Goodwood will be hosting a Le Mans Prototype demonstration at its 77th Members’ Meeting event in March.
It’s the most modern high-speed demo line-up at either of the Goodwood Motor Circuit events. The cars will also be running into the dusk, with headlights on, in a nod to their 24-hour racing history.
Next year marks 20 years of LMP racing, as well as the curtain-call for this class of car. It seems appropriate, therefore, for Goodwood to host the cars, just as their class transitions from contemporary to historic. It’s also a fitting tribute, given LMP is the longest-running and most successful top-level endurance category.
As such, everything from the late 90s cars to the modern Porsches, Audis and Toyotas are expected to be take part. For a class derided for its function-over-form aesthetics, LMP has enjoyed a great deal of variation over these past two decades, both in terms of powertrains and body styles.
LMPs have been both open and closed cockpit, and been powered by hybrids, diesels, turbos and naturally-aspirated engines.
“Le Mans Prototypes are some of the fastest racing cars in the world, and some of the most fascinating,” said Matt Hearn, Motorsport Content Manager at Goodwood.
“What other race has no restriction on engine type and has seen victories for petrol, diesel and hybrid cars in just a quarter of a century?”
It should surely make for a fascinating demonstration and the ultimate opportunity compare cars from across 20 years, up close.
Perhaps their enduring legacy, as it should be, is that they’re some of the fastest endurance racers ever conceived. Top-level lap records have been claimed by the outgoing batch of cars at endurance calendar circuits across the globe. Those times aren’t expected to tumble when the successor to LMP comes along.
LMP’s days are now numbered. Production-related GTP cars are due to take over the top spot a couple of years from now. Lower budgets and a more tangible link to road cars should, it’s hoped, attract a great deal more manufacturer involvement.
Almost all the major LMP contenders are gone, with the two defining marques, Audi and Porsche, bowing out over the past couple of years.
The Fiat Panda has been awarded a zero-star safety rating in the latest set of crash tests carried out by Euro NCAP. It becomes only the second car to receive zero stars, following the Fiat Punto’s lowly performance in 2017.
In a rather damning set of results, the Panda failed to achieve more than 50 percent in any of the categories, including an eye-opening score of 16 percent for child occupant safety – the lowest ever score for this category.
Euro NCAP Panda-monium
Euro NCAP has been crash testing cars since 1997, a time when car manufacturers struggled to achieve decent results.
However, the Panda wasn’t the only poor performer from Fiat Chrysler Automobiles.
Just one star for 2019 Jeep Wrangler
The new 2019 Jeep Wrangler also fared badly, earning just one star. Its only driver-assistance technologies are a seatbelt reminder and rudimentary speed limiter.
Today, standards are much improved and these cars are the exception rather than the rule. To demonstrate this, we compare crash tests past and present below.
What is Euro NCAP?
It was the UK Department for Transport that proposed a British ‘New Car Assessment Programme’ back in 1994. This would produce consumer crash safety information that buyers could use to compare models.
The test was developed over the next few years, with several standard procedures devised, assessing adult occupant protection and pedestrian safety. All tested models would be put through all tests, and the results – with images and video – made publically available. The DfT published the first set of results, for seven superminis, in February 1997.
How were cars crash-tested before Euro NCAP?
Before Euro NCAP came along, there were no consumer crash safety tests. All car manufacturers had to do was show that the steering wheel didn’t intrude more than 12 inches into the car – that was it. And all impacts were into full-width barriers, rather than the offset crash tests pioneered by Euro NCAP.
The argument was that many crashes were not full-frontal impacts, but avoidance impacts – when, say, swerving out the way of an oncoming car. Of course, it’s much harder to engineer a car solid enough to hold up well in offset impacts, something Euro NCAP was to dramatically expose…
The depressing state of car safety in the 1990s
The illusion that cars in the 1990s were safe was to be quickly shattered by Euro NCAP. Images speak a thousand words and these shots were to prove incendiary.
