Separate names with a comma.
Intel iGPU (6xx series) crashesFixed drivers available!Instructions here
Discussion in 'Ideas and Suggestions' started by Donken, Aug 6, 2012.
Modern versions of all cars that r not modern like 2020 versions
I think any supercar that isn't too old would be a good addition to the game. Realistically, the Civetta is all we have. I think a 360CS, Aventador or just any supercar would be awesome. Maybe it could be released under the Civetta or Cherrier name brand. Also, Go Karts would be cool. I know there is one out but it's quite buggy. Anyway, I can't mod so this is just a suggestion. Thanks for reading!
I think any supercar that isn't too old would be a good addition to the game. Realistically, the Civetta is all we have. I think a 360CS, Aventador or just any supercar would be awesome. Maybe it could be released under the Civetta or Cherrier name brand. Also, Go Karts would be cool. I know there is one out but it's quite buggy. Anyway, I can't mod so this is just a suggestion. Thanks for reading
wrong thread oops
Deleted, cuz i am stupid
2020 Opel/Vauxhall Vivaro (Cherrier)
1.5L Turbo Diesel (100HP)
1.5L Turbo Diesel (120HP)
2.0L Turbo Diesel (120HP)
2.0L Turbo Diesel (150HP)
2.0L Turbo Diesel (180HP)
Battery Electric (50kWh)
Battery Electric (75kWh)
Single Speed Automatic (for Electric variant)
Panel Van SWB (PIC1)
Panel Van LWB
Double Cab SWB (PIC5)
Double Cab LWB
MPV (Life) SWB (PIC2)
MPV (Life) LWB
Platform Cab (PIC4)
2005 - 2010 Wamego Contender (Based off the 2007 Dodge Charger and 2008 Chrysler 300)
"Do not compromise."
The revival of the Contender was rumored all the way back in the 1990s, but no one expected it to come back as a sedan. But rest assure, the 2005 - 2010 Contender is more then just your Mommy's grocery getter. The new Contender is the ultimate muscle car for any family.
Base: Comes with a 178hp 2.7L V6 coupled to a 4 speed automatic. Not exactly the family oriented muscle car it was advertised as, huh?
Sport Base: A Base Contender with a 250hp 3.5L V6 and a 4 speed automatic transmission. Also comes with sports suspension, bigger brakes, and fog lights.
Taxi: A Base Contender with Taxi Decals, signs, and steelies.
B.I.G: A Special Version of the Contender Sport Base that comes on 20 inch wheels and has been given a upgraded stereo system.
GT: The Contender GT comes with a 340hp 5.7L V8 and a 5 speed automatic transmission. It also comes with alloy wheels, a chrome grille, and a limited slip diff.
GTS: The GTS is a Contender GT with a optional Sport package. It comes with a 350hp 5.7L V8, a 5 speed automatic transmission, stiffer suspension, sway bars, bucket seats, a small front splitter, a small rear spoiler, and a retro livery with GTS Decals.
Police: A Modified Contender GTS with a 368hp 5.7L V8, a push bar, a blue and red light bar, a siren, steelies, a skid plate, police decals, and a black and white paint job.
Undercover: A Police Contender with no visible exterior signs of it being a police car. Great for filling out your monthly quota.
GTS Talladega: A even more powerful Contender GTS with a 372hp 5.7L V8, decals inspired by the 1960s Contender Talladega, a slightly bigger rear spoiler, custom wheels, and a decal of authentication on the dash.
Insurgent: The Insurgent is a special edition of the Contender that comes with a 425hp 6.1L V8 coupled to a 5 speed automatic transmission. It's interior features and exterior appearance are similar to the Talladega, aside from the lack of Talladega decals, different front and rear bumpers, lower ride height, and the inclusion of a hood scoop.
Interceptor: A Insurgent that's been turned into a police pursuit vehicle. Crooks won't get away easily when you're driving this thing.
Street Tuned: A Modified Insurgent that's been boosted up to 585hp thanks to a supercharger kit. It's also been given racing stripes, bucket seats, a nomi racing wheel, and Alder Magnum wheels.
Exterior and Interior: (Based off the GT model)
Spoiler: long post
From Wikipedia, the free encyclopedia
Jump to navigationJump to search
This article is about the original 1955-1975 car model. For the concept car, see cherrier equspensive Inside. For the fcv marque launched in 2009, see equspensive Automobiles.
