbow-into-your-car/ . Retrieved 2009-04-27 .   ^ Julian Marsh. "Citroën at the Paris Motor Show 2008" . Citroenet.org.uk . http://www.citroenet.org.uk/phototheques/paris2008/paris2008.html . Retrieved 2009-04-27 .   [ dead link ] ^ Ed (2009-09-16). "Citroen's REVOLTe - the electric 2CV" . Gizmag.com . http://www.gizmag.com/citroens-revolte-the-electric-2cv/12841/ . Retrieved 2009-10-06 .   ^ "Citroen REVOLTe Concept (2009) with pictures and wallpapers" . Netcarshow.com. 2009-09-30 . http://www.netcarshow.com/citroen/2009-revolte_concept/ . Retrieved 2009-10-06 .   ^ "Dangel 4x4 Experts en systèmes 4 roues motrices" . Dangel.fr . http://www.dangel.fr/index.html . Retrieved 2010-07-09 .   [ edit ] External links Citroën.com Facebook Citroën Citroën FR Citroën UK Citroën Australia Citroën Turkish Fun Club v   •   d   •   e Citroën timeline   Citroën timeline 1950-1979 Type 1950s 1960s 1970s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 Economy car 2CV Off-roader Méhari City car LN / LNA Supermini Dyane Ami Visa Small family car GS Large family car 11 CV ID / DSpécial / DSuper Executive car 15 CV DS CX Grand tourer SM   Citroën timeline 1980 to date Type 1980s 1990s 2000s 2010s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 Economy car 2CV C-ZERO | Off-roader Méhari City car LN / LNA AX C1 Supermini Dyane Saxo C2 DS3 Visa C3 I C3 II Small family car GSA ZX Xsara C4 Large family car BX Xantia C5 I C5 II Executive car CX XM C6 Leisure activity vehicle Acadiane C15 Nemo Berlingo Berlingo II Compact MPV Xsara Picasso C3 Picasso C4 Picasso Large MPV Evasion/Synergie C8 Crossover C-Crosser Convertible C3 Pluriel v   •   d   •   e Citroën PSA Peugeot Citroën  · Category  · Vehicles Current - Europe C1  · C3  · C3 Picasso  · DS3  · C4  · C4 Picasso  · DS4  · C5  · C6  · C8  · C-Crosser  · Berlingo  · Nemo  · Jumpy  · Jumper  · Xsara Picasso Current - China ( DPCA ) C2  · C-Triomphe  · Elysée  · Fukang  · Xsara Picasso Historic Type A  · Type C  · 7U  · Traction Avant  · TUB  · TUC  · 2CV  · Acadiane  · Ami 6 / Ami 8 / Ami Super  · Axel  · AX  · BX  · CX  · C2  · C15  · C25  · C35  · Dyane  · DS  · ID  · Evasion  · FAF  · GS  · GSA  · H Van  · LN  · LNA  · M35  · Méhari  · Rosalie  · Saxo  · SM  · Visa  · XM  · Xantia  · Xsara  · ZX Trucks U23  · Belphégor Concept cars G Van  · Prototype C  · Prototype Y  · 2CV Pop  · GS Camargue  · C44  · Karin  · Zabrus  · Activa  · C6 Lignage  · C-SportLounge  · C-Airplay  · C-Buggy  · C-Airdream  · GT by Citroën  · Hypnos  · DS Inside  · Revolte  · Survolt  · C-Cactus Motorsport Xsara WRC  · C4 WRC  · DS3 WRC  · Electric vehicle Citroën C-ZERO || Citroën DS From Wikipedia, the free encyclopedia Jump to: navigation , search Citroën DS Manufacturer Citroën Also called Citroën ID Production 1955-1975 Assembly Paris , France Mangualde , Portugal Slough , United Kingdom Heidelberg, Victoria , Australia Johannesburg , South Africa Koper , Yugoslavia Predecessor Citroën Traction Avant Successor Citroën CX Class Mid-size luxury car / Executive car Body style(s) 4-door sedan 5-door Safari station wagon 2-door convertible Layout MF layout Engine(s) 1,911 cc (1.911 L; 116.6 cu in) I4 1,985 cc (1.985 L; 121.1 cu in) I4 2,175 cc (2.175 L; 132.7 cu in) I4 2,347 cc (2.347 L; 143.2 cu in) I4 Wheelbase 3,124 mm (123.0 in) [ 1 ] Length 4,826 mm (190.0 in) (saloon) 4,991 mm (196.5 in) (estate) Width 1,791 mm (70.5 in) Height 1,464 mm (57.6 in) (saloon) 1,537 mm (60.5 in) (estate) Curb weight 1,270 kg (2,800 lb)(saloon) 1,384 kg (3,050 lb)(estate) Related Citroën SM Designer Flaminio Bertoni The Citroën DS was an executive car produced by the French manufacturer Citroën between 1955 and 1975. Styled by Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre , the DS was known for its aerodynamic futuristic body design and innovative technology, including a hydropneumatic self-levelling suspension . The DS advanced achievable standards in automobile ride quality , handling , and braking. [ 2 ] Citroën sold nearly 1.5 million D-series during the model's 20-year production run. The DS came in third in the 1999 Car of the Century competition, recognizing the world's most influential auto designs, and was named the most beautiful car of all time by Classic & Sports Car magazine. [ 3 ] Contents 1 Model history 2 Technical innovation — hydraulic systems 3 Impact on Citroën brand development 4 Replacing the DS 5 Manufacture 6 DS in the United States 7 Design variations 8 Technical details 8.1 Suspension 8.2 Source and reserve of pressure 8.3 Hydraulic fluid 8.4 Gearbox and clutch 8.5 Engines 8.6 Directional headlights 9 DS in popular culture 10 DS today 11 Production figures for all DS models 12 References 13 Bibliography 14 External links [ edit ] Model history 1974 Citroën DS23 Pallas - Series 3 (1968-1976) with four headlights under glass Directional headlight detail of a Citroën DS21 Turn indicators were mounted in the upper corners of the rear window Citroën DS Break - also known as the Safari, Familiale, or Wagon Citroën DS - Series 1 (1955-1962) - original nose Citroën DS Convertible - Series 2 (1963-1967) - redesigned nose After 18 years of development in secret as the successor to the venerable Traction Avant , the DS 19 was introduced on 5 October 1955 at the Paris Motor Show . The car's appearance and innovative engineering captured the imagination of the public and the automobile industry almost overnight. In the first 15 minutes of the show, 743 orders were taken, and orders for the first day totalled 12,000. [ 4 ] Far from being just a fascinating technology in search of a purpose, contemporary journalists were effusive in noting how the DS dramatically pushed the envelope in the ride vs. handling compromise possible in a motor vehicle. [ 5 ] To a France still deep in reconstruction after the devastation of World War II , and also building its identity in the post- colonial world, the DS motor car was a symbol of French ingenuity. [ citation needed ] It defied virtually every automotive design convention of that era. It also posited the nation's relevance in the Space Age , during the global race for technology of the Cold War . [ original research? ] Structuralist philosopher Roland Barthes , in an essay about the car, said that it looked as if it had "fallen from the sky". [ 6 ] The high price tag, however, hurt general sales in a country still recovering from World War II , and a cheaper submodel, the Citroën ID, was introduced in 1957. The ID shared the DS's body but was more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the DS's hydraulically controlled set-up. A station wagon variant, the ID Break , was introduced in 1958. Outside of France, the car's radical and cosmopolitan design appealed to non-conformists . An American advertisement summarised this selling point: "It takes a special person to drive a special car". [ citation needed ] The DS was historically significant for many reasons, one being that it was the first mass production car with front power disc brakes . [ 7 ] It also featured hydropneumatic suspension including an automatic levelling system and variable ground clearance , power steering and a semi- automatic transmission , and a fibreglass roof which reduced weight transfer . [ citation needed ] Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths and tyre sizes reduced the understeer typical of front-engined and front-wheel drive cars. [ citation needed ] As with all French cars, the DS design was affected by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six cylinder engine. Despite the rather leisurely acceleration afforded by its small four-cylinder engine, the DS was successful in motorsports like rallying , where sustained speeds on poor surfaces are paramount, and won the Monte Carlo Rally in 1959 and 1966. The DS placed fifth on Automobile Magazine "100 Coolest Cars" listing in 2005. [ 8 ] It was also named the most beautiful car of all time by Classic & Sports Car magazine after a poll