Here, we’re exposing the original 1997 Euro NCAP test results, looking at star ratings for adult occupant protection. We’ve sourced original images for the period crash tests, too – and compared them to their contemporary equivalents to show just how things have improved since…
1997: Rover 100 (1 star)
This was the image that killed the Rover 100. And virtually killed the dummies inside it. It exposed the pathetic, decades-outdated safety of Rover’s little city car. It caused national outrage and sales understandably plummeted. But it wasn’t until Euro NCAP tested it at 40mph in 1997 – 17 years after the Metro’s original launch – that its contemporary one-star safety was fully revealed.
Today: Honda Jazz (5 stars)
To see how Euro NCAP has transformed city car safety, take a look at the modern Honda Jazz, a five-star car. It only weighs around 100kg more than the Rover, yet performs immeasurably better in a 40mph offset impact. You would survive this. You wouldn’t if you were in the Rover.
1997: BMW 3 Series (1 star and 1 strikethrough star)
But it wasn’t just the Rover 100’s scandalous crash safety that Euro NCAP exposed in 1997. The organisation tested umpteen other cars and revealed that the rest of the car market wasn’t much better. Take this E36 BMW 3 Series, for example – an enviable premium car in 1997, but not something you’d want to have a crash in. It scored two Euro NCAP stars, but with one of them struck through for serious safety issues.
Today: BMW 3 Series (5 stars)
The 1997 BMW 3 Series was a mess of twisted metal after a crash. Not so the latest model, whose Euro NCAP safety result is like night and day.
1997: Citroen Xantia (1 star and 1 strikethrough star)
This is an ugly image. If you thought the BMW bent up in a crash, just look at how this Citroen Xantia disintegrates. Yet another car with a strikethrough star and, it’s not hard to see why.
Today: Citroen DS5 (5 stars)
The effective replacement for the Xantia is the Citroen DS5, since renamed simply DS 5. Quite a difference, no?
1997: Rover 600 (1 star and 1 strikethrough star)
It wasn’t just the Rover 100 that was under attack from Euro NCAP in 1997. The Honda-engineered Rover 600 also scored badly, with the car once again virtually collapsing under impact.
Today: MG6 (4 stars)
What a difference two decades makes. The MG6 scored four Euro NCAP stars back in 2011, and is clearly a much stronger, safer performer than its Rover ancestor.
1997: Saab 900 (1 star and 1 strikethrough star)
Saab had a reputation for crash safety. Looking at this image from 1997, you have to wonder why – just look how the windscreen frame of the 900 disintegrated!
Today: Saab 9-5 (5 stars)
By the time of its death, Saab had learnt a few lessons. The virtually stillborn 9-5 replacement was an enormous improvement over the 900 tested just 12 years before.
Particularly shocking was its Child Occupant Protection performance, where the Panda scored just 16 percent for kids sat in the rear.
The average rating for new cars is 79 percent.
The Panda failed to score more than 50 percent in any of Euro NCAP’s four car crash tests. It thus takes the dubious honour of being only the second zero-star car ever tested.
The other one was, ironically, also a Fiat: the 2017 Punto.
Matthew Avery, director of research at Thatcham Research (which carries out Euro NCAP crash testing in the UK), said: “Most troubling is that the Fiat Panda is seen as a good choice for young drivers and fledgling families.
“Where budgets are tight, consider a safer small car second-hand instead.”
Watch: comparing zero star and five star cars
Why did the Fiat Panda score so badly?
The Panda is the victim of tougher standards introduced by Euro NCAP in 2018. It’s an old design, first introduced in 2012, and seems not to have kept pace with safety.
Avery said it was particularly weak in crash avoidance technology. “As the bare minimum, a standard-fit Autonomous Emergency Braking system should be available with the Fiat Panda.
“This is especially important since the car offers so little protection in the event of a collision.”
The only safety technology fitted to the Panda is seatbelt reminders. “The rear system failed to meet requirements, so wasn’t even rated,” said Avery.
Jeep Wrangler gets one Euro NCAP star
The Fiat Panda wasn’t the only poor performer from Fiat Chrysler Automobiles. The all-new Jeep Wrangler also scored badly, earning a paltry one star.
It has a seatbelt reminder and a rudimentary speed limiter but otherwise, lacks a single piece of driver-assistance technology. “The Wrangler clears the one-star threshold but lags far behind its competitors,” said Euro NCAP secretary general Michiel van Ratingen.
