Citroën DS - Wikipedia, the free encyclopedia http://en.wikipedia.

org/wiki/Citro%C3%ABn_DS

From Wikipedia, the free encyclopedia

Citroën DS
The Citroën DS is an executive car produced by the French manufacturer Citroën between 1955 and
1975. Styled by Italian sculptor and industrial designer Flaminio Bertoni, the DS is 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]

Manufacturer Citroën

Also called Citroën ID

1 Model history Production 1955-1975

2 Technical innovation — hydraulic systems Assembly Paris, France
3 Impact on Citroën brand development Mangualde, Portugal
4 Replacing the DS
Slough, United Kingdom
5 Manufacture
6 DS in the United States Heidelberg, Victoria, Australia
7 Design variations Johannesburg, South Africa
8 Technical details Koper, Yugoslavia
8.1 Suspension
Predecessor Citroën Traction Avant
8.2 Source and reserve of pressure
8.3 Hydraulic fluid Successor Citroën CX
8.4 Gearbox and clutch
Class Mid-size luxury car / Executive car
8.5 Engines
8.6 Directional headlights Body style(s) 4-door sedan
9 DS in popular culture 5-door Safari station wagon
10 DS today 2-door convertible
11 Production figures for all DS models Layout MF layout
12 References
13 Bibliography Engine(s) 1,911 cc (1.911 L; 116.6 cu in) I4
14 External links 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)

Fuel capacity 64 L (17 US gal; 14 imp gal)

Related Citroën SM

Designer Flaminio Bertoni

1 de 7 //200
Citroën DS - Wikipedia, the free encyclopedia http://en.wikipedia.org/wiki/Citro%C3%ABn_DS

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. Citroën DS - Series 1 (1955-1962) -
original nose
It also posited the nation's relevance in the Space Age, during the global race for technology of the Cold War.
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] Citroën DS Convertible - Series 2
(1963-1967) - redesigned nose
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]

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.

The 1955 DS cemented the Citroën brand name as an automotive innovator, building on the success of the Traction Avant which had been the worlds 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. 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. 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. 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 aircooled engine, the intended Wankel rotary engined version did not reach full
production.

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 in Paris. Unlike the DS, the factory never authorized a convertible model, since Citroën felt the roof was

3 de 7 //20
Citroën DS - Wikipedia, the free encyclopedia http://en.wikipedia.org/wiki/Citro%C3%ABn_DS

integral to the structure of the SM.

Despite all this, the SM had to fulfill another purpose beyond just upgrading 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.

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.

British built cars are distinguished by their leather seats, wooden dashboards, and Lucas-made electrics.

Within some parts of the former Yugoslavia a few examples are still in use as taxis.[citation needed]

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 was similar to that of the contemporary Cadillac luxury car.

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. 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 to 1972. Ultimately, 38,000 units were sold.

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 Minéral).

Rarest and most collectable of all DS variants, a convertible was offered from 1958 until 1973. The convertibles were built in
Citroën DS Cabrio
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] (http://www.motorbase.com/pictures
/contributions/20000830/std_1971_Citron_DS_21_Prestige_by_Chapron-3.jpg) same wheelbase but with a with a central divider, and the 'Lorraine' notchback).

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

4 de 7 //200
Citroën DS - Wikipedia, the free encyclopedia http://en.wikipedia.org/wiki/Citro%C3%ABn_DS

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.

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 (a very 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 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 United States,[9] 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.

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 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.
Late 1960's Pallas interior with
Hydraulic gear selector - mounted top Engines
right of steering column with unusual
single spoke steering wheel 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
Cutaway model shows engine set far back of
to put the cylinder head of a DS on a Traction Avant engine and run it.[citation needed] front wheels ("MF layout")

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 horsepower (107 kW).

5 de 7 //20
Citroën DS - Wikipedia, the free encyclopedia http://en.wikipedia.org/wiki/Citro%C3%ABn_DS

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.[10] 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.

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.[11]

The DS has been used in many film and television productions,[12] 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.

