DS & SM HERITAGE

DS HERITAGE

The story of the DS began long before 1955. The origins of the car go all the way back to 1938, when Citroën Chairman and CEO Pierre Boulanger was thinking about the successor to the Traction Avant. He was convinced that the new car above all had to be comfortable. And so a new project was launched, with the code name VGD, short for «Voiture de Grande Diffusion», or «mass-produced car». He entrusted the project to André Lefèbvre, an aeronautics engineer by training. Alongside these two men, the Citroën team also featured other talented individuals, notably (sculpture) and Paul Mages (suspension). But with the advent of war, and the ensuing occupation and wartime restrictions, the VGD project was put on hold.

The project gradually got back on track after the end of the war. In 1952 L’Auto-Journal published a scoop, in the form of a drawing of the future Citroën and its technical characteristics. Citroën did its utmost to hush up the affair by taking the magazine to court. The brand wanted to keep the project a secret at all costs.

4 In October 1955, a bombshell hit the 42nd Motor Show.

A car took centre stage on the Citroën stand: the DS 19. A flying saucer, with bright colours and a magic word, «oleo-pneumatic», a system that appeared to do everything in the driver’s place. From the suspension and brakes to the steering and gearbox, softness was the keyword. Only the engine was conventional. But it wasn’t just about technology. The body styling of the DS 19 was utterly singular – and has remained so ever since. Not only was the body original, it heralded disruptions in the fields of aerodynamics, liveability, comfort and equipment. Even the detailing was astonishing, including the attachment of the wheels with a simple central screw. The public flocked to the stand, having awaited the new model since 1952. The result was 750 orders after just one hour and 12,000 by the end of the day.

DS HERITAGE 5 LE LA DESIGN TECHNIQUE

The shape of the DS was informed The technology of the DS by sculpture, Flaminio Bertoni’s other revolutionised the standards passion. But the design obeyed the laws of the time. The central high- of aerodynamics, which at equivalent pressure system necessary to the power levels provided higher speeds, hydropneumatic suspension was a less fuel consumption and more silence key innovation of the DS, its power for passengers. Every detail was studied fuelling the suspension, steering, from both an aesthetic and functional braking and automatic clutch and standpoint, including the front air gear selector. The system made the intake and the positioning of the rear car’s controls supple and easy to use indicators. The cabin respected the for drivers.Relative to suspension laws of a new science, ergonomics, systems until that point, the DS 19 bringing travellers greater comfort and struck an ideal compromise between safety. In its first few years, the DS was ride comfort and roadholding. available in all-new colours, including Featuring nitrogen-swelling spheres

Champagne, Daffodil, Spring Green, in the place of conventional springs, Aubergine, Rosé Grey and Nasturtium. the car’s hydropneumatic suspension

made road imperfections disappear and maintained the body at a constant ride height. The DS gained The cabin “ a new gaze in 1967 with its famous respected directional headlamps. The auxiliary lights turned with the wheels to light “the laws of a up corners, while the main lights were equipped with an automatic new science, levelling system so as not to dazzle ergonomics… other drivers.

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COMFORT POWERTRAIN AND SPACIOUSNESS It wasn’t for nothing“

The DS is renowned for its consummate comfort. That The DS 19 is a heavy vehicle, and the 75 bhp developed by its 1.9 litres that the DS was reputation owes to a great extent to the car’s hydraulic would seem insufficient to propel the car’s 1,150 kg. The engine was General de Gaulle’s suspension, but the ultra-soft comfort of the seats is based directly on that used for the Traction 11D. But owing to its aerody- “ not to be overlooked. The DS also scores top marks on namics, the car is able to reach a respectable top speed of 143 km/h. favourite car spaciousness, even compared with more modern saloons. But looking beyond performance, the engine is appreciable above Leg room is excellent both front and rear, while head all for its roundness, making a perfect fit with the four-speed room is more than respectable. It wasn’t for nothing that hydraulic gearbox equipped with a hydraulically controlled clutch. the DS was General de Gaulle’s favourite car. The boot With synchronised 2nd, 3rd and 4th gears, the gearbox matched is quite simply huge, measuring 500 dm3. The DS can practically all driving styles. travel with heavy loads without appearing laden down The engine was upgraded throughout the car’s lifetime, through to thanks to the magic of hydropneumatic suspension, the 2,300 cm3 engine with electronic injection (September 1972 which maintains the vehicle at a constant ride height. to April 1975) for a top speed of 180 km/h.

