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    / #1973-Citroen-DS23-Pallas-IE / #Citroen-DS23-Pallas-IE / #1973 / #Citroen-DS / #Citroen / #Citroen-DS23 / / #1973-Citroen-DS23ie-Pallas / 1973 / #Citroen-DS23ie-Pallas / #Citroen-DS23-EFI-Pallas / #Citroen-DS23-EFI


    This fuel-injected 2.3-litre range-topper has desirable optional extras including factory air conditioning, explains Mike Renaut.

    Shiny dark blue paint suits this 1973 DS #Injection-Electronique and covers straight, corrosion-free panels with generally excellent gaps. All the Pallas trim is in place and appears in nice condition despite some surface tarnish, especially on the rear window surrounds. All glass including the headlamp covers is free from damage, the inner set of lights turning with the steering. Originally sold in Prato, Italy, the left-hand drive DS came to the UK in 2014 and the headlights still appear to be set up for driving on the right. Bumpers are equally blemish-free, as are the Pallas wheelcovers. If we had to nit-pick, there is slight surface rust on the wiper arms and the lower door trims are not affixed perfectly straight, but otherwise this car is hard to fault.

    The factory-fitted – and operational – air conditioning is an unusual option. The blue and white cloth and leather-cloth interior is in especially nice condition with no obvious damage and the big seats with headrests prove both comfortable and supportive. The dashboard is free of cracks, but there are a few small areas of scuffed paint and the surround for one set of pushbuttons needs securing in place.

    A rear window blind is included and the light grey fabric headlining is droop-free and in perfect condition. Door cards appear unmarked, as does the dark blue carpet. Turn the ignition key and the engine fires up immediately, soon settling to a smooth idle at an indicated 1200rpm. It quickly warms up and nothing on the numerous warning gauges offers cause for concern. The suspension operates just as it should, with the car soon finding its natural ride height. Again, no leaks or untoward noises were spotted during our inspection.

    On the road the Citroën is quiet and well-mannered with very light steering that still feels precise. Finding your way through the five-speed gearbox using the column-mounted gearlever soon becomes second nature, with each gear dropping into place positively. Stopping power is impressive, the sharp brake pedal virtually halting the car dead in its own length at low speeds. Winter and summer tyres are supplied with the DS, the set fitted during our test being Petlas with excellent tread. The jack and an unused ‘multiseason’ spare tyre are present under the bonnet. A generally tidy engine bay has a little worn and scuffed paint on some components, but no obvious leaks or areas of concern were noted. Recent #MoT certificates mention a weep from a power steering hose joint, but our inspection failed to detect it.

    The odometer reads just over 98,400km (60,000 miles). The previous owner added a new swivelling centre headlight assembly, alternator, high-pressure pump and fuel pump. New injectors and fuel pipes were fitted, and the fuel tank cleaned and lined in 2014. The air conditioning system was repaired and re-gassed in 2015. This very attractive example of a #Pallas has an excellent specification. The car drives beautifully and a little tidying under the bonnet would finish it nicely.

    Good colour, Pallas trim is all there and the panel gaps are generally good Interior looks and feels almost brand new Engine runs well, but its bay would benefit from tidy-up.

    1973 Citroën DS Pallas IE
    Price £28,000
    Contact European Classic Cars, Avebury, Wiltshire (07813 394167,
    Engine 2347cc 4-cyl OHV
    Power 141bh p@ 5500rpm
    Torque 135lb ft @ 3500rpm
    0-60mph 11.7sec.
    Top Speed 116mph
    Fuel Consumption 29mpg
    Length 4874mm
    Width 1803mm


    1 Unveiled in 1955, with hydropneumatic self-levelling suspension, power steering and disc brakes. A more basic ID version was available.

    2 September 1962 restyle saw a new nose, pointed front bumper and better ventilation.

    3 Pallas model with 41 improvements including a more luxurious interior debuted for 1965. The original hydropneumatic system used vegetable oil ( #LHV ), then switched to synthetic ( #LHS ). For the 1967 model year, Citroën introduced mineral oil-based oil ( #LHM ).

    4 1968 model year cars got four glass-covered headlights, inner set swivelled with steering.

    5 #Bosch fuel injection was introduced for 1970 and a 2.3-litre engine in 1972. Production ended in 1975 after 1,455,746 DSs were built.
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    1974 Citroën DS23 EFi Pallas £46,000 ride

    It’s all of the money but it’s also a well-maintained, refurbished, last-of-line top model. Find another like it, says Paul Hardiman.

