AUTO HISTORY
The Citroen quickly developed a futuristic reputation when the electrifying DS19 passenger sedan hit Europe’s streets in 1955.
Following the First World War Andre Citroen found himself with a large well equipped gear-making factory and no more government contracts. Citroen was a brilliant engineer and before his war work had been chief engineer of the French Mors Automobile Co. He left there to establish a gear-making business in Paris in 1913. His timing was good and he enjoyed much financial success during the war.
After the war and his military contracts Citroen returned to the automobile field to fulfil a dream of building his own car.
He formed SA Andre Citroen in 1919 vowing to make it a progressive company. He introduced all-steel bodies in 1925 and Chrysler-type "Floating Power" engine mounts in 1932. He also pioneered mass production in Europe, and within a decade Citroen joined Renault and Peugeot as one of the Continent's big three automobile manufacturers.
Citroen’s 1934 front drive Traction Avant model was a breakthrough with such advanced features as unit construction, all-wheel torsion bar suspension and a low enough stance to dispense with running boards. The design was so sound the Traction continued basically unchanged for over 20 years.
The company introduced another unusual model in 1948, the Citroen 2CV, an ingenious but homely little runabout with a heart of gold. It was so loved it was made, incredible as it sounds, until 1990.
Although Tractions began trickling into North America in the late 1940s, it was the futuristic Citroen DS19 (Desiree Speciale, 1911 cc engine) fourdoor, unit construction fivepassenger sedan introduced in 1955 that really set Citroen apart as a bold futuristic company.
Like the Traction, the DS's low profile exemplified Citroen's quest for aerodynamics and secure handling. The fender line sloped up smoothly from a grille opening integrated with the bumper and ran unbroken to the rear bumper.
A low beltline, generous frameless windows and thin pillars gave the sedans and wagons an airy feeling and excellent visibility. Front drive and an under-seat fuel tank allowed a large deep trunk.
Under its low-slung body of steel (doors and fenders), aluminum (hood and trunk lid), and fibreglass (roof) the DS19 was unique. A central hydraulic system pressurized by a beltdriven pump operated the fourwheel independent suspension, power steering, automatic clutch, gearshift and inboard front disc (the first high production front discs), and rear drum brakes. The hydraulic power assist was a first for rack-and-pinion steering.
Conventional suspension was replaced by grapefruit-sized metal spheres divided horizontally by a flexible diaphragm with air in the top half and oil in the bottom. Wheel motion moved a piston that pressurized the oil in the bottom of the sphere, compressing the air in the top.
This hydro-pneumatic suspension gave a soft ride, automatic load levelling and manual and automatic height adjustment. Vehicle height could be increased for rutted roads or lowered for freeway cruising.
It also simplified tire changing. Raising the suspension to its full height, blocking one side of the car and moving the suspension to its low setting left two wheels off the ground. Rear wheels were accessible by removing the fenders held on by one bolt. Each wheel was secured by a large central nut.
The clutch disengaged at idle or when the dash-mounted gearshift lever was moved. Brakes were activated by a small, floormounted button with very short travel that took some practice. If the central hydraulics failed, an emergency brake pedal operated the front discs through a separate hydraulic line.
The engine was the DS19’s most prosaic feature: the Traction Avant’s wet sleeve, hemispherical combustion chamber, overhead valve, 1.9 litre four.
It drove the front wheels through a four-speed manual transmission, and 75 horsepower motivating a 1234 kg (2720 lb) car gave moderate acceleration. Road & Track (11/56) reported zero to 97 km/h (60 mph) in 18.6 seconds. Good aerodynamics helped the DS reach a respectable 142 km/h (88.4 mph).
The slippery shape, overdrive fourth gear, generous sound insulation and soft foam seats made the DS19 an effortless, comfortable high-speed cruiser.
Citroen's safety features included a one-spoke steering wheel that deflected the driver away from the deadly steering column in a crash. Turn signals were at eye level the roof’s rear corners.
A very long 3124 mm (123 in.) wheelbase for a 4801 mm (189 in.) car, step-down floor and wheels pushed out to the corners gave a spacious interior. A low centre of gravity and Michelin X steel-belted radial tires gave the DS19 tenacious cornering which contributed to many international rally wins.
The Citroen DS19 was a brave venture, one that Road & Track's editor John Bond, an engineer, said "drives boldly off the beaten path and never feels the bumps."
Like its predecessor Traction model, the DS in various versions lasted for 20 years until replaced in 1975 by the CX series.