DS HERITAGE 7 COMFORT AND ROADHOLDING

The was famed for its excellent roadholding. At the time, it seemed inconceivable to do better. But the DS did just that! With its well-balanced chassis, low centre of gravity (thanks to light and innovative materials) and, above all, its hydraulic suspension, the DS succeeded the «Queen of the Road» with brio. The DS 19 continues to boast top-flight ride comfort and honourable on-road performance compared with present-day cars, with a road feel that remains inimitable. The principle of hydraulic suspension has remained unchanged since the DS. A liquid from the central storage system compresses a gas contained in the spheres to a greater or lesser extent depending on the road, load and manual levelling control.

DS HERITAGE 8 Right after launch in 1955, “ the streamlined styling of the DS “made it a symbol of , in the same way as the Eiffel Tower

CAR TO THE STARS

The DS was a headlining presence at the first film festivals, contributing to the very idea of «star». An accessory of the modern hero, its styling appealed to the greatest directors, who gave it leading roles in hundreds of films. Meanwhile, photographers fought over its image, which made all the front pages. Right after launch in 1955, the streamlined styling of the DS made it a symbol of France, in the same way as the Eiffel Tower. It went on to become the darling of film directors in the 1950s, 1960s and 1970s. As the car of the big boss, the public figure, the senior civil servant, the cop, the gangster or the Parisian taxi driver, the DS played every role, each one with its inimitable grace. On screen as in real life, it stood as the epitome of the French high-end car.

DS HERITAGE 9 Citroën’s image as the car of French presidents owes but it continued to drive on, miraculously escaping EMBLEM in part to General de Gaulle. And Charles de Gaulle’s the assailants. De Gaulle would never abandon the car. preference for the DS 19 over other cars owed in part OF POWER to the role it played in the attempt on his life in Petit Throughout its lifetime, the DS was the vehicle Clamart. The car’s outstanding roadholding even saved of leaders, company heads and ministers in France the President’s life. Bullets exploded two of its tyres, and internationally.

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the DS played every role, each one with its inimitable grace.“ “On screen as in real life, it stood as the epitome of the French high-end car THE DS AND MOTORSPORT

The motorsport career of the ID and DS models lasted over 18 years from 1956 to 1974 and was punctuated with a host of victories. It won the Monte Carlo Rally in 1959 and again in 1966. Internationally, the DS won numerous road races, including the Tour de Belgique, Tour de Corse, the Rally of the Thousand Lakes and the Morocco Rally.

DS HERITAGE 12 THE DS IN THE USA

The DS was an immense success in Europe but had a tougher time in the USA. As a high- end model, it lacked the features expected by the targeted customer base. During the period the DS was available in the USA, US law prohibited a number of innovative systems including hydraulic mineral fluid and aerodynamic headlamps. Also, the price of the DS was comparable to that of a Cadillac. Nevertheless, some 38,000 units were sold in the country.

DS HERITAGE 13 THE DS AND THE ARTS

The DS starred in a number of films at the cinema. A complete list would take too Les Tontons long, but the highlights include Les Tontons Flingueurs, Fantomas se déchaine, The Samurai, Flingueurs, The Brain and Rabbi Jacob. Fantomas “ More recently, a number of TV series have “ capitalised on the remarkable presence of the se déchaine, DS, among them Buffy the Vampire Slayer and .. The Mentalist. le Samourai, The DS has also been celebrated in a host of literary works, such as Mythologies by Roland le Cerveau, Barthes and Paper Tiger by Olivier Rolin. Rabbi Jacob... A design icon, it has also inspired outstanding creations such as Chico MacMurtrie’s «Totemobile», Mexican artist Gabriel Orozco’s «DS reduction», and the work of the Brandpowder company which assembled a Porsche 911 and DS into a single car.

TODAY

The DS remained much sought after Chapron, now become collectibles, until the 1980s. After receding into the began to sell for very high prices. shadows for a while, its stock rose once Their high value owes to their rarity, again in the 2000s with collectors. with Chapron cabriolets selling for over The DS models converted by Henri €120,000.

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SM HÉRITAGE

The SM project dates back to 1966 and was «fathered» by Jacques Né, whose main aim was to create a faster version of the DS, a sports DS. The project led to Citroën’s first GT model. The SM ushered in a new approach. It was launched in March 1970 at the . The SM successfully balanced the satisfactions afforded by comfort and beauty and the joys of top-level performance. This is the heart of the SM. Classified as a GT (grand tourer), the SM was not content to simply feature the most modern technologies of the time.With its Maserati 170 bhp 6-cylinder engine, body styling designed for performance, and special features for comfort and safety, it completely redefined the GT world through a combination of performance, comfort and simplicity at the wheel.