    / #1974-Citroen-DS23-EFi-Pallas / #Citroen-DS23-Pallas-IE / #Citroen-DS / #Citroen-DS23-Pallas / #Citroen-DS / #Citroen / #1974 / #restored / #Citroen-DS-restored / #Citroen-DS-refurbished /

    This DS – a top-line Pallas model with the largest engine – has led a charmed life. Originally a demonstrator, it appears never to have been welded underneath, even in the boot, which is most unusual. It has an excellent history with 15 stamps in the book to 45,303 miles in 2008; mileage is now 54,620. Having spent 2011-2014 in Denmark, it was #refurbished by Centreville in Newcastle at a cost of £20k. This included some welding to the roof rails, an engine rebuild and new paint, fuel tank, suspension spheres and steering rack.

    The resulting appearance is excellent with even paint except for a couple of tiny blemishes around the rear wing bolts and two tiny stonechips inboard of the right headlight. Brightwork is mostly good, though the Pallas-only chrome boot hinges are pickling slightly, as normal, and there’s light scratching to the rear bumper, plus the rubber overriders are slightly nibbled. There’s no corrosion or grot behind the windscreen seal, though there is a little surface rust in the boot shut and on the boot floor, which has lots of sticky underseal underneath. The small finishing rubbers remain at the bottoms of the door pillars – a good sign. Tyres are 2011-dated Continentals, which at 205-section are too big, but 185-section rubber is available.

    All DSs leak a bit, but underneath the suspension is only lightly damp in places (specifically the left rear knuckle), with no drips or big leaks. The exhaust looks fairly recent. The engine bay is clean and tidy, though it’s a surprise to still find points instead of electric ignition. Some hoses and the coil are new, and the injectors and engine mounts have been replaced. The motor had been run, so we couldn’t check the coolant, but oil is cleanish and within marks, the #LHM fluid nice and green.

    Seats have been retrimmed in leather rather than original velour. Carpets are probably original and are slightly faded. Dash and instruments are perfect except the odometer reset has come adrift. Headlining is excellent and must have been new at refurb. A modern radio is fitted.

    It starts easily, and rises within 20 seconds, kneels on command and rises promptly to full height. The suspension passes the self-levelling test – when you jump on the boot shut it returns to its ride height within five seconds, the same when you jump out. The front’s the same, but as it rises there is a click from the rear suspension, which signals worn pushrods or knuckles. The steering wheel is slightly misaligned – easy to correct. Gears and brakes work well, temperature sits midway, the motor is quiet, there are no transmission whines and this is one of the nicest-driving Goddesses I’ve sampled. Sold with a new MoT, this DS isn’t cheap but it’s the top model and drives perfectly. You’d be pushed to find another like it.


    DS19 launches to great acclaim at the 1955 Paris Motor Show. Mostly as advanced as it looked, it still uses the Traction Avant’s 1911cc engine but with a four-speed hydraulically operated transmission.

    Cheaper and simplified ID version arrives 1957 with no hydraulic assistance. ID Break estate follows in 1958.

    Engine changes from three-main-bearing 1911cc to five-bearing 1985cc in 1965, and 2175cc DS21 joins the range.

    A 1967 restyle by #Robert-Opron brings the covered-headlight front with inner headlights that swivel with the steering. Suspension fluid changes from red to green LHM.

    Bosch electronic fuel injection (IE) appears in 1970, as does a three-speed automatic gearbox option and a five-speed manual.

    DS23 arrives in 1973 with 2347cc engine in both carburettor and injected (141bhp) forms. Production ends in 1975 after nearly 1.5million of all DS/ID models have been built.


    Price £46,000 Contact DD Classics, Kew, London (0208 878 3355,

    Engine 2347cc four-cylinder, ohv, #Bosch electronic fuel injection
    Power 130bhp @ 5250rpm / DIN (141 horsepower SAE)
    Torque 144lb ft @ 2500rpm / DIN
    Performance Top speed: 117mph; 0-60mph: 10.2sec
    Fuel consumption 26mpg
    Length 4874mm
    Width 1803mm

    Quote £348.04 comprehensive, 5000 miles per year, garaged call: 0333 323 1181

    Retrimmed cabin features leather rather than velour seat covers. The engine’s had a recent rebuild. This well-restored Goddes drives as well as it looks.
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    My car of #1982 #Citroen-CX-GTi / #Citroen-CX / #Citroen /