of 20 world-renowned car designers, including Giorgetto Giugiaro , Ian Callum , Roy Axe , Paul Bracq , and Leonardo Fioravanti . [ 3 ] [ edit ] Technical innovation — hydraulic systems In conventional cars, hydraulics are only used in brakes and power steering . In the DS they were also used for the suspension, clutch and transmission, although the later ID19 did have manual steering and a simplified power braking system. At a time when few passenger vehicles had independent suspension on all wheels, the application of the hydraulic system to the car's suspension system to provide a self-levelling system was an innovative move. This suspension allowed the car to achieve sharp handling combined with very high ride quality , frequently compared to a " magic carpet ". The system used— hydropneumatic suspension —was pioneered the year before, on the rear of another car from Citroën, the top of range Traction Avant 15CV-H . [ edit ] Impact on Citroën brand development The 1955 DS cemented the Citroën brand name as an automotive innovator, building on the success of the Traction Avant , which had been the world's first mass-produced monocoque front wheel drive car in 1934. In fact, the DS caused such a huge sensation that Citroën was apprehensive that future models would not be of the same bold standard. No clean sheet new models were introduced from 1955 to 1970. The DS was a large, expensive executive car and a downward brand extension was attempted, but without result. Throughout the late 1950s and 1960s Citroën developed many new vehicles for the very large market segments between the 2CV and the DS, occupied by vehicles like the Peugeot 403 , Renault 16 and Ford Cortina , but none made it into production. Either they had uneconomic build costs, or were ordinary "me too" cars, not up to the company's high standard of innovation . As Citroën was owned by Michelin as a sort of research laboratory, and were a powerful advertisement for the capabilities of the radial tyre Michelin had invented, such experimentation was possible. Other models produced by Citroën were based on the utilitarian 2-cylinder 2CV economy car (that contained some of the most advanced independent suspension chassis engineering in the world). The Ami also designed by Flaminio Bertoni attempted to combine the styling of the DS with the advanced chassis of the 2CV. It was very successful in France in the 1960s, but less so on export markets because of its controversial styling, and by being noisy and underpowered. The Dyane , was a modernised 2CV with a hatchback, to compete with the Renault 4 . Citroën finally did introduce the Citroën GS in 1970, which won 'European car of the Year 1970' and sold a spectacular 2.5 million units. But it was still underpowered by a flat-4 air-cooled engine, the intended Wankel rotary engined version did not reach full production. [ edit ] Replacing the DS The DS remained popular and competitive throughout its production run. Its peak production year was 1970. Certain design elements like the somewhat narrow cabin, column mounted gearstick , and separate fenders began to seem a little old-fashioned in the 1970s. Citroën invested enormous resources to design and launch an entirely new vehicle in 1970, the SM , which was a thoroughly modernized, much wider, faster and more expensive car than the DS. Though the SM construction was conceptually similar to the DS—a platform frame with many pieces spotwelded together, mid-engine , front wheel drive , detachable front fenders, hydropneumatic suspension , rear fender skirts , and trailing arm rear suspension—it is an entirely different car. On the SM, the roof and rear quarter panels were welded on. Few parts are directly interchangeable between the two cars, but the DS and SM were both assembled on the same production lines at Quai André-Citroën , Paris. Unlike the DS, the factory never authorized a convertible model, since Citroën felt the roof was integral to the structure of the SM. Despite all this, the SM had to fulfill another purpose beyond just modernizing the DS — it had to launch Citroën into a new grand tourer market segment . This meant that unlike the DS, the SM was not designed to be a practical 4-door saloon suitable as a large family car , the key market for vehicles of this type in Europe. Typically, manufacturers would introduce low volume coupés based on parts shared with an existing saloon, not as unique models — a contemporary example being the Mercedes-Benz SLC-Class . The SM's high price, driven by its Maserati engine and limited utility of the 2+2 seating configuration, meant the SM as actually produced could not seize the mantle from the DS. The DS was finally phased out in 1976 after 1,455,746 cars were produced. The DS was replaced as the large family or executive car in the model range by the CX . The development and launch of the CX in the wake of the 1974 oil crisis, bankrupted Citroën and forced them into a merger with Peugeot, to form PSA Peugeot-Citroën. [ edit ] Manufacture The DS was primarily manufactured in Paris, France — with other manufacturing facilities in the United Kingdom, South Africa, the former Yugoslavia (mostly Break Ambulances), and Australia. Australia constructed their own D variant in the 1960s at Heidelberg, Victoria , identified as the ID 19 "Parisiene." Australian market cars were fitted with options as standard equipment such as the "DSpecial DeLuxe" that were not available on domestic European models. Until 1965 cars were assembled at the manufacturer's Slough premises, to the west of London , using a combination of French made semi CKD kits and locally sourced components, some of them machined on site. [ 9 ] A French electrical system superseded the British one on the Slough cars in 1962, giving rise to a switch to "continental style" negative earthing. After 1965 cars for the British market were imported fully assembled from the company's French plant. [ 9 ] The British built cars are distinguished by their leather seats, wooden dashboards, and (on pre-1962 cars) Lucas -made electrics. Within some parts of the former Yugoslavia a few examples are still in use as taxis. [ citation needed ] [ edit ] DS in the United States US-spec 1969 Citroën DS with exposed headlights While the DS was a hit in Europe, it seemed rather odd in the United States. Ostensibly a luxurious car, it did not have the basic features that buyers of that era expected to find on such a vehicle: fully automatic transmission , air conditioning , power windows , and a reasonably powerful V8 engine instead of a relatively modest 4-cylinder inline engine. The DS's price in 1970 ranged from US$4,066 to US$4,329. [ 10 ] Also, many Americans at the time wanted only the newest models, which changed every year, like fashions , but the DS's appearance did not change dramatically in the 16 years it was available in the States. US legislation also banned one of the car's more advanced features, aerodynamic headlamps, now common in US automobiles of the 21st century, which first re-appeared in the USA on Audi cars of that era, and domestically-produced Ford Taurus cars in 1986 as examples. The first year of aerodynamic glass enclosing the DS's headlights, along with driving lights turned by the steering, was also the first year those features were outlawed in the US. The VW Beetle and Jaguar XKE had aerodynamic faired glass over their (fixed) headlights until the same time. The DS was sold in the United States from 1956-1972. Ultimately, 38,000 units were sold. [ edit ] Design variations The DS always maintained its size and shape, with easily removable, unstressed body panels, but certain design changes did occur. A station wagon version was introduced in 1958. It was known by various names in different markets (Break in France, Safari and Familiale in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front fenders. In 1965 a luxury upgrade kit, the DS Pallas (after Greek goddess Pallas ), was introduced. This included comfort features such as better noise insulation, a more luxurious (and optional: leather) upholstery and external trim embellishments. In 1967, the DS and ID was again restyled. This version had a more streamlined headlamp design, giving the car a notably shark-like appearance. This design had four headlights under a smooth glass canopy, and the inner set swivelled with the steering wheel. This allowed the driver to see 'around' turns, especially valuable on twisting roads driven at high speed at night. Citroën DS Cabrio However, this feature was not allowed in the US at the time (see World Forum for Harmonization of Vehicle Regulations ), so a version with four exposed headlights that did not swivel was made for the US market. The station wagon edition, the Break (called the ID Safari on the UK market) and "Familiale", was also upgraded. The hydraulic fluid changed to the technically superior LHM (Liquide Hydraulique Minéral) in all markets except the US. Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The convertibles were built in small series by French carrossier Henri Chapron , for the Citroën factory. The DS convertibles used the break (station wagon) frame, which was reinforced on the sidemembers and rear suspension swingarm bearing box. In addition, Chapron also produced a few coupés, non-works convertibles and special sedans (including the 'Prestige,' [1] same wheelbase but with a with a central divider, and the 'Lorraine' notchback ). [ edit ] Technical details This section does not cite any references or sources . Please help improve this article by adding citations to reliable sources . Unsourced material may be challenged and removed . (September 2007) [ edit ] Suspension In a hydropneumatic suspension system, each wheel is connected, not to a spring, but to a hydraulic suspension unit consisting of a sphere of about 12 cm in diameter containing pressurised nitrogen , a cylinder containing hydraulic fluid screwed to the suspension sphere, a piston inside the cylinder connected by levers to the suspension itself, and a damper valve between the piston and the sphere. A membrane in the sphere prevented the nitrogen from escaping. The motion of the wheels translated to a motion of the piston, which acted on the oil in the nitrogen cushion and provided the spring effect. The damper valve took place of the shock absorber in conventional suspensions. The hydraulic cylinder was fed with hydraulic fluid from the main pressure reservoir via a height corrector , a valve controlled by the mid-position of the anti-roll bar connected to the axle. If the suspension was too low, the height corrector introduced high-pressure fluid; if it was too high, it released fluid back to the fluid reservoir. In this manner, a constant ride height was maintained. A control in the cabin allowed the driver to select one of five heights : normal riding height, two slightly higher riding heights for poor terrain, and two extreme positions for changing wheels. [The correct term oleopneumatic ( oil-air ) has never gained widespread use. Hydropneumatic ( water-air ) continues to be preferred overwhelmingly.] The DS did not have a jack for lifting the car off the ground. Instead, the hydraulic system enabled wheel changes with the aid of a simple adjustable stand. To change a flat tyre, one would adjust the suspension to its topmost setting, insert the stand into a special peg near the flat tyre, then readjust the suspension to its lowermost setting. The flat tyre would then retract upwards and hover above ground, ready to be changed. This system, used on the SM also, was superseded on the CX by a screw jack that, after the suspension was raised to the high position, lifted the tire a fraction of an inch off the ground. The DS system, while impressive to use, sometimes dropped the car quite suddenly, especially if the stand was not placed precisely or the ground was soft or unlevel. [ edit ] Source and reserve of pressure The central part of the hydraulic system was the high pressure pump, which maintained a pressure of between 130 and 150  bar in two accumulators . These accumulators were very similar in construction to the suspension spheres. One was dedicated to the front brakes , and the other ran the other hydraulic systems. (On the simpler ID models, the front brakes operated from the main accumulator.) Thus in case of a hydraulic failure, the first indication would be that the steering became heavy, followed by the gearbox not working; only later would the brakes fail. [ edit ] Hydraulic fluid The original hydropneumatic system used a vegetable oil liquide hydraulique végétal (LHV), similar to that used in other cars at the time. Later, Citroën changed to using a synthetic fluid liquide hydraulique synthétique (LHS). Both of these had the disadvantage that they are hygroscopic , as is the case with most brake fluids . Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every "inhalation" of fresh moisture- (and dust-) laden air, the fluid absorbed more water. In August 1967, Citroën introduced a new mineral oil -based fluid liquide hydraulique minéral (LHM). This fluid was much less harsh on the system, and remains in use to the present day. Briefly illegal in the U.S., [ 11 ] LHM has since been adopted by manufacturers like Rolls-Royce , Jaguar , BMW , and Audi under various labels, like "Total," "Pentosin," and others. LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black. Two different hydraulic pumps were used. The DS used a seven-cylinder axial piston pump driven off two belts and delivering 175 bar (2,540 psi) of pressure. The ID19, with its simpler hydraulic system, had a single-cylinder pump driven by an eccentric on the camshaft. [ edit ] Gearbox and clutch 1969 Pallas interior with Hydraulic gear selector - mounted top right of steering column with unusual single spoke steering wheel The mechanical aspects of the gearbox and clutch were completely conventional and the same elements were used in the ID 19. The gear change control though, consisted of a hydraulic gear selector, and clutch control. The speed of engagement of the clutch was controlled by a centrifugal regulator sensing engine rpm and driven off the camshaft by a belt, the position of the butterfly valve in the carburettor (i.e. the position of the accelerator), and the brake circuit. When the brake was pressed, the engine idle speed dropped to an rpm below the clutch engagement speed, thus preventing friction while stopped in gear at traffic lights. When the brake was released, the idle speed increased to the clutch dragging speed. The car would then creep forward much like automatic transmission cars. This drop in idle throttle position also caused the car to have more engine drag when the brakes were applied even before the car slowed to the idle speed in gear, preventing the engine from pulling against the brakes. [ edit ] Engines Cutaway model shows engine set far back from front wheels (" MF layout ") The DS was originally designed around an air cooled flat six based on the design of the 2 cylinder engine of the 2CV, similar to the motor in the Porsche 911 . Technical and monetary issues forced this idea to be scrapped. Thus, for such a modern car, the engine of the original DS 19 was also old-fashioned. It was derived from the engine of the 11CV Traction Avant (models 11B and 11C). It was an OHV four-cylinder engine with three main bearings and dry liners, and a bore of 78 mm (3.1 in) and a stroke of 100 mm (3.9 in), giving a volumetric displacement of 1911 cc. The cylinder head had been reworked; the 11C had a reverse-flow cast iron cylinder head and generated 60 hp (45 kW) at 3800 rpm; by contrast, the DS 19 had an aluminium cross-flow head with hemispherical combustion chambers and generated 75 hp (56 kW) at 4500 rpm. Apart from these details, there was very little difference between the engines: even the locations of the cylinder head studs were the same, so