Miguel Sánchez
History has been unfair by forgetting the name of Paul Magès too many times. Not surprisingly, this French mechanic with no engineering training was the one who, at the beginning of the fifties, devoted all his efforts at Citroën to the development of the oleopneumatic suspension. Currently known as hydropneumatics, this is capable of self-leveling the car, thus establishing an excellent compromise between stability and comfort. In fact, even Rolls-Royce wanted to buy the patent for this invention from Citroën. Which he answered with a refusal that led the British house to try to replicate the system itself. By the way, with controversial results despite its enormous capacity in research and development.
However, and although it may seem curious, Paul Magès had to row against the leadership of Citroën. What's more, he was about to be fired when it was discovered how he used company resources to develop his particular invention. A priori, too eccentric and daring to use fluids instead of the usual mechanical resources. So things, the tension generated was resolved when a version of the Traction Avant with hydropneumatic suspension on the rear axle was presented in 1954. All this with the idea of timidly testing this complex and revolutionary mechanism on real commercial ground.
At this point, surprisingly everything seemed to work fine. Thanks to this, the management of Citroën not only cleared up their doubts. But he even used this type of suspension as the technological milestone with which he would present his new model in 1955. The DS. Conceived to take the leadership of its segment in France, this new car bet used surprise as a passport to success. Not in vain, From its spectacular design to the refinement of its mechanical elements, everything in the DS was designed to be disruptive.. A feat achieved without palliatives. Being easily evident when we compare it with its two main competitors in the local market: the Renault Frégate and the Peugeot 403.
In fact, the latter was also presented in 1955. Something that further accentuated the excellence of the DS because, even though it was contemporary with the Peugeot, the Citroën seemed to have come from a future era. All in all, this model only encountered a significant problem when it ran into tax policies. Based on the concept of "fiscal horses" and that, in France, they significantly taxed the most generous powers. However, even with leaner engines than expected in such a large design, the DS was surprisingly responsive. Something that, in truth, stopped those who could have demanded a six-cylinder version more forcefully instead of four.
With all this, Citroën was on top thanks to the DS. Especially in France. Where the tariffs that protected its automobile industry from German competition would not be lifted until 1968. However, the truth is that even with its four-cylinder engine, the DS was more expensive than the Peugeot or Renault. Thus, in 1957 Citroën introduced the ID. An economical version of the DS, lowering engine power to 65CV while reducing servo controls and simplifying the cabin. In addition, in 1959 a station wagon version called Break in France, Wagon in the United States, and Safari in the United Kingdom came out on the market.
CITROËN BREAK, MIDDLE BETWEEN THE DS AND THE ID
Both commercially and technically, the Citroën Break was bound to arrive at one point or another. From a commercial point of view, because the competition already had comparable options. An aggravated fact in the Anglo-Saxon market. Where ranchera bodies enjoyed greater prestige than in France, Italy or Spain. In addition, analyzing this design from the technical point of view, the truth is that the wide battle of the DS and ID favored housing a model with up to three benches of seats. In fact, this opened up a wide commercial spectrum in terms of large families, town taxis, ambulances or team cars.
Positioned in this situation, in 1958 the directors of Citroën agreed to a station wagon created on the basis of the ID. A totally justifiable choice. Since, having done it on the DS, the sale price would be too high for a model with practical ambitions. Nevertheless, the creation of the Citroën Break would not be as easy as simply giving the saloon model a long roof, a little more wheelbase and a fifth door. Far from it, the increase in weight implied the need to intervene in, at least, the engine and the brakes.
Thus, although the Citroën Break begins by selling itself as an ID, the truth is that it takes the hydraulic brakes from the DS and, in addition, changes the settings of the engine with 1.911 cubic centimeters and 65CV in its shortest gears. This way, torque delivery is improved at low speeds. Just with the idea of not being compromised when facing slopes in case of being loaded. Likewise, with regard to the equipment, three different seat combinations are established, which can be combined with two finishes in the 1959 presentation range.
Thanks to this, buyers saw in the Citroën Break ID a useful and ambitious bet because, not in vain, it anticipated certain performance and safety problems by climbing positions towards the height of the DS. Because of this, the commercial response was excellent. What's more, on average, around 7.000 units come out per year throughout its production. Yes indeed, adding to the calculation the Citroën Break that, since the mid-sixties, already began to mount exclusive mechanics of the DS. Fact that raised the power of various versions up to 90CV and even 109CV. Last and most performance variants of this ranchera, which abandoned its production in 1975 already surpassed by the most modern German sedans.
In short, there is no doubt about how the Citroën Break played its own role between the ranges of the ID and the DS. Another of the many attractions that make this ranchera one of the best purchase options among those who keep the enthusiasm aroused by the DS alive. That model that, during its presentation at the 1955 Paris Salon, registered more than 10.000 orders in just 24 hours.
P.D. The unit we have used to illustrate this article was made in 1972 with a mechanical option borrowed from the DS21. For this reason, this model is often not referred to as Citroën Break, but as Citroën DS21 Break or, in this case, Safari as it is British. It is for sale in The Hairpin Company with a, by the way, an excellent condition.
Photographs Citroën Break: The Hairpin Company / Citroën Origins
