Big changes came to the DS in 1968.  This is the year that the nose of the car was redesigned to have four halogen headlights under glass covers (a.k.a. the turning headlights lights).  Disappointingly, USA cars instead received standard US-specification 5 ¾ inch sealed beams installed in sturdy cast-aluminum buckets.  The USA headlights were used from model year 1968 to the end of USA sales in 1972. 


The Euro front turn signals for 1968 cars were thin rectangular units made by either Seima or AXO that were mounted in the fenders, just below the headlights.  USA cars from 1968 to 1972 were instead equipped with round turn signal units made by Scintex that were mounted in the underpan, below the front bumper.  On USA models, the existing Euro turn signal holes in the front fenders were covered with stainless steel blanking plates. 


Scintex front turn signal on USA DS’s from 1968-1972

Cars picked up though the European delivery program may have been equipped with BOTH types of front turn signal lamps installed; Seima/AXO units in the fenders and Scintex units under the bumper.  An example of a car with both turn signal lamps is shown on the cover of this European delivery brochure.


In 1968, the USA rear sedan lighting was identical to that used on 1967 USA sedans (round Lucas lamps with red lenses, and Lucas license plate lights). 


USA wagons in 1968 had the same Euro-style rear lighting as 1966/1967 USA wagons. 


The pendulum swung widely on the lighting for 1968 Canadian DS’s, which had been using USA lighting for 1966/1967.  In 1968, Canadian DS’s received full Euro lighting (front and rear, on both sedans and wagons).  

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European delivery brochure showing a car with USA nose configuration, but with Euro front turn signals as well

This is an example of a Canadian DS21 with full Euro lighting, front and rear. This particular car is a 1969 that now resides in Washington State

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1968 DS’s for the USA received a dashboard that was similar to that of their Euro counterparts.  Differences for USA models include a speedometer calibrated in MPH and a different turn signal switch.  Note that USA turn signals had an external flasher unit, instead of having the flasher integral with the switch.  Photos of the "Klaxon" turn signal flasher unit used on USA cars is shown in the 1966/1967 section. Cancelling the turn signal on USA switches on cars between 1966 and early 1969 was accomplished by pulling the lever aft, toward the driver. 


Also, 1968 USA cars had emergency (hazard) flashers operated by a switch with a red knob (see photo).  This red flasher switch was located below the clock as shown in the photo (in the hole where the Euro left/right parking switch had been located).  The wiring behind the dash for this hazard light switch was haphazard, sometimes installed with unprofessional tactics (wires twisted together, electrical tape, etc).  Additional research on this flasher suggests that it was installed by Citroën personnel, after the cars arrived in the USA and before the cars were turned over to the dealers.  A term for this type of installation was “port installed.”  Note that US regulations appear to have required hazard flashers for model year 1968.  This hazard light switch is not covered in the parts books, but most (or likely all) 1968 USA DS’s had it.  


All Canadian 1968 DS’s had dashboards similar to the Euro dashboards, except for a few minor changes, such as the speedometer calibrated in MPH.  Canadian cars in 1968 did not receive the hazard flashers.

Hazard light flasher switch on a USA 1968 DS21 dashboard - see red knob 

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Typical dashboard that would be found on a 1968 DS21 (very similar for Euro, USA, and Canada)



Air conditioning systems started showing up in higher volume on some North American DS’s in 1968 and early 1969.  One of the more common systems seen on 1968 and 1969 cars was developed by Coolaire and is reported to have been installed by Citroën personnel, before the cars were turned over to the dealers (i.e. port installed).  The Coolaire company was based in Miami, Florida, and they made ‘aftermarket’ A/C systems for various cars of the era (British, German, French, etc).  


The A/C compressor (made by York) was installed on the left side of the engine bay, in the location where the alternator would normally be.  The alternator was then relocated to the right side of the engine bay, just above the hydraulic pump.  To assist in the condensing function, a loop of finned tubing ran underneath the car, nose-to-tail, and then back (see photos).  A condensing radiator was also installed in the air duct that fed the radiator.  There were no condenser fans.  This system was somewhat crudely designed and executed and is very rare today.  


We believe that this A/C system was primarily installed on 1968/1969 cars that had the battery located on the right side of the engine bay.  But in 1970 when Citroën moved the battery back to the left side, there was insufficient room for the York A/C compressor.   In order to support A/C on 1970 and perhaps 1971 cars, Coolaire had to move the battery back to the right side of the engine bay with a crudely built battery box, made of welded steel angle channel.  The wiring for the battery and starter had to be modified to move the battery back to the right side as well. 


While this system was most common on 1968 and 1969 cars, it may have been used in smaller numbers on 1967 cars (which also had the battery on the right ) as well as some 1970 and 1971 cars.  