that it was possible to put the cylinder head of a DS on a Traction Avant engine and run it. [ citation needed ] Like the Traction Avant, the DS had the gearbox mounted in front of the engine, with the differential in between. Thus some consider the DS to be a mid engine front wheel drive car. It initially had a four-speed gearbox and clutch, operated by a hydraulic controller. To change gears, the driver flicked a lever behind the steering wheel to the next position and eased-up on the accelerator pedal. The hydraulic controller disengaged the clutch, engaged the nominated gear, and re-engaged the clutch. The DS and ID powerplants evolved throughout its 20-year production life. The car was underpowered and faced constant mechanical changes to boost the performance of the four-cylinder engine. The initial 1911 cc 3 main bearing engine (carried forward from the Traction Avant ) of the DS 19 was replaced in 1965 with the 1985 cc 5 bearing motor of the DS 19a (called DS 20 from September 1969). The DS 21 was also introduced for model year 1965. This was a 2175 cc, 5 main bearing engine. This engine received a substantial increase in power with the introduction of Bosch electronic fuel injection for 1970, making the DS one of the first mass-market cars to use electronic fuel injection. Lastly, 1973 saw the introduction of the 2347 cc engine of the DS 23 in both carbureted and fuel injected forms. The DS 23 with electronic fuel injection was the most powerful production model, producing 143 hp (107 kW). IDs and their variants went through a similar evolution, generally lagging the DS by about one year. ID models never received the DS 23 engine or fuel injection. The DS was initially offered only with the "hydraulique" 4-speed semi-automatic (bvh-"boîte de vitesses hydraulique") gearbox. The later and simpler ID19 had the same gearbox and clutch, manually operated. This configuration was offered as a cheaper option for the DS in the mid-1960s. In September 1970 Citroën introduced a 3-speed fully-automatic Borg-Warner and a five-speed manual gearbox, in addition to the original four-speed unit. [ 12 ] The full-automatic transmissions were intended for the US market, but as Citroën withdrew from the US in 1972, the year of highest US sales, due to constrictive road rules, most automatic DSs, fuel-injected DS 23 sedans with air conditioning, were sold in Australia. [ edit ] Directional headlights Directional headlights were introduced as an option on the DS in September 1967 (standard on the Pallas model) for the first time on a Citroën. Behind each glass cowl, the innermost headlight swiveled by up to 80° as the driver steered, lighting the inside of a bend. This allowed the driver to see where his eyes were looking — instead of just straight ahead. The outermost headlights were self-leveling and reacted to pitching caused by acceleration and braking. [ 13 ] [ edit ] DS in popular culture The DS has been used in many film and television productions, [ 14 ] has inspired artists, and was associated with the French state and French society for many years. The movie The Goddess of 1967 has been named after the DS. The movie is about a 1967 DS or goddess (déesse in French). In the post- World War II environment of the 1950s, the DS was a significant advertisement for French manufacturing and ingenuity. President Charles de Gaulle praised the unusual abilities of his unarmoured DS with saving his life during the assassination attempt at Petit-Clamart on 22 August 1962 planned by Jean-Marie Bastien-Thiry — the shots had blown two of the tires, but the car could still escape at full speed. This event was accurately recreated for The Day of the Jackal . [ edit ] DS today Citroën DS values have been rising - a 1973 DS 23 Injection Electronique 'Decapotable' (Chapron Convertible) sold for EUR €176,250 ( USD $209,738) at Christie's Retromobile in February 2006. [ 15 ] and a similar car sold by Bonhams in February 2009 brought EUR €343,497 (USD $440,436). [2] On 18 September 2009 a 1966 DS21 Decapotable Usine was sold by Bonhams for a hammer price of UK £131,300. Bonhams sold another DS21 Decapotable (1973) on 23 January 2010 for EUR €189,000 [3] The DS's beloved place in French society was demonstrated in Paris on 9 October 2005 with a celebration of the 50th anniversary of its launch. 1,600 DS cars drove in procession past the Arc de Triomphe . [ 16 ] Le Monde reported on February 2, 2009 that Peugeot Citroën would re-introduce the DS to the car market in 2010. [ 17 ] It has since been revealed that the DS will in fact be a range of, to begin with, three cars, headed by the small ' DS3 '. These cars will be high quality, high specifications variations on existing models, but with differing mechanics and bodywork. The DS3, launched in March 2010, is based on Citroen's new C3, but is more customisable and unique, bearing resemblances to the original DS, with its 'Shark Fin' side pillar. In 2010 and 2011, Citroen will launch the DS4 and DS5, models to sit above the C4 and C5 ranges respectively. Both are expected to be more innovative than the DS3, which received mixed feelings from critics and fans at its launch, and are expected to feature hybrid-diesel engines to maximise efficiency, as well as other things that have been seen on Citroen's most recent concept cars. [ edit ] Production figures for all DS models Swedish-spec Citroën DS with headlight wipers 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 [ 18 ] [ edit ] References ^ Cardew, Basil (1966). Daily Express Review of the 1966 Motor Show . London: Beaverbrook Newspapers Ltd.   ^ "Citroen DS - A car years ahead of its time" . retrothing.com . http://www.retrothing.com/2007/01/citroen_ds_deca.html . Retrieved 2007-09-06 .   ^ a b "1955 Citroen DS - The Most Beautiful Car of All Time" . Motorcities.com . http://www.motorcities.com/vehicle/09B4E032327279.html . Retrieved 2009-07-09 .   ^ "The Most Incredible Car Ever Built" . egothemag.com . http://www.egothemag.com/archives/2004/10/citroen_ds_1.htm . Retrieved 2007-09-06 .   ^ "Drive: 1960 Citroen DS" . motortrend.com . http://www.motortrend.com/classic/roadtests/c12_0511_1960_citroen_ds/suspension_engine.html . Retrieved 2007-09-06 .   ^ "The New Citroen by Roland Barthes 1957" . id-ds.com . Archived from the original on 2007-08-16 . http://web.archive.org/web/20070816121741/http://www.id-ds.com/PlanetD&G/barthes.but.html . Retrieved 2007-09-06 .   ^ "Citroën DS" . vintagecars.about.com/internet archive . http://web.archive.org/web/20070104231250/http://vintagecars.about.com/od/historygreatmoments/a/citroen_ds.htm . Retrieved 2007-09-06 .   ^ "Automobile Magazine - 100 Coolest Cars" . http://www.automobilemag.com/features/0410_coolest_cars/stingray.html . Retrieved 2008-07-29 .   ^ a b "Spot check: The Citroen D-Type". Motor : pages 38–40. 21 August 1971.   ^ www.nadaguides.com ^ U.S. federal law required motor vehicle brake systems to use Department of Transportation (DOT) approved brake fluid. An exception had to be granted to Citroën ^ "Original Citroën DS", John Reynolds, Bay View Books, 1996, ISBN 1-870979-71-0 ^ "Myth or fact: The Citroën DS Pioneered directional headlights" . dsgoddess.com . http://www.dsgoddess.com/specs/first-directional-headlights/ . Retrieved 2009-11-29 .   ^ IMCDb: Citroën DS in movies ^ 2006 Retromobile - Report and Slideshow ^ "Citroen 'goddess' feted in Paris" . BBC News . 2005-10-09 . http://news.bbc.co.uk/2/hi/business/4324668.stm . Retrieved 2010-04-30 .   ^ Le Monde | Economie | Citroën s'apprêterait à relancer la production de DS ^ John Reynolds: "Original Citroën DS", Bay View Books, 1996, page 135 [ edit ] Bibliography "Original Citroën DS", John Reynolds, Bay View Books, 1996, ISBN 1-870979-71-0 Road & Track magazine, USA. June, 1958 [ edit ] External links Wikimedia Commons has media related to: Citroën DS Citroën D Series at Citroënët P CITROËN DS DS district CitCity La D.S. by Orozco Informative fan-site detailing the history and model evolution of the DS/ID 1964/2006 ID 19 Hotrod Citroen DS at the Internet Movie Cars Database The DS Spécial Citroën DS desktop wallpaper v   •   d   •   e Automobiles Citroën , a subsidiary of the PSA Peugeot Citroën since 1976, car timeline, 1950s–1970s — next » Type 1950s 1960s 1970s 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 Economy car 2CV Off-roader Méhari Supermini LN / LNA Dyane Ami Visa Small family car GS Large family car 11 CV ID / DSpécial / DSuper Executive car 15 CV DS CX Grand tourer SM v   •   d   •   e Citroën PSA Peugeot Citroën  · Category  · Vehicles Current - Europe C1  · C3  · C3 Picasso  · DS3  · C4  · C4 Picasso  · DS4  · C5  · C6  · C8  · C-Crosser  · Berlingo  · Nemo  · Jumpy  · Jumper  · Xsara Picasso Current - China ( DPCA ) C2  · C-Triomphe  · Elysée  · Fukang  · Xsara Picasso Historic Type A  · Type C  · 7U  · Traction Avant  · TUB  · TUC  · 2CV  · Acadiane  · Ami 6 / Ami 8 / Ami Super  · Axel  · AX  · BX  · CX  · C2  · C15  · C25  · C35  · Dyane  · DS  · ID  · Evasion  · FAF  · GS  · GSA  · H Van  · LN  · LNA  · M35  · Méhari  · Rosalie  · Saxo  · SM  · Visa  · XM  · Xantia  · Xsara  · ZX Trucks U23  · Belphégor Concept cars G Van  · Prototype C  · Prototype Y  · 2CV Pop  · GS Camargue  · C44  · Karin  · Zabrus  · Activa  · C6 Lignage  · C-SportLounge  · C-Airplay  · C-Buggy  · C-Airdream  · GT by Citroën  · Hypnos  · DS Inside  · Revolte  · Survolt  · C-Cactus Motorsport Xsara WRC  · C4 WRC  · DS3 WRC  · Electric vehicle Citroën C-ZERO || Citroën DS Wikicars, a place to share your automotive knowledge Jump to: navigation , search Citroën DS Citroën aka Citroën ID Déesse Goddess Production 1955-1976 Class Mid-size luxury car / Executive car Body Style 2-door convertible 4-door sedan 4-door station wagon Length Width Height Wheelbase Weight Transmission Engine Power Similar Mercedes-Benz 220SEb Ford Zephyr Rover P6 Designer Flaminio Bertoni The Citroën DS (also known as Déesse , or Goddess , after the punning initials in French) was an automobile produced by the French manufacturer Citroën between 1955 and 1975. Citroën sold nearly 1.5 million D-series during its 20 years of production.The DS is well-known for its futuristic, aerodynamic body design, and for its innovative technology (including its hydropneumatic self-leveling suspension system). The DS advanced the achievable standards in terms of ride quality, roadholding, handling, and braking in an automobile. Automotive journalists of the time often noted that competitors took decades to adapt to the higher standards it set. The smooth, aerodynamic body lines gave the car a futuristic appearance. While it looked very unusual in 1955, public tastes appear to have caught up with the DS in the post- Ford Taurus / Audi 100 era. Contents 1 Model history 2 Technical details 2.1 Drivetrain 2.2 Hydraulic system 2.2.1 Suspension 2.2.2 Source and reserve of pressure 2.2.3 Hydraulic fluid 2.2.4 Gearbox and clutch 3 Impact on Citroën brand development 4 Replacing the DS 5 Nations assembling the DS 6 Names 7 DS in the US 8 Design variations 9 DS engines 10 DS in popular culture 11 DS today 12 Gallery 13 References 14 Bibliography 15 External links Model history After 18 years of development in secret as the successor to the venerable Traction Avant , the DS 19 was introduced on October 5, 1955 at the Paris Motor Show . The car's appearance and innovative engineering captured the imagination of the public and the automobile industry almost overnight. 743 orders were taken in the first 15 minutes of the show, and orders for the first day totalled 12,000. [1] Far from being just a fascinating technology in search of a purpose, contemporary journalists were effusive in noting how the DS dramatically pushed the envelope in the ride vs. handling compromise possible in a motor vehicle. [2] The high price tag, however, hurt general sales in a country still recovering from World War II 10 years earlier, and a submodel, the ID (another pun: in French, Idée , or Idea ), was introduced in 1957 to appeal to more cost-conscious buyers. The ID shared the same body with the DS, but had more traditional features under the hood. It had no power steering (though this was added as an option later), and instead of the hydraulically controlled manual transmission and clutch, it had a conventional clutch and transmission. Interestingly, the first model series was called 11D, a clear reminder of the last model of the Traction Avant, the 11C. A station wagon variant, the ID Break, was introduced in 1958. Throughout its model lifetime, the DS managed to remain ahead of its time. It featured power disc brakes , a hydropneumatic suspension including an automatic levelling system and variable ground clearance , power steering and a semi- automatic transmission . A fiberglass roof reduced weight transfer. Inboard front brakes (as well as an independent suspension) reduced unsprung weight. Different front and rear track widths and tire sizes reduced the understeer typical of front-engined and front-wheel drive cars. Despite the rather leisurely acceleration afforded by its small four-cylinder engine, the DS was successful in motorsports like rallying , where sustained speeds on poor surfaces are paramount. The DS came in third in the 1999 Car of the Century competition, recognizing the the world's most influential auto designs. Winner and second place went to the Ford Model T and the Mini . It placed fifth on Automobile Magazine "100 Coolest Cars" listing in 2005. History will remember the DS for many reasons, including the fact it was the first production car with front disc brakes . [3] Technical details Drivetrain As with all French cars, the DS design was impacted by the tax horsepower system, which effectively mandated very small engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six cylinder engine. The DS was designed around an air cooled flat six based on the design of the 2 cylinder engine of the 2CV, similar to the motor in the Porsche 911 , but technical issues forced this idea to be scrapped. Thus, for such a modern car, the engine of the original DS 19 was also old-fashioned. It was derived from the engine of the 11CV Traction Avant (models 11B and 11C). It was an OHV four-cylinder engine with three main bearings and dry liners, and a bore of 78 mm and a stroke of 100 mm, giving a volumetric displacement of 1911 cc. The cylinder head had been reworked; the 11C had a reverse-flow cast iron cylinder head and generated 60 hp at 3800 rpm; by contrast, the DS 19 had an aluminium cross-flow head with hemispherical combustion chambers and generated 75 hp at 4500 rpm. Apart from these details, there was very little difference between the engines: even the locations of the cylinder head studs were the same, so that it was possible to put the cylinder head of a DS on a Traction Avant engine and run it. Like the Traction Avant, the DS had the gearbox mounted in front of the engine, with the differential in between. Thus the DS is a really a mid engine front wheel drive car. It initially had a four-speed transmission and clutch, operated by a hydraulic controller. To change gears, the driver flicked a lever behind the steering wheel to the next position and eased-up on the accelerator pedal. The hydraulic controller disengaged the clutch, engaged the nominated gear, and re-engaged the clutch. Manual transmission control was a lower-cost option. The later and simpler ID19 also had the same gearbox and clutch, manually operated. In the 1970s a five-speed manual and 3-speed fully-automatic were introduced, in addition to the original four-speed unit. Hydraulic system The hydraulic system of the DS 19 was a revolution. Previously hydraulics had been restricted to use in brakes and power steering; the DS used them for the suspension, clutch and transmission. The later ID19 had manual steering and a simplified power braking system. Suspension At a time when few passenger vehicles had caught