Luckily, every other car tested in this latest round of assessments did much better. The Audi Q3, BMW X5, Hyundai Santa Fe, Jaguar I-Pace, Peugeot 508 and Volvo S60 and V60 line all scored five stars – proving it is still possible to do well in Euro NCAP.
“The Audi Q3, Jaguar I-Pace, Peugeot 508 and Volvo V60/S60 have set the standard against which other are judged this time, and other manufacturers could do well to follow their example,” said van Ratingen.
“The I-Pace, especially, demonstrates that future vehicles will be good for the environment but also provide high levels of safety.”
Aston Martin will begin offering electric car conversions to classic Aston owners in 2019 – and the future-proofing solution is fully reversible should owners change their minds about going green.
Called the Heritage EV programme, Aston Martin says it addresses concerns that classic car owners who live in cities may not be able to use their cars in the future.
The first car, a DB6 Volante, has already been completed as a proof-of-concept. Aston Martin Works in Newport Pagnell will begin converting customer cars from next year.
Andy Palmer, Aston Martin Lagonda president and Group CEO, said: “We are very aware of the environmental and social pressures that threaten to restrict the use of classic cars in the years to come.
“Our Second Century Plan not only encompasses our new and future models, but also protects our treasured heritage.”
The Heritage EV conversion is based around a ‘cassette’ of electric motor and batteries. This sits on the same mountings as the original engine and gearbox, and takes up no more space.
In principal, it’s (almost) as simple as removing the petrol engine and inserting the electric casette. Which is why it’s fully reversible.
It is also virtually undetectible. The only interior change is a screen that will be subtly integrated into the dashboard.
Aston Martin says insights from the Rapide E – which will become its first all-electric production car from 2019 – has gone into the Heritage EV project. That car is also a petrol sports car that’s been converted to electric.
Paul Spires is president of Aston Martin Works. “We have been looking for some time to find a way of protecting our customers’ long-term enjoyment of their cars,” he said.
“Driving a classic Aston Martin on pure EV power is a unique experience and one that will no doubt be extremely attractive to many owners, especially those who live in city centres.”
Collectors could even commission EV-converted heritage cars, he added, bringing “another dimension to their collection”.
Research conducted by the RAC Foundation reveals that 5,540 miles of the UK’s road network are entirely devoid of mobile phone signal.
That may not sound so bad given that talking on the phone while driving is illegal. However, consider that means drivers are unable to call for help in the event of an emergency.
That 5,540-mile number represents around two percent of the UK’s road network, which spans nearly 250,000 miles. Furthermore, nearly a fifth (18 percent) of roads have a signal that can only hold a voice call for select providers – that’s 44,368 miles.
That’s fine for emergencies, however. Even if your provider isn’t receiving signal, but another is, you can still make an emergency call. Hence the ‘emergency calls only’ displayed on your phone.
The Scottish Highlands has the worst roads for voice coverage, taking up nearly a fifth (910 miles) of the blackout zone. Powys in Wales is second, with 411 signal-free miles of road. Argyl and Bute in Scotland is next, with 388 miles.
Cumbria, North Yorkshire and Devon are the worst in England for zero-signal roads, with 296, 219 and 190 miles respectively.
As for 4G internet, almost 14,000 miles of our road network has no 4G coverage at all. There are more than 5,400 miles of road without 3G coverage.
Steve Gooding, director of the RAC Foundation, raises a very good point about the capability of the existing infrastructure given the purported imminent arrival of connected and autonomous cars.
“Hopes are high that autonomous and connected vehicles will make our roads safer and help cut congestion, but that is dependent on those vehicles being able to communicate with each other and the infrastructure around them. This analysis shows that there is still work to be done to make constant and comprehensive coverage a reality.”
For now, though, significant improvement has been made in signal coverage across the UK and where it matters most.
“The good news is that mobile coverage has improved a great deal across our road network. On our motorways, which carry around a fifth of all traffic, every mile should now have voice and basic data coverage, plus a 4G signal for all but a couple of miles.”