There were one or perhaps two other aftermarket A/C systems available in this era, but the Coolaire system was the most common, at least on the west coast of the USA. 

Coolaire A/C compressor installed on the left side of the engine bay


Coolaire condenser tubing routed underneath the car from the engine compartment to the rear of the car and back

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Coolaire dashboard unit as commonly found in 1968 and 1969 cars.  This particular car is a 1969 1/2 DS21 Pallas 


Brochure for Coolaire air conditioning from about 1966 or 1967



A big change on 1968 USA DS’s was the addition of a smog control system called, Secondary Air Injection which caused major changes in the engine compartment.  This system used a belt-driven pump to inject air into the cylinder head, just downstream of the exhaust valves, with the intent to oxidize (burn) any remaining unburned fuel that would otherwise go out the tailpipe.   The air pump was designed by Lucas, but some were manufactured by Hitachi of Japan, under a licensing arrangement. 


In addition to the air pump itself, many brackets, hoses, and tubes were required for this system, a small number of which can be seen in the parts book snippet.  

Secondary air injection also utilized something called a gulp valve which was there to prevent backfiring when the throttle was abruptly closed. The gulp valve was mounted on the engine block, just behind and below the alternator. A check valve was installed to prevent exhaust from backing-up into the air injection system. 


Also, carburetors had to be re-jetted, thus causing unique carburetor model numbers for USA cars (e.g. DLED3, DLED4, DMD1).  All smogged USA Weber carburetors (and some USA smogged Solex carburetors) had a damper to prevent the throttle plate from snapping shut too quickly, thereby reducing tail pipe emissions.


Citroën had to redesign the cylinder head for the air injection system by adding nozzles in the exhaust ports (see photo).  


Smogged DS’s with twin exhaust manifolds had a different header pipe in the exhaust; it was re-shaped to accommodate the smog differences on the right side of the cylinder head.


The water pipe and heat shield on the right side of the cylinder head were re-shaped to avoid the smog equipment. See photo below.

Even the engine flywheels were different in this era; the ignition timing groove in the flywheel was located at a different crank position (zero degrees instead of 12 degrees before TDC). 


USA regulations required that certain emission data be displayed in the engine compartment. Citroën complied with a sticker sticker that was placed on the firewall adjacent to the left fuse box of 1968 and 1969 DS's. Later cars had a metal plate riveted in the engine compartment. 


This smog system remained on all USA-bound DS’s until Citroën stopped importing DS’s in 1972. 


Canadian cars did not get these smog changes until mid-1971. 

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Parts book extract showing a small portion of the smog system components added to 1968-1972 DS’s


Weber model DLED3 carburetor for a USA DS21 with the throttle damper for smog control

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Lucas smog pump for a 1968-1972 DS

Unfortunately, these early smog control systems were terribly unreliable. The air pump had delicate carbon vanes inside which tended to self-destruct. The bearings in the air pump seemed to be prone to seizure. The metal pipe on the right side of the cylinder head would rust out and break off after a few years. The rubber hoses that connect all these parts were prone to splitting open at the ends. Plus general maintenance in the engine compartment was made much more difficult with the system installed. The final blow was that parts availability in the USA for smog-related components was never very good. As a result, nearly all DS's in North America had the air injection system removed many decades ago, usually only a few years after the car was sold. 


Smog information sticker found on 1968 and 1969 cars - installed on left firewall, near fuse box


Rube Goldberg bracket for smog pump (Item #8 from parts book snippet)


Gulp valve, installed on left forward side of the engine block, just behind the alternator (Item #2 from the parts book snippet)


Air injection pipe, mounted on the right side of the cylinder head. A check valve is screwed on the forward end (Items #3 and #15 from parts book snippet)

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Nozzle in cylinder head exhaust port for air injection system


Water pipe on the cylinder head was re-shaped to accommodate smog equipment (Euro top, USA bottom), USA part number was DX642-9D


Inner heat shield had a cut-out for smog equipment (Euro top, USA bottom)The USA part number was DX 181-206A

This page, showing unique maintenance requirements for the emission control system, was stapled in the owner's manuals of 1968 DS's

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Smogged engine compartment on a USA DS. The air pump is shown circled. This particular car is a very original 1971 DS21 Pallas Citromatic. If you were to add air conditioning, the car would be exceedingly difficult to work on!



1968 DS's in North America (Both USA and Canada) continued to have LHS2 hydraulic fluid in the hydraulic systems. European cars received LHM in 1967.  




1968 DS’s delivered to the USA were equipped with the Michelin 180-380 Michelin XAS tires.


We believe that Canadian 1966 to 1972 sedans and wagons were all delivered with 180-380 XAS tires, however documentation is scant.