up with the four-wheel independent suspension of the Traction Avant , the application of the hydraulic system to the car's suspension system to provide true self-levelling was a stunning move. This application - ' hydropneumatic suspension ' - was pioneered the year before on the rear of the top of range Traction Avant 15CV-H . At first it was often described as air/oil suspension, since both elements played a key role. Each wheel was connected not to a spring, but to a hydraulic suspension unit consisting of: a sphere of about 12 cm in diameter containing pressurised nitrogen a cylinder containing hydraulic fluid screwed to the suspension sphere a piston inside the cylinder connected by levers to the suspension itself a damper valve between the piston and the sphere A membrane in the sphere prevented the nitrogen from escaping. The motion of the wheels translated to a motion of the piston, which acted on the oil in the nitrogen cushion and provided the spring effect. The damper valve took place of the shock absorber in conventional suspensions. The hydraulic cylinder was fed with hydraulic fluid from the main pressure reservoir via a height corrector , a valve controlled by the mid-position of the anti-roll bar connected to the axle. If the suspension was too low, the height corrector introduced high-pressure fluid. If it was too high, it released fluid back to the fluid reservoir. In this manner, it maintained a constant height. A control in the cabin allowed the driver to select one of five heights : normal riding height. two slightly higher riding heights, for poor terrain. two extreme positions for changing wheels. The DS did not have a jack for lifting the car off the ground. Instead, the hydraulic system enabled wheel changes with the aid of a simple adjustable stand. Source and reserve of pressure The central part of the hydraulic system was the high pressure reservoir, which maintained a pressure of between 130 and 150 bar in two accumulators . These accumulators were very similar in construction to the suspension spheres. One was dedicated to the brakes , and the other ran the other hydraulic systems. Thus in case of a hydraulic failure (a surprisingly infrequent occurrence), the first indication would be that the steering became heavy, followed by the gearbox not working; only later would the brakes fail. Hydraulic fluid The original hydropneumatic system used a vegetable oil ( LHV or liquide hydraulique végétale ) similar to that used in other cars at the time. Very soon, Citroën changed to using a synthetic fluid ( LHS or liquide hydraulique synthétique ). Both of these had the disadvantage that they are hygroscopic, as is the case with most brake fluids . Disuse allows water to enter the hydraulic components causing deterioration and expensive maintenance work. The difficulty with hygroscopic hydraulic fluid was exacerbated in the DS/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension "got up" and the 6 accumulators in the system filled with fluid. With every "inhalation" of fresh moisture- (and dust-) laden air, the fluid absorbed more water. In August 1967, Citroën introduced a new mineral oil-based fluid LHM , or liquide hydraulique minérale . This fluid was much less aggressive on the system and it remains in use to the present day. Briefly illegal in the United States (US federal law requires motor vehicle hydraulic oil to be red - an exception had to be granted to Citroën), LHM has since been adopted by manufacturers like Rolls-Royce , Jaguar , BMW , and Audi under different labels, like "Total," "Pentosin," and others. LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, Citroën added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black. Several different hydraulic pumps were used. The DS used a seven-cylinder axial piston pump driven off two belts and delivering 175 bar of pressure. The ID19, with its simpler hydraulic system, had a single cylinder pump. Gearbox and clutch The mechanical aspects of the gearbox and clutch were completely conventional and the same elements were used in the ID 19. The gear change control consisted of: Hydraulic gear selector. Clutch control. This was the most complicated part. The speed of engagement of the clutch was controlled by: A centrifugal regulator, sensing engine rpm and driven off the camshaft by a belt The position of the butterfly valve in the carburettor (i.e. the position of the accelerator) The brake circuit: when the brake was pressed, the engine idle speed dropped to a rpm below the clutch engagement speed, thus preventing friction while stopped in gear at traffic lights. When the brake was released, the idle speed increased to the clutch dragging speed. The car would then "creep" much like automatic transmission cars. This drop in idle throttle position also caused the car to have more engine drag when the brakes were applied even before the car slowed to the idle speed in gear, preventing the engine from "pulling" against the brakes. Impact on Citroën brand development The 1955 DS in one stroke cemented the Citroën brand name as an automotive innovator. In fact, the DS caused such a huge sensation that Citroën was fearful future models would not be bold enough. Other than variations on the Citroën 2CV , like the Citroën Ami , no new models were introduced from 1955 to 1970. Citroën thus was not involved in the largest, most profitable segment of the European market. This was similar to the position of BMW , with a huge gap between the Isetta and 507 in the 1950s. Throughout the late 1950s and all the 1960s Citroën developed many new vehicles for the segment occupied by the Peugeot 403 , Renault 16 and Ford Cortina , but none made it to production. They foundered on the twin rocks of uncompetitively high build costs, or being considered ordinary "me too" cars, not up to the company's high standard of innovation. Because Citroën was owned by Michelin as a sort of research laboratory, such experimentation was possible. Citroën finally introduced the clever Citroën GS in 1970, which sold a spectacular 2.5 million units. Replacing the DS The DS remained popular and competitive throughout its production run. Its peak production year was 1970. Certain design elements like the somewhat narrow cabin, column mounted gear shifter, and separate fenders began to seem a little old fashioned in the 1970s. Citroën invested enormous resources to design and launch an entirely new vehicle in 1970, the Citroën SM , which was a thoroughly modernized, slightly larger, version of the DS. While virtually no parts are interchangeable between the two cars, and the SM construction was somewhat different, without detachable rear quarter panels, the DS and SM were both assembled on the same production lines in Paris. The SM construction was quite similar to that of the DS: platform frame made up of many pieces spotwelded together, detachable front fenders similarly mounted, etc. Many SM parts were DS parts, either identical or modified, such as the front and rear suspension, most of the hydraulic brake system, the central hydraulic system, both the automatic and 5-speed transmissions, driveshafts, and many small parts. Major differences were the roof, which was welded on, the rear quarter panels, likewise welded to the innerframe, the DIRAVI steering unit, and, of course, the Maserati engine. The SM had to fulfil another purpose beyond just upgrading the DS however - it also had to launch Citroën into a new Grand Touring market segment. This meant that unlike the DS, the SM was not designed to be a practical 4-door sedan suitable as a large family car , the key market for vehicles of this type in Europe. Typically, manufacturers would introduce low volume coupés based on parts shared with an existing sedan, not as unique models - a contemporary example being the Mercedes-Benz SLC-Class . The SM's high price, driven by the Maserati engine and limited utility of the 2+2 configuration, meant the SM