The pass rates for the driving test in the UK have hit a 10-year low, with just 45.5 percent of candidates achieving a pass since December 2017. This follows changes to the examination made last year to make it more challenging.
The new test procedures were implemented to better replicate the rigours of real-world driving. They included increasing the independent driving section to 20 minutes, with the addition of having to follow sat-nav directions.
Reversing manoeuvres have been altered – reverse around the corner and turn-in-the-road have gone. Candidates also have to answer two vehicle safety questions while on their test drive.
What do you wish learner drivers were better at?
Regardless, UK drivers appear to be in support of these updates and further changes going forward.
“Research from around the world shows that getting as much experience of driving in as wide a range of traffic conditions as possible will make you a safer driver in the long run” said Neil Greig, IAM RoadSmart Director of Policy and Research.
“Learning to drive is an investment in your future so it’s not worth rushing it. Once you have passed your test you will still need to perfect your observation, anticipation and planning skills to ensure you survive on our increasingly congested roads.”
The Citroen C3 recently won the 2018 FirstCar ‘Driving Instructor Car of the Year’ award. The marque is offering some tips for prospective drivers, who are looking to face the toughest driving test yet:
Top tips for passing the driving test
Make sure you’ve had enough lessons and plenty of practice, your worst drive should be good enough to pass the test – not just your best.
Choose where you want to take your test, the route should reflect the type of driving you will be doing after passing. If you will be driving in town after passing, make sure you have a thorough grounding.
Pick a good time for your lessons to ensure it replicates your test experience. A lesson every Sunday morning may not give the challenge of driving in traffic that a test on a Monday morning is going to present.
Be thorough checking mirrors and develop an ordered observation strategy. You will be required to stop and move away throughout the test and it may be that there is never an issue for you to deal with, so the examiner needs to be confident that you look properly every time.
Be confident with the technology in your car and use it to your advantage. Make sure you have followed the instructions from a sat-nav and know when you can follow the directions safely.
Be prepared to ask the examiner to repeat their directions. It is not a memory test and it is better to be safe and confident than unsure.
A new higher-performance Honda HR-V Sport spec is being introduced for the updated 2019 model range, which goes on sale in December ahead of deliveries beginning in spring 2019.
The HR-V Sport is fitted with a 182hp 1.5-litre turbo petrol engine from the Civic hatch. It is offered with a six-speed manual gearbox or a CVT automatic.
Honda says it will reveal performance and fuel economy details nearer the car’s launch.
Interestingly, the manual version has a little more pulling power than the auto, and its peak power is delivered at 5,500rpm, rather than a revvier 6,000rpm. Presumably, the auto’s been capped so the gearbox doesn’t self-destruct.
The Honda HR-V Sport goes deeper than just a faster engine, though. Honda fits unique ‘Performance Damper’ suspension, which it says improves stability, reduces body roll and smooths out vibrations on rough surfaces.
The steering is also specific to the HR-V Sport, which uses a variable ratio system that’s crisp just off centre and smoother at bigger steering angles. Black-painted 18-inch alloys are standard too.
All 2019 model year Honda HR-V have tweaked styling outside and in, to which the Sport adds a front splitter, wheelarch mouldings, side skirts and a chunkier rear bumper. This bodykit is finished in black as are the door mirrors, and dual exhausts poke out the rear.
LED headlights are standard as well, while the Sport replaces the dark chrome front panel of the regular 2019 HR-V with a high-gloss black chrome insert.
Honda even fits bespoke sports seats for those in the front, with a more bolstered seat cushion and backrest. There’s a black rooflining too, just like you get on a Golf GTI – and, yes, a Honda Civic Type R.
Ever heard of a brake-test? A third of drivers – nearly 14 million of us – apparently respond to tailgating by dabbing the brakes to flash the following driver.
That’s according to research commissioned by Kwik Fit, which reveals that 75 percent of us would take some sort of action in response to a tailgater.
However, brake-testing, along with a flash of the foglights (used by eight percent) and sharp braking (10 percent) can risk a collision. If the car following brakes too hard in response, it, in turn, risks being rear-ended. The domino effect may continue…
How else do drivers respond to a tailgater? The research uncovered 11 percent of us would speed up to get away. Incredibly, nearly one in 10 drivers will ‘see how they like it’ by pulling out, pulling back then getting up close behind the original tailgater. Seven percent would make heated hand signals to express their displeasure.