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.[13] and a similar car sold by Bonhams in February 2009 brought EUR €343,497 (USD $440,436). [2]
(http://www.bonhams.com/cgi-bin/public.sh/pubweb/publicSite.r?sContinent=EUR&screen=ResultsXML&iSaleNo=17043)

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.[14]

Le Monde reported on February 2, 2009 that Peugeot Citroën would re-introduce the DS to the car market in 2010.[15] 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, to be 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.

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 Swedish-spec Citroën DS with headlight
1968 - 81,860 wipers
1969 - 82,218
1970 - 103,633
1971 - 84,328
1972 - 92,483
1973 - 96,990
1974 - 40,039
1975 - 847[16]

1. ^ Cardew, Basil (1966). Daily Express Review of the 1966 Motor Show. London: Beaverbrook Newspapers Ltd.
2. ^ "Citroen DS - A car years ahead of its time" (http://www.retrothing.com/2007/01/citroen_ds_deca.html) . retrothing.com. http://www.retrothing.com/2007/01
/citroen_ds_deca.html. Retrieved 2007-09-06.
3. ^ a b "1955 Citroen DS - The Most Beautiful Car of All Time" (http://www.motorcities.com/vehicle/09B4E032327279.html) . Motorcities.com.
http://www.motorcities.com/vehicle/09B4E032327279.html. Retrieved 2009-07-09.

6 de 7 //20
9/1/24, 12:10 Citroen DS ID Club de France - Evolution de la DS et de l'ID

- Adjonction d'un accoudoir amovible entre les sièges avant:

- Disparition des cabriolets DS 21et de la berline DS 20

Decembreß1971 :
Prestige.

- La DS 21 peut recevoir la nouvelle boîte de vitesse

automatique 3 vitessesßBorg-Warner. Dans ce ces une
inscription "Automatique" est apposé sur la malle AR:

1973
Septembre 1972 à août 1973

DS 20 berline................................Châssis n° 4714501 au n° 4721059

DS 23 berline .................................... n° 00 FE 0001 au n° 00 FE 9638

63

DS 23 berlineßi.e............................... n° 00 FG 0001 au n° 01 FG 4921

Août 1972 : - Disparition de la DS 21 remplacée par la DS 23.

- DS 23 : 2347 cm3, 13 CV, 124ßchßà 5500 tr/mn, couple

19,1ßmkgßà 4000 tr/mn, compression 8,75:1. Cinq paliers.
Culasse en alliage léger à orices opposés avec tubulure
d'admission externe. Carburateur compound double corps
Weber 28/36 DMZ (hydraulique), 28/36 DMA4 (manuelle) ou
28/36 DMA5 (automatique BorgßWarner). Allumeur classique
àßl' avantßdu bloc.

www.dsidclubdefrance.net/index.php/fr/histoire-de-la-ds/evolution-de-la-ds-et-de-lid 38/82
9/1/24, 12:10 Citroen DS ID Club de France - Evolution de la DS et de l'ID

- DS 23 à injection électronique : 2347 cm3, 13 CV, 141 ch à 5500

tr/mn, couple 20,5 mkg à 4000 tr/mn, compression 8,75:1. Cinq
paliers. Culasse en alliage léger à orices opposés avec
tubulure d'admission externe. Injection d'essence
électronique Bosch.

- Sur DS 23 : De série et sans supplément de prix B.V.

mécanique à 5 rapports ou B.V. à commande hydraulique à 4
rapports.

- Sur DS 20 : Siège conducteur réglable en hauteur de série

Septembre 1972 :
(depuis 1972 sur pallas).

Options : - Peinture métallisée disponible pour toutes les DS.

- B.V. automatique à 3 rapports sur DS 23.

1974
Septembre 1973 à août 1974

DS 20 berline..........................Châssis n° 4721501 au n° 4727710

DS 23 berline ............................. n° 01 FE 0001 au n° 01 FE 6446

DS 23 berline i.e........................ n° 01 FG 5001 au n° 02 FG 4095

- Pare-brise en super Triplex en remplacement du Triplex,

Septembre 1973 : âme centrale de la feuille de polyvinyle intercalaire de
76/100° au lieu de 38/100°.