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The brand wanted to produce the prestigious vehicle that had been lacking in France since the end of World War Two.

Citroën conducted studies on the model for a number of years, with a particular focus on certain components such as the self-centring steering system. The brand wanted to produce the prestigious vehicle that had been lacking in France since the end of World War Two. But these studies were not the priority, and had to give way to the creation and upgrades of mass-produced models. It was only following the agreements signed with Maserati and the Citroën group’s acquisition of the brand in 1968 that the desire to publicly seal this agreement with a new product led to the acceleration of studies, now in collaboration with Maserati, which was to supply the engine. The rest of the research was carried out at Citroën’s design office and laboratory. In one exception, the hydraulic headlamp control system (self-levelling system and directional lamps) was studied and produced in collaboration with the Projecteurs Cibié design office. The SM was tested on Citroën’s private track in La Ferté Vidame and on the road with a prototype dressed in a fake DS body for the purposes of discretion.

DS HERITAGE 17 UPHOLDING THE DS TRADITION

Citroën’s main asset for succeeding in the project was its experience of avant-garde technologies used for many years on the DS. The SM benefited from each one of these technologies, but taken to a still higher degree of perfection. This was true of the hydropneumatic suspension.

The system gave the front-wheel-drive model a feeling of «aerial comfort». SM drivers had the same sense of control over their car and passengers the same feeling of absolute comfort and safety. It was also true of the hydraulic self-centring Dynamic headlamp control, another avant-garde “ power steering system, the only one of its kind technology introduced by the DS, was fitted on at that time, which made driving considerably the SM but at an unrivalled level of advancement. easier. The system continuously maintains a With its six lamps, the SM boasts a true path of The system gave precise relationship between steering power light. The light ramp extending across the front and speed. In town, drivers steer their SM end of the car is emblematic of its styling and the front-wheel-drive model effortlessly with the tips of their fingers. At high modernity and also brings motorists peace of a feeling of «aerial comfort» speeds, they guide the vehicle with pinpoint mind when driving at night. The central, long- “ precision and impressive ease. range lamps are directional.

DS HERITAGE 18 MASERATI ENGINE

Citroën already had a flagship model in the late 1960s in the shape of the DS, but it still lacked a vehicle that could finally convince luxury car custo- mers of the brand’s worth. Truth be told, the avant- garde technology of the DS concealed an engine that

lagged behind the most prestigious engines of the competition. A more impressive engine was intro-

duced with the DS 23 injection, but it was still two cylinders short. Top speed of 220 km/h. “ Acceleration: “ 400 m standing start in 16.2 s. 0 to 100 km/h in 8.9 s

And the SM called for an exceptional engine. With Maserati and per cylinder row, the engine was developed directly by Alferi 400 m standing start in 16.2 s. 0 to 100 km/h in 8.9 s (*). The Citroën having come together in 1968, it was a natural idea to call de Maserati under the direction of the rue du Théâtre design SM struck an ideal balance between the lightness and aggression on the skills of the technicians of the illustrious Modena-based firm, office. Owing to new pollution standards, from 1973 until the of race cars, the robustness of production models, and the comfort specialised in the development of high-performance engines. end of production the engine was equipped with Bosch D-Jetronic of a grand tourer. A 3-speed automatic gearbox was introduced in From 1970 to 1972 the SM was powered by a V6 engine with electronic injection that boosted power to 178 bhp DIN while 1974. The new transmission was fitted with an oxidation muffler a capacity of 2,670 cm³ and power of 170 bhp DIN (at a very enhancing flexibility. With the new engine, the SM delivered to comply with pollution standards. A few SMs with 3-litre engines respectable 5,500 rpm). Featuring dual overhead camshafts astonishing performance. Top speed of 220 km/h. Acceleration: and manual gearboxes were also exported to the USA and Canada.