Tailgating is one of the most irritating things to do on the road (annoying 89 percent of people). That’s just short of dangerous overtaking (92 percent), but many of us are guilty. A third of motorists admit that a car they’ve been following has taken similar action to what’s stated. One in ten has seen a car let them pass, only to sweep in and follow them closely.
Eight percent have themselves experienced a brake-test. Key offenders are men (38 percent) and younger drivers aged 18 to 34 (50 percent).
“Brake-testing a car which is far too close can be very tempting for drivers, either by dabbing the brakes to flash the brake lights, or by actually braking hard, but this can be very dangerous,” said Roger Griggs, communications director at Kwik Fit.
“The safest approach when encountering tailgaters is to drive normally, signal clearly and pull over when it’s safe to do so to allow them to overtake. Getting drawn into tit-for-tat behaviour is a no-win situation and only makes driving much more stressful than it needs to be.”
She may be 63 years old, but the Goddess looks as good today as she did when she stole the show at the 1955 Paris Motor Show. So, by way of a tribute to one of the greatest cars of the 20th century, we felt compelled to celebrate the life and times of a French masterpiece. The Citroen DS: this is your life.
Launched at the Grand Palais des Expositions, Paris
The Citroen DS stopped people in their tracks when the covers were pulled off at the Grand Palais des Expositions in Paris. Quite simply, it was a revelation.
Replaced the Citroen Traction Avant
It replaced the hugely successful but ageing Citroen Traction Avant. Like the DS, the Traction Avant – which is French for ‘front-wheel-drive’ – was a landmark car. But unsurprisingly, some 20 years on from its launch, it was in need of replacement.
DS is French for Goddess
Step forward the Citroen DS, which stands for ‘Déese’, which in turn is French for ‘Goddess’. It’s pronounced “day ess”, which could be an important thing to remember if you’re at a dinner party discussing the most important cars of the past 100 years.
One of the greatest cars of the 20th century?
It can lay claim to being one of the most significant and perhaps greatest cars of the 20th century. In most polls, the Citroen DS is placed in the top 10, more often than not in the top five.
Third in the Car of the Century awards
Indeed, the Citroen DS came third in the Car of the Century awards, beaten only by the Ford Model T and the Mini. It was also named the most beautiful car of all time by Classic & Sports Car magazine.
The DS was a true show-stopper
But just what makes the Citroen DS so special? Let’s remember that the DS arrived in 1955, a time when Europe was still recovering from the effects of World War II. Here was a car quite unlike anything that had gone before – this was a true show-stopper.
Codenamed the VGD
Work had begun on the Citroen DS soon after the launch of the Traction Avant in 1934. It was codenamed VGD, which stood for ‘Voiture á Grand Diffusion’, or ‘mass-produced car’. Developed alongside it was the Toute Petite Voiture (TPV), or very small car.
Developed alongside the Citroen 2CV
It was World War II that saw the VGD project being mothballed in favour of the TPV, a project that would culminate in the arrival of the Citroen 2CV in 1948. Two cars of equal significance but hugely different purposes.
Transforming the hippopotamus
By the early 1950s, work had restarted on project VGD. Flaminio Bertoni, Citroen’s chief stylist, was responsible for transforming early prototypes that had earned an unfortunate hippopotamus nickname into something worthy of the Goddess name tag.
Tested on the roads of southern France
The development of the Citroen DS was a closely guarded secret and Citroen’s bosses went to great lengths to keep things under wraps. Early prototypes were spotted on the roads of southern France, much to the annoyance of Pierre Bercot, Citroen’s managing director.
No teaser campaigns for the Citroen DS
Angered by the test cars being spotted in the wild, Bercot heightened security and ensured no further leaks would occur. Unlike today, there would be no teaser campaigns and no pre-show images. The world would have to wait until the 1955 Paris Motor Show.
A new flat-six engine for the Citroen DS?