- Motif de custode "Pallas" rectangulaire remplace le motif

"DS":

www.dsidclubdefrance.net/index.php/fr/histoire-de-la-ds/evolution-de-la-ds-et-de-lid 39/82
9/1/24, 12:57 PRUEBA: CITROËN DS-23 - PIEL DE TORO - LA WEB DE LOS COCHES CLASICOS

¡El seguro de tu clásico desde

sólo 40 €!
Contacto ¬ Foro¬¬ Pruebas de época¬¬¬Hemeroteca¬¬ Pegaso¬¬¬Mercedes¬¬¬Bricos¬¬¬Censo de pruebas¬ ¬Precios¬¬ ¬Clubes de clásicos

Citroën DS-23

TOYOUN Juego de Fundas …

440
39,99 €

VIRTUDES DEFECTOS
xBUENAS PRESTACIONES xVISIBILIDAD MEJORABLE
xBUEN AGARRE EN CUALQUIER
xASISTENCIA DE FRENOS MAL REGULADA
CIRCUNSTANCIA
xLIMPIAPARABRISAS POCO EFICACES A GRAN
xMOTOR ELÁSTICO Y SILENCIOSO
VELOCIDAD
xSUSPENSIÓN CONFORTABLE xMAL ACCESO AL MALETERO
Se compran revistas de coches xFRENOS POTENTES
antiguas
Ofertas en el email
xBUENA HABITABILIDAD
pieldetoro.net@gmail.com
xASIENTOS CÓMODOS

En el ya inminente Salón del Automóvil de París, una de las principales novedades francesas será la presentación al público del nuevo D
supone un paso importante en la consecución de un vehículo de turismo de gran categoría sobre una base que viene siendo la misma des
dieciocho años, pero que sigue siendo, no sólo diferente, sino también actual.

AUTOPISTA ofrece a sus lectores, como gran primicia, la prueba de este modelo, realizada conjuntamente con nuestro colega "L'Auto J
ya que la reciente concesión de un interesante cupo de coches de importación pone a los modelos del otro lado de los Pirineos en un mom
máximo interés.

En 1955 nació el DS; ahora estamos ya casi metidos en pleno año automovilístico 1973, el coche tiene dieciocho años, lo que resulta sor
en una época en que cada doce meses muchas marcas cambian sus modelos. Es cierto que, en relación con el DS-19 del 55, el DS-23 de
ofrece muchos puntos comunes, aparte de su silueta, pero es cierto también que los creadores de la carrocería merecen por ello las más v
felicitaciones. En el plano artístico, así como en los demás, vivimos en una época inestable; en materia de moda, la continuidad no se es
demasiado y, a pesar de esta búsqueda encarnizada de la novedad, la carrocería del DS no es sólo diferente a las otras, sino también actu
que reconocer que el capot es incómodo y engorroso en sus tres dimensiones, que la implantación del cristal trasero no es una solución i
relación con la visibilidad, pero el balance general es positivo.

LA ESCALADA EN LA CILINDRADA

La nueva gama 23 encierra diferentes versiones: con carburador, inyección, caja de velocidades mecánica de cinco relaciones, caja de ca
hidráulica de cuatro relaciones, caja automática de tres relaciones y Break... En relación con la precedente gama 21, la gran novedad res
aumento de cilindrado del motor, que pasa de 2.175 centímetros cúbicos a 2,347 c. c. Este cambio se ha conseguido gracias a una mejora
diámetro, que pasa de 90 a 93,5 mm. Algunos de los cilindros de los coches americanos, recordamos, llegan a 100 mm.; los de motores V
carrera corta superan esta cifra, pero en Europa es raro que se alcancen estas cotas en el terreno de los automóviles de turismo.

En este banco de pruebas analizamos un DS-23 a inyección, con caja de cambios hidráulica de cuatro relaciones. Antes de arrancar el co
el 23 difiere del 21 en un punto muy importante: el asiento del piloto se puede reglar no sólo en sentido longitudinal, sino además en altu
este automóvil de capot prominente resulta lógico haber tratado de mejorar la posición del conductor en un coche en que sus propietario
empeñarse en adquirir las posturas más incómodas, irracionales y peligrosas.