as actually produced could not seize the mantle from the DS. The DS was finally phased out in 1975 (sedan) and 1976 (station wagon) after 1,455,746 cars were produced. The DS was replaced in the model range by the smaller CX sedan. Nations assembling the DS The majority of DS cars were built in Paris, France. They were also made in the United Kingdom, South Africa, the former Yugoslavia (mostly Break Ambulances), and Australia. Australia constructed their own D variant in the 1960s at Heidelberg, Victoria. These are identified as the ID 19 "Parisiene." Australian market cars were all fitted with options as standard equipment like the "DSpecial DeLuxe" that were never available on domestic European models. British built cars are distinguished by their leather seats, wooden dashboards, and Lucas made electrics. Within some parts of the former Yugoslavia, DS sedans are still in normal use as taxis. Names In addition to its French nickname, Déesse , which is a pun, sounding out the car's initials to form the word for "Goddess", the DS has also been given nicknames in several other countries. In the former republics of Yugoslavia, it was called very differently: Žaba ("the frog") in Slovenia; Ajkula ("shark") in Serbia, due to its design. It is called Tiburón (also meaning "shark") in Spain. In Portugal it is called Boca de Sapo which means literally "Frog's Mouth", and in Poland it's nickname is Żaba , meaning "Frog". In the Netherlands, the DS/ID is often called "Snoek", which means "Pike" (the fish). DS in the US While the DS was a hit in Europe, it seemed rather odd in the United States. Ostensibly a luxurious car, it did not have the basic features that buyers of that era expected to find on such a vehicle - fully automatic transmission , air conditioning, power windows and a reasonably powerful engine. The DS price point was similar to the contemporary Cadillac luxury car. Also, people at the time wanted only the newest models, which changed every year, like fashion, yet the DS appeared vaguely derivative of the 1950 Hudson Hornet step-down design. Outdated US legislation also banned one of the car's more advanced features, aerodynamic headlamps, now common in US automobiles. Ultimately, 38,000 units were sold. The first year of the aerodynamic glass over the DS' headlights along with driving lights turned by the steering, was also the first year these features were outlawed in the US. Design variations The DS always maintained its size and shape, with easily removable, unstressed body panels, but certain design changes did occur. A station wagon version was introduced in 1958. It was known by various names in different markets (Break in France, Safari and Familiale in the UK, Wagon in the US, and Citroën Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. In September 1962, the DS was restyled with a more aerodynamically efficient nose, better ventilation and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front fenders. In 1965 a luxury upgrade kit, the DS Pallas (after Greek goddess Pallas), was introduced. This included comfort features such as better noise insulation, leather upholstery and external trim embellishments. In 1967, the DS and ID was again restyled. This version had a more streamlined headlamp design, giving the car a notably shark-like appearance. This design had four headlights under a smooth glass canopy, and the inner set swivelled with the steering wheel. This allowed the driver to see 'around' turns, especially valuable on twisting roads driven at high speed at night. However, this feature was not allowed in the US at the time (see World Forum for Harmonization of Vehicle Regulations ), so a version with four exposed headlights that did not swivel was made for the US market. The station wagon edition, the Break (called the ID Safari on the UK market) and "Familiale", was also upgraded. The hydraulic fluid changed in all markets (except the US) to the technically superior LHM (Liquide Hydraulique Minérale). Rarest and most collectible of all DS variants, a convertible was offered from 1958 until 1973. The convertibles were built in small series by French carrossier Henri Chapron , for the Citroën factory. In addition, Chapron also produced a few coupés, non-works convertibles and special sedans (DS Lorraine for instance). DS engines The DS and ID powerplants evolved throughout its 20 year production life. A flat-6 based on the design of the Citroën 2CV flat-twin was originally proposed during design but abandoned due to numerous problems. The car was underpowered and faced constant mechanical changes to boost the performance of the four-cylinder engine. The initial 1911 cc 3 main bearing engine (carried forward from the Traction Avant ) of the DS 19 was replaced in 1965 with the 1985 cc 5 bearing motor of the DS 19a (called DS20 from September 1969). The DS 21 was also introduced for model year 1965. This was a 2175 cc, 5 main bearing engine. This engine received a substantial increase in power with the introduction of Bosch electronic fuel injection for 1970, making the DS one of the first mass-market cars to use electronic fuel injection. Lastly, 1973 saw the introduction of the 2347 cc engine of the DS 23 in both carbureted and fuel injected forms. The DS 23 with electronic fuel injection was the most powerful production model, producing 141 horsepower. IDs and their variants went through a similar evolution, generally lagging the DS by about one year. ID models never received the DS 23 engine or fuel injection. The DS was offered with a number of transmission options, including the "Hydraulique" 4-speed semi-automatic, 4-speed and 5-speed manuals and a 3-speed Borg-Warner full-automatic. The full-automatic transmissions were intended for the US market, but as Citroën withdrew from the US in 1972, the year of highest US sales, due to constrictive road rules, most automatic DSs, being the DS 23 EFI sedans with air conditioning, were sold in Australia. DS in popular culture The DS has been used in many film and television productions, [4] has inspired artists, and was associated with the French state and French society for many years. In the post-World War II environment of the 1950s, the DS was a significant advertisement for French manufacturing and ingenuity. President Charles de Gaulle praised the unusual abilities of his unarmoured DS with saving his life during the assassination attempt at Petit-Clamart on August 22, 1962 planned by Jean-Marie Bastien-Thiry — the shots had blown two of the tires, but the car could still escape at full speed. The Citroën DS is seen in many films and television shows, notably: The Day of the Jackal from 1973 features the reenactment of one of the famous moments in French history, the failed 1962 assassination attempt on Charles De Gaulle in his DS, by OAS terrorists upset about de Gaulle's Algeria policies. In the actual incident, the shots had blown two of the tires, but the car could still escape at high speed; this is a normal characteristic of DS model driving behavior. The DS plays a major role in the 1983 film Scarface , where the character played by Al Pacino refuses to ignite a car bomb attached to a DS traversing New York City en route to the United Nations (although the refusal is for humane reasons - Scarface did not want to kill the target's children riding with the target). Cold Fever (1995) is about a young Japanese man from Tokyo who travels to Iceland and ends up taking a road trip across the island in a DS. The Goddess of 1967 (2000), directed by Clara Law, is about a young Japanese man from Tokyo who travels to Australia to buy a 1967 DS and ends up taking a road trip across the Outback in the car. Fantômas – A 1964 film about a fictional French master criminal. Le Samourai – Alain Delon's hitman character carried a large ring of keys that enabled him to steal any DS he encountered. Novocaine (2001) – Steve Martin's character, Dr Frank Sangster DDS, drives a Euro-spec DS