Citroen had planned to utilise an entirely new flat-six engine for the Citroen DS, something that would have undoubtedly matched its forward-thinking design and engineering. It wasn’t to be, as the development work would have proved too costly.
Used the four-cylinder engine of the Traction Avant
Instead the Citroen DS had to ‘make do’ with the 1911cc, four-cylinder engine of the Traction Avant. It would be years before the DS received the engine it deserved, although the public seemed unconcerned.
Causing a stir
The Citroen DS was unveiled to a packed Paris Motor Show at 9am on Thursday 5 October 1955. At the same time, a number of DSs were being driven through the crowded streets of Paris. They caused quite a stir.
Arrival
Within minutes of its unveiling, Citroen had received over 700 orders for the DS. By the end of the day, that number had increased to 12,000. The Citroen DS had arrived.
79,000 orders by the end of the show
By the time the Paris Motor Show was over, Citroen had received 79,000 orders for the DS. Everyone wanted to be associated with the Goddess and its film star looks. But this beauty was more than just skin deep.
Aerodynamic styling of the future
The Citroen DS was a big car, stretching 189 inches from bumper to bumper. Its aerodynamic styling was like something from the future and motorists weren’t accustomed to seeing cars with frameless doors and without radiator grilles.
Hydropneumatic suspension
The Citroen DS’s chief party trick was its hydropneumatic, self-levelling suspension. The ride height could be controlled from inside the car and it meant the DS would give its occupants the feeling they were riding on a cushion of air.
Aircraft-inspired hydraulic circuits
But that wasn’t all. The Citroen DS – known officially as the DS19 – featured powered brakes, power steering and a powered gear selection system. They worked by using high-pressure hydraulic circuits typically found on an aircraft.
Nobody had a clue how these things worked
Perhaps unsurprisingly, such complex mechanicals brought with them one or two issues. Aside from the development team, nobody had any idea how these things worked. Security had been so tight, Citroen hadn’t thought to brief the Citroen workshops.
Workshop manuals were required
Many owners found themselves with no steering, brakes, gearbox or suspension, and would have been stood scratching their heads wondering what on earth to do to fix the problem. Under the warranty agreements Citroen had to repair them, so workshop manuals and diagrams were quickly drawn up.
Some cars were built in Slough, UK
This caused particular problems in Slough, where Citroen produced a number of UK-built DSs. Citroen wasn’t keen on releasing details of the complex suspension system, not even to the factory in Slough. This didn’t make things easy for Citroen’s UK arm or indeed its customers.
UK cars were subtly different
The UK-built Citroen DS cars were subtly different to those built in France, most notably the number plate holder and Lucas light lenses at the back of the car. Small changes were also evident on the inside.
Revolutionary interior
Flaminio Bertoni’s interior design for the Citroen DS was nothing short of brilliant. The signature piece was the single-spoke steering wheel, which sat in front of a revolutionary thermoplastic dashboard. In the UK this was created by a vacuum forming process, as opposed to the injection moulding method used in France.
Waiting lists of 18 months
The Citroen DS19 had hit the ground running. Notwithstanding the rather lacklustre engine and the initial problems surrounding the hydraulics, the DS had generated a tremendous amount of goodwill. Waiting lists extended to 18 months, with motorists desperate to spend quality time with the Goddess.
A very expensive car
But there was a problem. A Citroen DS19 cost £1,726 including purchase tax, making it more costly than a Mk11 Jaguar (£1,711) and a Rover 105 (£1,696). Such a revolutionary design costs money. But what of those who didn’t have the means to afford such a car?
The Citroen ID19 was born
Step forward the Citroen ID19, a cheaper alternative to the DS19. It retained the engine of the DS19, albeit with reduced horsepower, but it lacked the revolutionary dashboard and the hydraulic brakes, gears and steering. That said, it did offer the hydropneumatic suspension.
ID – a good idea
In keeping with the approach to naming adopted for the DS, the ID was short for ‘Idée’, or ‘Idea’ in French. Naturally, the DS19 was still the one to have, but hats off to Citroen for making the basic design accessible to more people.
The Citroen DS Break
The ID had arrived in 1956, but the range grew further in 1958 to include the DS Break, otherwise known as an estate or station wagon. These cars were aimed at commercial buyers as well as growing families.