COMENTA LA PRUEBA DEL

CITROËN DS-23

https://www.pieldetoro.net/web/pruebas/ver.php?ID=479 1/5
9/1/24, 12:57 PRUEBA: CITROËN DS-23 - PIEL DE TORO - LA WEB DE LOS COCHES CLASICOS
Siempre hemos lamentado que el grupo del DS esté retrasado con relación a los demás modelos. Pero esta vez el motor ha recuperado es
Con 2.175 c.c., el grupo posee una potencia máxima de 125 CV. (DIN) a 5.250 r. p.m. y un par máximo de 18,7 mkg. a 2.500 revolucion
con 2.347 c. c., estas cifras han pasado a ser de 130 CV. (DIN) a 5.250 r. p. m., con 19,9 mkg. a igual régimen que antes, lo que se consi
una relación de compresión, que no cambia, de 8,75: 1, manteniendo también el mismo sistema de inyección indirecta programada
electrónicamente, marca Bosch.

Veamos ahora las cifras de resultados. En el circuito de Montlhery, el modelo anterior, 21 a inyección, rodaba a 178 kilómetro por hora,
kilómetro con salida parada lo cubría en treinta y cinco segundos. Con el nuevo modelo, las cifras son de 182,7 kilómetros por hora, trei
segundos y cuatro décimas para los mil metros salida parada y treinta y siete segundos y cuatro décimas arrancando en cuarta a 40 kilóm
hora. Como se puede ver existe un progreso en el nervio, y la elasticidad, sobre todo, y parece como si el cuerpo humano fuera aún más
que el cronómetro, puesto que el DS-23 resulta mucho más agradable que el anterior en todos los órdenes. Es rápido y mucho más poten
régimen medio, más silencioso y con muchas menos vibraciones.

El aumento de confort y nervio se paga en ciertos casos. En el que consideramos hemos calculado un consumo de 19 litros a los 100 kiló
cuando se pisa a fondo, cifra superior al gasto medio, que no supera los 12,3 litros a los 100 kilómetros.

PRESTACIONES Y CONSUMO

Reprise
1000 metros, en 4ª., a 40 km/h 37"4/10
Aceleración
1000 metros, con salida parada 33"4/10
Velocidad máxima
km/h 182.7
Consumo medio
l/100km 12,3

SIEMPRE SE TIENE

Resulta ya cansado alabar el agarre de este coche desde hace veinte años. Es cierto que el coche es muy seguro con un conductor medio
perdona una cantidad enorme de pequeños errores a gran velocidad, sobre mal pavimento y con mal tiempo. A la vez, diríamos que esta
mejora a medida que la potencia aumenta, y también se incrementa entonces la manejabilidad. Con sus 130 CV., el DS-23 se ha converti
«gallito», si así lo quiere su piloto, pues, a pesar de su peso, se mueve muy bien en las pequeñas carreteras con virajes. A lo largo de los
suspensión se ha ido mejorando, y el 23, calzado con neumáticos 185 montados en serie, parece tener instinto para buscar la adherencia
trayectoria.

Un progreso suplementario lo supone la caja de mando hidráulico, que parece el sistema ideal para manejar los 130 CV. Gracias al par, l
velocidades resultan superfluas.

LA SUSPENSIÓN EN LA PRUEBA

El confort de los sillones mullidos, tapizados de cuero, es indiscutible, y la suspensión continúa haciendo que pasen inadvertidas las des
de 1a carretera. Pero como el modelo es muy rápido, las ondulaciones y badenes tienen su impacto sobre el conductor.

Nada añadiremos sobre la dirección, que continúa siendo suave, directa y precisa, y con un radio de giro bastante cómodo. Por el contrar
frenos se han quedado viejos. Otras marcas han sabido instalar asistencias progresivas y potentes. En el DS-23 la frenada a gran velocid
siendo impresionante por las cualidades de equilibrio del automóvil, pero, como es más difícil dosificar el esfuerzo, sus frenos no son
precisamente irreprochables a velocidad media. La asistencia es a menudo demasiado potente y, sobre todo, demasiado sensible a la men
variación de la presión.

