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Deviations on a Theme
‘Cats eyes’ DS post-1967 headlamps and frontal panels seen in a typical Citroën advertising photo. (Citroën/Author)
DS or ID?
The DS as a car project was developed across two themes: the DS as the midto upper-market ‘technology’ car and the near-identically bodied ID19 as the lower market sector offering.
Initial problems in 1956 with the sealing of the pipes in the hydro-pneumatic system tainted the car’s reputation at launch, but Citroën soon solved these issues. The glitch soon went away.
DS 19 soon became DS 21 then DS 23 – indicating increase in engine capacity. ID19 ultimately became the D Special and D Super (from 1969) – with a larger engine capacity and better trim.
All the focus and fame go to the DS and its glitz or bling trim and luxurious status in Pallas and then Prestige model iterations, and who can argue with that: yet what of the starker, more basic ID?
At its 1955 launch, even the French were astounded by all the technology in the DS – and the high purchase price.
So, to assuage those less than brave or rich and to keep its lower market sector customers happy, Citroën created a lesser-specification, cheaper DS and called it the ID. It was also termed as the ID Berline – Berline being the old French terminology for saloon.
DS 19 was the showstopper model of launch fame, but the ID19 came along as an idea in late 1956 and by mid-1957 had begun to sell. Of note, the ID lost certain aspects of DS design and the ID’s engine was of simpler configuration and lower output. Both the DS and ID would soon be developed further with expanded model ranges and engine power ratings.
Some people prefer the simpler, austerity-model ID variant. Yet without hydraulic steering and semi-automatic gearbox, without brown leather, chrome coronets, and luxury trim, and with a dull bare white resin roof, the stripped-out ID might have been the French taxi drivers’ or French communists’ Citroën of choice – to avoid any bourgeois DS imagery. ID was a third cheaper to purchase than a top-of-the-range DS. Poorer French farmers drove IDs as well as their 2CVs.
Classic DS Pallas seen in serene repose. (Photo Author)
The late-1956-announced, 1957-model-year ID19 came as a very stark Normale-tagged trim level. It kept the hydro-pneumatic suspension, but not the ancillary systems and used a normal braking mechanism. Only a few hundred of the ID19 Normale – perhaps less than 400 – were ever sold. These cars were all-black, had bench seating in the front and rudimentary trims and plastic cabin and door trims and cards. Even the engine was cast-iron-headed and of just 62bhp output. Of note, the Normale had simpler rear wing panels and a cheaper steel bonnet. The C-pillar was also trimmed in basic metal. So, this really was the ‘taxi’- or ‘farmer’-specification DS on the cheap. A Luxe model was the next stepping stone.
Christopher Wilson’s lovely DS Pallas restoration in a fitting dark blue hue: a very late-model DS in all its perfection of form. (Photo Author)
We might argue that the true, mass-production ID came along from 1959 model year via the full sales launch of the slightly more luxurious Confort which sold widely for many years.
As early as 1962, Citroën added a second derivation of a conventional hydraulic braking system to the ID (not the fully integrated DS’s hydro-system of suspension-to-brakes-to-steering-to-gearbox) and a fluid-powered steering option was an early 1960s offering. Yet DS experts are clear: the early ID did not get the ‘button’ brake pedal – it had a pendant pedal. ID lacked even a clock! Later IDs and D Specials did benefit from the full-house hydro-pneumatic braking set-up. But ID never received the hydraulic semi-auto gearbox of the ‘proper’ DS.
A very rare ID was the special Maitre version produced for provincial French officials such as mayors – many of whom were left-leaning and adverse to a glitzy DS limousine. So, Citroën produced an ID Maitre from mid-1959 for just under two years. This car had a glass partition to keep the chauffeur separate from the rear-seat dignitaries. Hardly egalitarian, but at least it was the ID not the flashy DS. Interestingly, these were alloy-roofed cars. Less than fifty were sold by Citroën.
1959 ID19 (Base Model) Technical Specification
Body: non-monocoque, non-stressed steel-clad subframe base unit: Plastic roof panel
Engine: 1,911cc, 4-cylinder in-line longitudinal inclined pushrod with later alloy ‘hemi’ head unit (replaced cast-iron head of early ID Normale); early production ID lacked a distributor.
Bore and stroke: 78mm x 100mm
Compression ratio: 7:5:1
Solex single carburettor
Max power: 66bhp (SAE) 4,500rpm
Max torque: 97.6lb/ft 2,500rpm
Max speed: 82.6mph
Transmission: 4-speed manual via single dry plate clutch (higher range cars with hydraulic semi-automatic gearbox)
Brakes:
Front: inboard discs of 11.8in diameter
Rear: outboard drums
Suspension:
Front: twin leading arms, self-levelling hydro-pneumatic; anti-roll bar
Rear: trailing arms self-levelling hydro-pneumatic; anti-roll bar
Tyres of Michelin ‘X’ design with differing (lesser) width to rear
Dimensions:
Track (front): 4ft 11in
Track (rear): 4ft 3in
Wheelbase: 10ft 3in
Length: 15ft 9in
Width: 5ft 10.5in
Weight (unladen): 24.22cwt
The original ID engine had 62bhp then 67bhp, but soon received an 81bhp engine and then the 1,985cc engine of 84bhp which was tweaked across the 1960s to reach 108bhp. The later D Super 5 got the full DS 21 engine of 2,175cc/115bhp by 1972.
Approximately 751,000 IDs were built which curiously is more than the 500,000 or so true DS variants manufactured. So, the idea of a cheaper DS as ID, had been proven as viable.
DS 23 Injection Electronique – a legend framed. Note correct gold chevron badge. (Photo Author)
DS Delights
Above ID lay the reality of the original DS and its early trim variant nomenclature – of DS 19 then DS 20 and across Normale, Luxe, Special and Super derivatives. DS evolved through DS 19, DS 20, DS 21 and finally from 1972 into the 2,347cc (SAE) as a ‘2.3-litre’ and the parallel fuel-injected version of that engine Type DX4/DX5 at nearly 150bhp. Injection Electronique became the badge to have on the back of your DS – with the word ‘Pallas’.
From 1964 in its defining Pallas trim, and perhaps finished in Gris Palladium metallic paint, specifically as an initial DS 19, then as DS 21, then DS 23 IE, the DS Pallas really did excel and expand into a true icon of French character that became famous all over the world. But other trim levels did not detract from the car’s futurism or modernity.
Named after a Greek goddess as some form of alliteration, the DS Pallas was to become the defining DS icon; with extra sound insulation to the noisy engine bulkhead area, metallic paint, brown or black leather cabin trim, extra chrome ornamentation, more luxury and more power, Pallas became a DS symbol all of its own. This was not badge-engineering, but the creation of an almost-subset of the DS.
The true Pallas has chrome trim along the door–window line, delicate side-rubbing trims the length of the car and, of note, flat, brushed alloy trim on the rear C-pillar. Pallas was unique in its rear light and rear valance treatment using chrome. Throw in a sunroof, and the DS Pallas is just divine design encapsulated.
Yet we must not forget the DS Prestige model – an air-conditioned luxury limousine with a manually (then electrically) actuated glass partition in the cabin and lavish comfort in the rear: ideal for politicians and plutocrats. The Prestige was a Chapron-built car (see below) and you might even order a Pallas with Prestige accoutrements. Lower-level administrative functionaries co...