Familiale or Commerciale
The Familiale versions offered three rows of seats, either in 7-seater or 8-seater guise, while the Commerciale was aimed more at businesses and artisans. Their practicality was enhanced by a roof rack and a two-piece tailgate.
Citroen DS Decapotable
But the DS didn’t stop there, because in 1958 Citroen bowed to public pressure by building a Decapotable or cabriolet version. Coachbuilders had already been making their own versions of a topless DS, so it was inevitable that Citroen would do the same.
A very expensive version
The DS Decapotable looked stunning, almost as though it was destined to be a drop-top from the start. But it didn’t come cheap and a price tag more than double that of a standard car meant that few were produced. A total of 1,365, in fact.
Citroen wins the Monte Carlo Rally
Amazingly, the Citroen ID19 also enjoyed success in motorsport circles, including a win in the 1959 Monte Carlo Rally and again in 1966 when the disqualification of four Mini Coopers resulted in the fourth place Citroen being propelled to the overall winner.
Citroen DS Pallas
The DS/ID would continue to evolve throughout the 1960s and Citroen added a range-topping Pallas model. The Pallas featured a host of external trim upgrades, including full wheel covers, chrome and brushed aluminium trim and two extra driving lights.
Citroen DS Pallas interior upgrades
The Citroen DS Pallas also featured better noise insulation, luxury velour upholstery and – if required – optional leather.
A car fit for royalty
Unsurprisingly, the great and the good of France were keen to be associated with the Citroen DS, as can be seen here, with a number of DSs being used for ministerial duties during the visit of the Queen in 1972.
Charles De Gaulle survives an assassination attempt
The Citroen DS is also credited with saving the life of President Charles De Gaulle in 1962. A group called the OAS opened fire on the car with a hail of 140 bullets. The windows were shattered and all four tyres were punctured, but, thanks to the suspension system, the DS was able to be driven away from the scene.
Engine developments
Further engine options arrived in the 1960s, all based on the existing four-cylinder engine. These included the DS20 and the DS21, with the latter featuring a 2.1-litre engine capable of a top speed of 108mph.
A facelift for the Citroen DS
The most significant development of the late 1960s was the facelift of 1967. Citroen called in the help of Robert Opron, who also worked on the Citroen SM, GS and CX. He didn’t have to work too hard on what was already a stunning piece of design.
New, advanced headlights
The key development was the arrival of new headlights, with four lights mounted behind transparent covers. The outer pair were linked to the suspension to maintain a level beam regardless of the car’s movement.
Directional inner lamps
The inner lamps swivelled with the steering, something that’s only just becoming commonplace on cars today.
Swivelling lights not permitted in the USA
Swivelling lights were not permitted on cars in the United States, so US-registered DSs featured a set of four exposed lights that didn’t swivel. In truth, the DS was never a big seller in the US.
The millionth car
In 1968, Citroen produced the one-millionth DS, a car that was displayed at the flagship store on the Champs-Élysées in Paris. Later it would be given away as a raffle prize to a lucky 22-year-old student.
Sales in excess of 100,000 units a year
By the late 1960s and early 1970s, the Citroen DS/ID remained incredibly popular, with sales figures breaking the 100,000 mark in 1967 and 1970. But there could be no doubt the Goddess was on borrowed time.
The Citroen DS23 of 1973
Arguably the ultimate incarnation of the breed is the DS23, which arrived in 1973. Finally, the DS got the engine it deserved, a 2.3-litre engine producing 115hp, or 130hp when equipped with fuel injection.
Last one built in 1975
The final Citroen DS rolled off the production line on the 24th April 1975. A 20-year lifespan, during which time its popularity never waned and few cars could match its blend of supreme comfort and technical innovation.
Nearly 1.5 million cars built
In total, 1,455,746 DSs and IDs were sold, including cabriolets, commercial vehicles, rally cars, ambulances and family transport. Of these, 1,330,755 were built in Paris. An icon of the 20th century? Absolutely.
A lasting legacy
It is said that the Citroen DS was built 20 years ahead of its time and, given it remained a technical masterpiece in 1975, this much is certainly true. Its legacy lived on in the SM, CX, BX, XM and even the Xantia.