El DS-23 está dotado de un parabrisas triplex, de vidrio armado, que no se convierte, en caso de choque, en una superficie opaca. Pocos
franceses tienen en cuenta este detalle de seguridad. Aparte de esto, este automóvil lujoso y rápido va equipado con cinturones de seguri
posiblemente los más ineficaces de todos los conocidos, pues las cintas se enredan y los cierres, francamente, nos han dejado de piedra.
parte, creemos que en un coche como éste las portezuelas traseras podrían accionar las luces de cortesía al ser abiertas, y que Citroën po
pensar en instalar un sistema eléctrico de elevalunas. Se está intentando, por otra parte, que el retrovisor sea más útil y la climatización e
muy eficaz, pese a que hemos advertido que el motor nuevo tiende a despedir mucho calor. Los faros orientables son muy agradables, y
iluminación nocturna, irreprochable. El volumen del cofre es importante, pero poco accesible.

CONCLUSIÓN

En dieciocho años, Citroën ha conseguido crear un gran rutero, confortable y rápido, digno de mejores carreteras que las que existen. El
aumento de cilindrada ha rejuvenecido al modelo, haciéndolo apetecible de nuevo.

CARACTERÍSTICAS TÉCNICAS

https://www.pieldetoro.net/web/pruebas/ver.php?ID=479 2/5
9/1/24, 12:57 PRUEBA: CITROËN DS-23 - PIEL DE TORO - LA WEB DE LOS COCHES CLASICOS
MOTOR
Cilindrada: 2.347 c. c. Cuatro cilindros en línea. Cuatro tiempos. Montado detrás del eje delantero. Diámetro: 93,5 milímetros. Carrera:
milímetros. Refrigeración por agua, con bomba y termostato. Depósito de agua separado del radiador. Capacidad del circuito de refriger
litros, Alimentación por sistema de Inyección indirecta electrónica. Filtro de aire seco. Capacidad del depósito de la gasolina: 65 litros. E
por distribuidor y bobina. Batería de 12 voltios, 40 amperios. Lubricación a presión por bomba de engranaje. Filtro y radiador de aceite.
Capacidad del carter: 4,5 litros. Válvulas en cabeza en V, accionadas por varillas y balancines. Árbol de levas lateral, accionado por cade
Camisas de cilindros húmedas recambiables. Culata de aluminio. Bloque de cilindros en fundición. Potencia máxima: 130 CV. (DIN) a 5
m. Par máximo: 19,9 mkg a 2.500 r.p.m. Relación de compresión: 8,75 : 1.
TRANSMISIÓN
Conjunto motor, caja y tracción a las ruedas delanteras. Embrague monodisco en seco de mando automático o mecánico. Caja de cuatro
sincronizadas, de mando hidráulico. Palanca de accionamiento situada en el salpicadero.
RELACIONES DEL CAMBIO
Primera, 3,2500:1: segunda, 1,8333:1: tercera, 1,2069:1; cuarta, 0,8518:1. Par cónico: 4,375:1 (8 x 35).
CHASIS SUSPENSIÓN
Conjunto monocasco. Suspensión delantera y trasera independientes por brazos articulados y dispositivos oleoneumáticos. Barra estabil
delantera y trasera.
DIRECCIÓN
Cremallera asistida hidráulicamente. Radio de giro: 5,80 metros.
NEUMÁTICOS
185 x 380 delante y atrás.
CARROCERÍA
De chapa de acero embutido, Peso en orden de marcha: 1.400 kilogramos (920 delante y 480 atrás).

x Autor: A. Costa (AUTOPISTA nº 712, 30-9-1972)

x Gracias a jmrp por enviar el reportaje

Post

Información complementaria
• Portadas de revistas donde se habla de CITROËN DS

• Temas del foro que tratan de CITROËN DS

• Precios de época del modelo

Otras pruebas relacionadas que puedes leer aquí

1. CITROËN ID-20

2. CITROËN DS-21

3. CITROËN DSPECIAL

4. CITROËN DS 23 I.E.

5. 40.000 KM CON EL CITROËN DS 21

Censo de pruebas del CITROËN DS en la prensa del motor española (6)