    Rushed into production in 1974 without the #Wankel engine for which it was originally designed, the Citroën CX only got into its stride with the arrival of larger engines than the aged 2.0-litre lump with which it was launched. When fuelinjection and, in 1982, low-profile TRX tyres joined the party, the CX at last had the performance and handling to match its looks and high-tech spec. Our 1982 GTi (seen here setting off from a family rendezvous near Silverstone) was already 10 years old when it joined us. Having belonged to the paint expert at an automotive coachworks, it looked quite smart if you didn’t get too close, though we knew it had some underlying concerns, reflected in the cheap-as-chips price – no matter, it was only intended as a toe-in-the-water exercise, to see if we could live with one (an Australian Citroën fan called Bazzie had convinced me the CX was a more interesting way to go than the big Triumph saloon we had at the time).

    To make friends with it, we took it on a quick trip to Scotland, somehow covering about 1700 miles in four days (it was the sort of car you didn’t want to stop driving). Of course, there were issues – the driver’s seat had collapsed under the influence of one of its many previous owners, a bulky chef, so it was like sitting in a bean bag – but I’ve always preferred a low driving position. It also seemed to have a thirst for the vital #LHM fluid that made all the technical bits work. But when a B&B owner on Skye referred to it as my spaceship, there was really no going back.

    In the end Monsieur (I know, not a very imaginative name) succumbed to the expected rust, but only after 18 months with us. After him came a rare five-speed 25 GTi with plush leather interior, and then a rapid GTi Turbo, which kept my AA card well polished.

    Elsewhere in the UK, another motoring era was drawing to a close. Production of the evergreen Ford Cortina came to an end after 20 years, with the Sierra waiting in the wings to supplant it.

    It’s a car, Jim, but not as we know it. The Turner family spaceship ready for lift-off.
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    #Citroen #D-Super
    Price FFr16,240 (£1679 UK)
    Max power 91bhp
    Max torque 106lb ft
    0-60mph 14 secs
    Top speed 103mph
    Mpg 23-28

    The ID, renamed D Super ( #ID20 ) and D Spécial ( #ID19 ) from #1970 , is the ‘poverty’ model, using conventional clutch and brake pedals. This #Citroen-DSuper has optional power steering (FFr496) and heated rear window (FFr96) that became standard later in #1971 , but sadly not the swivelling, selflevelling headlights that were an option in the UK.

    This car, from the last year of pushbutton doorhandles, was restored in France before it came to the UK in #2012 . The structure is rot-free, with one or two stone chips. The sills are excellent and look to have never been welded, yet strangely the roof has been vinyl-covered, and not well. All the stainless trim is okay and the front XASs look fairly new, as does one of the 155 rears. The other is much older, but they all have plenty of tread and there’s an old 155 XAS on the spare. The exhaust is fit and healthy. Inside, although all sound – with original instruments, dash and radio in excellent order – it has some unusual features, too. The carpets and most of the seat vinyl are good, but the headlining and sun visors appear to have been whitewashed. Splits in the side of the driver’s seat have been restored with some sort of universal ‘jollop’ – a black flexible silicone sealer that actually does the job, and also seems to be saving the boot lining from falling apart. All of this is mostly out of sight, however.

    Under the bonnet, the suspension spheres look new and the green #LHM fluid is clean and just over Max. The motor has a new carburettor and 123 electronic distributor, plus the oil is cleanish and just over the top mark, with coolant clean and to the right level. It starts easily with no rattles – the rear rising in 15 secs, followed 2 secs later by the front – and drives superbly with sweet gearchanges plus firm brakes. Although the pedal is conventional, it’s still as sensitive as the floor button on DSs, making hill starts with the American-style parking brake an exercise in concentration. The Citroën comes with the original order form and handbook, plus bills from the rebuild and an MoT until August 15. The clock works, too!


    Straight and corrosion-free punt, but ugly vinyl on roof.

    Overall appearance fine, let down by headlining and seat sides.

    All feels healthy; runs well with new carb and electronic ignition.

    VALUE ★★★★★★★✩✩✩
    For Decent price; drives nicely.
    Against Roof, inside and out.

    An excellent, sound basis that you could make really smart with some attention to the cosmetics.

    Citroën D Super
    Year of manufacture 1971
    Recorded mileage 40,413km
    Asking price £13,995 Vendor Coopers Cars, Edenbridge, Kent; tel: 01342 850613
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