The problem was intensified by the fact that the reservoir had to be vented to allow the fluid level to change when it was pumped around.Ĭitroen solves this problem with a mineral oil called the LHM in 1967 for the DS. The LHS hydraulic fluid used by the system had a tendency to absorb water, which in turn resulted in corrosion. The system, innovative as it might have been, gained a reputation for unreliability because it was actually released before it was really ready.
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Once the extra fluid is not needed (when the car is unloaded, the driver wants it lowered, or the Citroen isn’t cornering) it is returned to the reservoir via lower pressure return lines. For example, the Citroen Xanta from the ‘90s had an extra sphere for each axle for However, up to nine of ten cylinder can be used. That’s what the dampers on our cars are there for, but Citroen’s system does away with this need.Ĭars equipped with the hydropneumatic suspension system have five or six spheres, one for each corner, a main accumulator and sometimes another sphere for the braking system, which needs to be independent for safety’s sake. To put is simply, if a normal suspension had only springs, it would bounce around for a long time after every bump.
The major advantage of this system is that the nitrogen gas has non-linear force-deflection characteristics. The two are separated from one another by a flexible membrane. The movement of the swingarm pushes the hydraulic fluid which in term compresses gas within a sphere. The DS was also advertised as being capable of having a ride hight of anywhere between 9 and 28 cm.īut how did they do this? Every wheel was attached to a control arm. On the Citroen DS, a belt-driven, 7-piston hydraulic pump was driven by the engine and provided pressure for the specially developed LHS hydraulic fluid that not only motivated the suspension, but also the power steering, the brakes and the gearbox and clutch assembly.
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