¬40.000 KM CON EL CITROËN DS 21

¬AUTOPISTA Nº 0436 (17-06-67)

¬BMW 520/SAAB 99 LE/SEAT 132-1800/MERCEDES 230-4/VOLVO 144

E/CITROËN DS 5/LANCIA BETA 1800
¬CUATRORUEDAS Nº 128 (AGOSTO 1974)

¬CITROËN DS CHAPRON PALM BEACH/CITROËN DS CHAPRON LORRAINE

¬AUTO ESTILO Nº 09

¬CITROËN DS 21
¬CUATRORUEDAS Nº 034 (OCTUBRE 1966)

¬CITROËN DS 23
¬AUTOPISTA
AUTOPIST
T TA N
Nº 0712 (30-09-72)
(30 09 72)

¬CITROËN DS 23 I.E.
¬VELOCIDAD Nº 0692 (14-12-74)

https://www.pieldetoro.net/web/pruebas/ver.php?ID=479 3/5
9/1/24, 13:03 Fiche technique Citroen DS 23 - Autoweb France

d'accueil Forum Fiches techniques Essais routiers Nos dossiers Comparateur Les Mar

Accueil Autoweb > Fiches techniques > Citroen >

10152 fiches techniques
Fiche technique Citroen DS 23 (1973-1975) 605 essais
6 visiteurs sur le site

Librairie Citroen
Tapez un mot. clé (exemple : H
+ La marque Citroen Golf)
+ La Citroen DS

Rechercher
Fiche technique thp 200
1.9 tdi 130
corvette c3
Moteur Citroen DS 23 (1973-1975) hdi
clio
Type du moteur : 4 cylindres en ligne golf

Energie : Essence
Disposition : Longitudinal avant Inscrivez-vous à notre news
Alimentation : Carburateur double corps
Suralimentation : -
Distribution : Arbre à cames latéral
Soupapes : 2 par cylindre
Côtes : 94.0 x 85.5 mm
Cylindrée : 2347 cc
Adresse email :
Compression : 8.75
Puissance : 115 chevaux à 5500 tr/min
Couple : 18.7 mkg à 3500 tr/min
Inscription
Désinscription
Transmission Citroen DS 23 (1973-1975)
Question de sécurité :
Boîte de vitesses : 5 rapports en quelle année sommes nous ?
Puissance fiscale : 13 chevaux en 4 chiffres :
Type : Traction Valider
Antipatinage : Non
ESP : Non
Achat/vente :
Nos financements
Châssis Citroen DS 23 (1973-1975)
Comparez et économisez
Direction : Crémaillère, assistée Nos enchères
Suspension avant : Hydraulique Dénichez l'oiseau rare
Suspension arrière : Hydraulique Librairie auto
Le plus grand des catalogues
Cx : -
Freins avant : Disques
Magazine :
Freins arrière : Tambours
ABS : Non Records
Les extrêmes automobiles
Pneus avant : 180 HR380
Voiture de l'année
Pneus arrière : 180 HR380 Palmarès depuis 1964
Euro NCAP
Dimensions Citroen DS 23 (1973-1975) Des crash Tests en serie
ers essais Citroen
Longueur : 484 cm
Votre voiture :
Citroen e-C4 X Largeur : 180 cm Nos assurances
Trouvez la meilleure
Hauteur : 147 cm
Citroen DS3 PureTech 110 Actualité sportive :
Coffre : Non communiqué
Poids : 1320kg Formule 1
Citroen C5 BlueHDi 150 Rallye
Performances Citroen DS 23 (1973-1975) MotoGP
Citroen DS3 Cabrio THP 156 L'internet automobile :
Vitesse maxi : 179
0 à 100 km/h : - Liens
Notre sélection
0 à 160 km/h : -
Citroen C3 VTi 120 Auto
0 à 200 km/h : - Ajouter un lien
En quelques clics
400 mètres DA : -
Recherche Web
1000 mètres DA : 34.5 Sur 5000 sites
Poids/Puissance : 11.4

www.autoweb-france.com/fiches-techniques/Citroen/fiche_728_Citroen_DS_23.php 1/2