DS HERITAGE 19 INIMITABLE STYLING AND DESIGN

The styling work on the SM was first and foremost about aerodynamics, as evidenced in the extensive wind-tunnel testing involved in its development. And the result was remarkable. The SM is anything but angular. Its streamlined design (courtesy of ) was angle-free while maintaining taut lines. The styling of the SM was fully informed by the laws of aerodynamics. The pure glass-and-steel line features none of the sharp edges and angular shapes that on other cars serve to limit speed. The impressively broad front track also enhances the on-road presence of the SM, as well as the cabin layout. The interior is designed with perfect curves, generating comfort, beauty and peace of mind. The leather upholstery exudes a warm atmosphere that contrasts with the interior furnishings. The dashboard stands out with its bold aerial form, underscored by the oval dials and steering wheel. This design choice was made to keep the instruments easy to read despite the lower height of the dashboard. TECHNOLOGICAL ADVANCES

The SM featured a number of technological advances at the time:4 hydraulically controlled and assisted disc brakes, with a real customer benefit: truly powerful braking with total serenity Variable-assist self-centring hydraulic steering, even with the car stopped a bank of 6 headlamps covered by glass fairing, the inner 2 directional. The height of the headlamps is adjusted continuously in line with the vehicle attitude so as to keep the light beam parallel to the road. Ultra-light wheel rims on the injection models (reinforced resin wheels).

DS HERITAGE 21 THE SM AND THE SM IN “ MOTORSPORT THE USA The SM won On its launch in 1970, many people agreed that the SM The main export market for the SM was the USA. The Motor Trend’s 1972 boasted indisputable motorsport potential. The SM’s first luxury car market in the country was much larger than race was in 1971 at the 14th Morocco Rally, at the time the in Europe, although Germany and were major SM “Car of the Year prize most selective in the world. More than merely passing the customers. redoubtable endurance test with flying colours, the SM won The US-market SM was equipped with round headlamps, the event outright with a brilliant display of its endurance, as mobile and faired-in headlamps were prohibited. robustness, roadholding and performance. The SM also Turning many a head with its unique design, the SM won competed in the 1973 Bandama Rally in Côte d’Ivoire, with Motor Trend’s 1972 Car of the Year prize. But despite its two SM prototypes, featuring V6 engines boosted to 240 bhp initial success, sales in the USA suddenly came to a halt and a shorter chassis, finishing fifth (Neyret-Terramorsi, no. 15, following the implementation of a protectionist measure, registration 1351 YC 75) and sixth (Verrier-Umbricht, no. 11, with an exemption on the SM’s self-levelling suspension registration 560 YM 75). failing to be granted.

DS HERITAGE 22 THE SM AND PRESIDENT POMPIDOU

President Georges Pompidou, a car and design enthusiast, ordered an open-top version based on the SM Opéra with a longer rear overhang from the coachbuilder Cha- pron. The two renowned SM models (bearing the registration plates 2 PR 75 and 3 PR 75) were ordered in 1971 for use as official presi- dential vehicles. They were delivered in 1972 and made their on-road debut for an official visit by Queen Elizabeth II. They served the French Republic until 2007, and today remain the property of the French State.

hey were SMS WERE OWNED

delivered in 1972 BY A HOST OF FAMOUS “and made their “ INDIVIDUALS on-road debut Numerous public figures and stars have video games, among them César and for an official driven SMs, including the Shah of Iran, Rosalie, Folle à Tuer and Zoolander. Burt Reynolds, Leonid Brezhnev and An automotive icon, it continues visit by Queen French comedian Fernand Raynaud. to feature in contemporary video games Elizabeth II. The SM has been used in films and such as Grand Theft Auto.

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“The launch of the SM in 1970“ fully met the car’s objective

The SM was produced in 12,920 units from 1970 to 1975. The launch of the SM in 1970 fully met the car’s objective: it was a truly high-end event, both in the sales initiatives organised by Citroën and in the press kit drafted for professionals. Regarding sales, the first year was highly promising. With 5,000 units sold in 1971, the sales launch was as successful as the model’s critical reception. Unfortunately, the following years proved more complicated. Sales dropped substantially and production had to come to an end in 1975. The two main reasons were the oil crisis and new laws on motorway speed limits. While it could have boosted the confidence of the French automotive industry, the SM, which was exceedingly expensive to run despite its qualities, was impacted by the oil crisis and the introduction of speed limits. The oil crisis totally changed the way we see cars. As did new road safety laws imposing a limit on motorway speeds. At the end of 1972, following a review and debate on the subject, the French government announced that it was introducing speed limits on French roads. Buying a GT in such troubled times became an investment reserved strictly for enthusiasts.In summer 1975, Citroën officially announced the discontinuation of SM sales as follows: «The SM was born from speed and died with speed».

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