in what appears to be the current day suburbs of Chicago. Sam Shepard and Julie Delpy take a langourous, beautifully photographed drive from Paris to Rome in a 1960 DS, in Volker Schlöndorff's 1991 film The Voyager (Homo Faber) . Pee-Wee's Big Adventure (1985) involves a Francophile and ends in a drive-in movie with a DS convertible. Wonder Boys – in the 1995 book by Michael Chabon, Sara Gaskell (the pregnant, adulterous college chancellor) drives a rare cherry-red convertible DS; in Curtis Hanson and Steve Kloves’s 2000 film adaptation the character played by Frances McDormand drives a more prosaic white 4 door sedan; the car develops directional headlights in the last scene with Michael Douglas. The policemen in the 1977 American TV series "CHiPs" notice a DS driving on three wheels on the highway. Peter Graves drives a silver 1966 DS21H Pallas in an off-road car chase in "Morocco" - American TV series Mission:Impossible I ♥ Huckabees – Dustin Hoffman's character drives one. Munich – In the 2006 Steven Spielberg film, the DS owned by the informant Louis is prominently featured. In Back to the Future II , the DS is used as a taxi from the distant future. It is also seen crashed on the side of the street Marty wanders down in 1985A. In the early seasons of Buffy the Vampire Slayer television series, Buffy's mentor Giles owns a Citroën DS. Buffy, unimpressed, says "One of these days, you're going to have to get a grown-up car". In one episode, it is crashed (presumably totalled) as they are trying to escape from evil beings. In the Dutch movie Zoeken naar Eileen , a DS is crashed in a tunnel. Invisible Waves – in Pen-Ek Ratanaruang's 2006 film, a black DS is featured prominently in the scenes shot in Phuket, Thailand. In Life Aquatic, as Team Zissou lands on the island to storm the Hotel Citroën, a dishevelled 1956 DS can be seen in the distance on the beach. Christopher Lee's villain is chauffeur-driven in a black DS in 1978's Return from Witch Mountain. The DS can also be seen in Crooklyn, Simone, Sliding Doors, The Green Berets, Ali, Team America: World Police, Bandits, Real Genius, Catch Me if You Can, The Odessa File, CQ, French Kiss, The Mad Adventures of Rabbi Jacob, The Protectors, Mr Jolly Lives Next Door, Jack the Bear, National Lampoon's European Vacation, Back to the Future Part II, Lord of War and The Da Vinci Code . Duncan MacLeod from the television series Highlander: The Series drives a DS whenever he is in France. In Mel Brooks' original 1968 cinema version of The Producers , a black DS delivers socialites to the premiére of Springtime for Hitler . A DS or ID is used to transport Vietnamese Army officials to a field camp in a flashback scene in Spy Game. The former prime minister of Rhodesia (Zimbabwe) Ian Smith can be seen in some old photographs leaning on the wing of an Estate version of the car shortly after the 1964 election. A drawing of a Citroën DS converted to a hover car can be seen in the opening credits of the TV series Eureka, about a town in the Northern United States populated by various scientific Boffins. A rare DS convertible is driven by the character Irene Cassini in Gattaca. In several episodes of the TV series Crossing Jordan , fictitious character Dr. Garret Macy is seen at the wheel of his DS. One episode of the TV animé Gate Keepers has the Commander character driving a DS pursued by a cyborg in a racing-modified C10 Nissan Skyline . A DS Safari plays a central role in the 2006 film Driving Lessons. A DS serves as personal transport for Ugandan dictator Idi Amin in the 2006 film The Last King of Scotland. In a key scene, the DS hits a cow, and Amin thus meets the doctor from Scotland. The Griswald family drives a DS from France to Germany in National Lampoon's European Vacation (1985),ultimately crushing it in an alley running from a German mob. DS today The highest value so far recorded for a Citroën DS was a silver 1973 DS 23 IE 'Decapotable,' having covered only 100,000 kms, that sold for EUR €176,250 (USD $209,738) at Christie's Retromobile in February 2006. [1] The DS's beloved place in French society was demonstrated in Paris on October 9 2005 with a celebration of the 50th anniversary of its launch. 1,600 DS cars drove in procession past the Arc de Triomphe. [2] Gallery References ↑ Ego the mag archives ↑ Motor Trend classic roadtests ↑ Vintage Cars at about.com - Great moments ↑ IMCDb: Citroën DS in movies Bibliography "Original Citroën DS", John Reynolds, Bay View Books, 1996, ISBN 1870979710 Road & Track magazine, USA. June, 1958 External links Wikimedia Commons has media related to: Citroën DS DS links Citroën World Best Classics - Citroën Citroën D Series at Citroënët Citroën Battle DS on the ROAD! P CITROËN DS DS district CitCity Citroën DS photo pool on Flickr La D.S. by Orozco Informative fan-site detailing the history and model evolution of the DS/ID 1964/2006 ID 19 Hotrod CITROËN PSA Peugeot Citroën Peugeot | Citroën | Gefco | Motaquip Current (Worldwide): C1 · C2 · C3 · C3 Pluriel · C3 Picasso · DS3 · DS3 R3 · C4 · C4 Picasso · C4 Grand Picasso · DS4 · C5 · C6 · C8 · C-Crosser · Berlingo · Berlingo Electrique · Jumpy · Jumper · C-Zero EV · AirCross Current (China, DPCA ): C2 · C-Quatre · C-Elysée · Fukang · Xsara Picasso · Nemo LCV Historic: Type A · Type C · 7U · Traction Avant · TUB · TUC · 2CV · Acadiane · Ami 6 / Ami 8 / Ami Super · Axel · AX · BX · CX · C15 · C25 · C35 · Dyane · DS · ID · Evasion · FAF · GS · GSA · H Van · LN · LNA · M35 · Méhari · Saxo · SM · Visa · XM · Xantia · Xsara Picasso · ZX · DS Safari · Bijou · C-Triomphe · Xsara Racing: U23 · Belphegor · Xsara WRC · C4 WRC · DS3 WRC Concept: C-Metisse Concept · G Van Concept · Prototype C Concept · Prototype Y Concept · 2CV Pop Concept · GS Camargue Concept · C44 Concept · Karin Concept · Zabrus Concept · Activa Concept · C6 Lignage Concept · C-Airplay Concept · C-Buggy · C-Airdream · C-Airlounge · C-Sportlounge Concept · Renaissance 2054 Concept · C-Airscape Concept · Cactus-C Concept · NEMO Concept · Hypnos Hybrid Crossover Concept · GTbyCITROËN Concept · C4 WRC HYmotion4 Concept · DS3 Concept · DS Revolte Concept · DS High Rider Concept · Survolt Concept · GQbyCITROËN Concept · Metropolis Hybrid Sedan Concept One-Off: U55 Cityrama Currus Iran Khodro · Dongfeng Peugeot-Citroën Automobile · Toyota Peugeot Citroën Automobile · Sevel edit André Citroën Corporate website A division of Peugeot-Citroen PSA Retrieved from " http://wikicars.org/en/Citro%C3%ABn_DS " Categories : Citroën vehicles | Front wheel drive vehicles | Industrial design examples | Executive cars | Convertibles | Sedans | Station wagons Views Article Discussion View source History Personal tools Log in / create account Navigation Main Page Community portal Current events Recent changes Random page Help Donations Search Toolbox What links here Related changes Upload file Special pages Printable version Permanent link data:linkText This page was last modified 17:56, 28 March 2010 by Red_marquis . Content is available under Gnu Free Documentation License . Privacy policy About Wikicars Disclaimers || Citroën pronunciation: How to pronounce Citroën in French, German, Swedish 823,826 words 809,750 pronunciations 258 languages Log in Sign up All the words in the world. Pronounced Add words , Pronounce , Listen & Learn Search for a word: Home Languages Categories Pronounce Users Word: Citroën Added on: 2008-07-28 in: cars , automobiles , trademark , learning French , car travel in France , renting a car in France Pronunciation in French [ fr ] Back to French Pronunciation by spl0uf (Male from France) 5 votes Good Bad Download MP3 Share Share: Could you do it better? different accent? Pronounce Citroën in French Accents & languages on maps Citroën pronunciation in German [ de ] Back to German Pronunciation by Vortarulo (Male from Germany) 0 votes Good Bad Download MP3 Share Share: Could you do it better? different accent? 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