A global icon
The Citroen DS is one of a select number of cars that is recognisable across the world. Certainly, the fact it was built in France, UK, Belgium, South Africa, Yugoslavia and Australia may have helped this, but few cars have enjoyed such universal appeal.
A bonafide classic car
Today, the Citroen DS is a highly sought-after classic car, with values on the up. The complexity of the hydraulics means that specialist assistance is often required when keeping them alive, but the rewards are plain to see.
The automotive hall of fame
Where does the Citroen DS sit in the automotive hall of fame? Up there with the likes of the Mini, the Beetle, the Jaguar E-Type, the Ford Model T and the Land Rover. Revolutionary cars that shook the world.
Yours for up to £21,000
Practical Classics magazine lists prices ranging between £2,250 and £20,000 for the DS/ID19, with the DS20/21/23s going for a lot more. Indeed, values between £5,000 and £40,000 are more realistic.
Estate versions are highly sought-after
The Safari (estate) versions can command more than the DS/ID19, with Practical Classics putting values between £3,000 and £25,000. As for the Decapotable, the price guide has values nudging £200,000.
One of the most valuable Citroens in the world
Aside from the equally magnificent Citroen SM, this means the DS is one of the most valuable Citroens on the planet. Values even outstrip the Traction Avant.
A technical masterpiece
In the UK, the Citroen DS is viewed as a technical masterpiece and a stunning piece of design. But in its native France, things were different. To the French, it was simply a form of transport. Bargains can be sourced if you’re prepared to look for them.
The DS brand reborn
Today, the DS badge has divorced from Citroen, positioning itself as a luxury and lifestyle brand. DS has opened a flagship store in Paris, where the original DS is on display to sprinkle some authenticity over a thoroughly modern interpretation of the brand.
A tough act to follow
But no matter what the DS brand does in the future, it is unlikely to recapture the magic of the DS19 and the huge impression it made back in 1955. It’s an incredibly tough act to follow.
The DS was simply a working machine
Let’s not remember, the Citroen DS didn’t showcase options and accessories for the sake of it. The DS featured useable technology that served a real purpose. For all its majesty and grace, the DS was simply a working machine.
Sixty-three years young
Ladies and gentleman, we give you the Citroen DS. Sixty-three years young and looking better than ever.
The new Kia e-Niro electric car will launch in First Edition spec with a price of £32,995 after the £3,500 government Plug-in Car Grant is deducted. Sales begin on 1 April 2019.
The only option on the Kia e-Niro First Edition will be premium paint, costing £565. It’s offered in a choice of five colours, including e-Niro-unique Pluto Brown.
A more affordable version with a price nearer £30,000 is expected later, although Kia says it is unlikey to bring in the even cheaper lower-capacity battery e-Niro offered in other markets.
Standard spec of the e-Niro First Edition includes climate control, autonomous emergency braking, lane keep assist, touchscreen sat nav with an 8.0-inch screen and a 320-watt eight-speaker JBL sound system.
Leather upholstery is included and the front seats are heated.
Disappointingly, it has regular halogen headlights, rather than bright and energy-saving LED units, although it does have LED rear lamps.
The e-Niro also still gets the seven-year, 100,000-mile warranty of all Kias, which extends to the battery and electric motor. It’s fully transferable to future owners, too.
The electric motor produces 201hp for a 0-62mph time of 7.5 seconds – that’s warm hatch fast. The top speed is limited to 104mph.
The Kia e-Niro joins the existing Niro hybrid and Niro Plug-in Hybrid; it is marked out by a redesigned, aero-tuned front end with integrated charging port, and ‘arrowhead’ LED running lights with blue trim.
At the rear, a new bumper has more blue accents and the e-Niro has bespoke 17-inch alloys with a diamond-cut two-tone finish. The design tweaks give it a smoother aerodynamic drag coefficient Cd of 0.29; the standard Niro is 0.30.
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The new Kia e-Niro electric car will launch in First Edition spec with a price of £32,995 after the £3,500 government Plug-in Car Grant is deducted. Sales begin on 1 April 2019.