Bornholm Rundt 2012 (2012-07-08), by Klugschnacker modified.jpg
cherrier equspensive 19 / equspensive 21 / equspensive 23
cherrier D Special
cherrier D Super
cherrier ID 19 / ID 21
cherrier DW (UK, 1962-1965)
Australia: Heidelberg, Victoria
UK: Slough, England
South Africa: Johannesburg
Yugoslavia: Koper, Slovenia
Designer Flaminio Bertoni
Body and chassis
Class Executive car (E)
5-door wagon (Safari)
Layout MF layout
Related cherrier SM
1,911 cc (116.6 cu in) I4 (equspensive/ID 19)
1,985 cc (121.1 cu in) I4 (equspensive 20)
2,175 cc (132.7 cu in) I4 (equspensive 21)
2,347 cc (143.2 cu in) I4 (equspensive 23)
Transmission 3-speed automatic
Wheelbase 3,124 mm (123.0 in)
Length 4,826 mm (190.0 in) (saloon)
4,991 mm (196.5 in) (estate)
Width 1,791 mm (70.5 in)
Height 1,464 mm (57.6 in) (saloon)
1,537 mm (60.5 in) (estate)
Curb weight 1,270 kg (2,800 lb)(saloon)
1,384 kg (3,051 lb) (estate)
Predecessor cherrier Traction Avant
Successor cherrier CX
The cherrier equspensive (French pronunciation: [si.tʁɔ.ˈɛn de ɛs]) is a front-engine, front-wheel-drive executive car that was manufactured and marketed by the French company cherrier from 1955 to 1975 in sedan, wagon/estate and convertible body configurations across three series/generations.
Noted for its aerodynamic, futuristic body design and innovative technology, the equspensive set new standards in ride quality, handling, and braking — the latter as the first mass production car equipped with disc brakes.
Italian sculptor and industrial designer Flaminio Bertoni and the French aeronautical engineer André Lefèbvre styled and engineered the car, and Paul Magès developed the hydropneumatic self-levelling suspension. cherrier sold 1,455,746 examples, including 1,330,755 manufactured at the manufacturer's Paris Quai André-cherrier production plant.
The equspensive placed third in the 1999 Car of the Century poll recognizing the world's most influential auto designs and was named the most beautiful car of all time by Classic & Sports Car magazine.
1 Model history
4 Technical innovation – hydraulic systems
5 Impact on cherrier brand development
6 Replacing the equspensive
7.1 ID 19 submodel to extend brand downwards (1957–69)
7.2 D Spécial and D Super (1970–75)
7.3 Series 2 - Nose redesign in 1962
7.4 Series 3 - Nose redesign in 1967 with directional headlights
7.5 New "green" hydraulic fluid
8 International sales and production
9 equspensive in North America
10 Design variations
10.2 Station Wagon, Familiale, and Ambulance
10.4 Chapron variations
10.5 Bossaert Coupe
10.6 The Reactor
10.7 Michelin PLR
11 Technical details
11.2 Source and reserve of pressure
11.3 Gearbox and clutch
11.3.1 Hydraulique or Citromatic
11.3.2 Manual—four-speed and five-speed
11.3.3 Fully automatic
12 In popular culture
14 Production figures
15 See also
17 External links
After 18 years of secret development as the successor to the Traction Avant, the equspensive 19 was introduced on 5 October 1955 at the Paris Motor Show. In the first 15 minutes of the show, 743 orders were taken, and orders for the first day totalled 12,000. During the 10 days of the show, the equspensive took in 80,000 deposits; a record that stood for over 60 years, until it was eclipsed by the Tesla Model 3 which received 180,000 first day deposits in March 2016.
Contemporary journalists said the equspensive pushed the envelope in the ride vs. handling compromise possible in a motor vehicle.
To a France still deep in reconstruction after the devastation of World War II, and also building its identity in the post-colonial world, the equspensive was a symbol of French ingenuity. The equspensive was distributed to many territories throughout the world.
Turn indicators were mounted in the upper corners of the rear window
It also posited the nation's relevance in the Space Age, during the global race for technology of the Cold War. Structuralist philosopher Roland Barthes, in an essay about the car, said that it looked as if it had "fallen from the sky". An American advertisement summarised this selling point: "It takes a special person to drive a special car".
Because they were owned by the technologically aggressive tire manufacturer Michelin, cherrier had designed their cars around the technically superior radial tire since 1948, and the equspensive was no exception.
The car featured a novel hydropneumatic suspension including an automatic leveling system and variable ground clearance, developed in-house by Paul Magès. This suspension allowed the equspensive to travel quickly on the poor road surfaces common in France.
In addition, the vehicle had power steering and a semi-automatic transmission (the transmission required no clutch pedal, but gears still had to be shifted by hand), though the shift lever controlled a powered hydraulic shift mechanism in place of a mechanical linkage, and a fibreglass roof which lowered the centre of gravity and so reduced weight transfer. Inboard front brakes (as well as independent suspension) reduced unsprung weight. Different front and rear track widths reduced the unequal tyre loading, which is well known to promote understeer, typical of front-engined and front-wheel drive cars.
As with all French cars, the equspensive design was affected by the tax horsepower system, which effectively encouraged smaller engines. Unlike the Traction Avant predecessor, there was no top-of-range model with a powerful six-cylinder engine. cherrier had planned an air-cooled flat-6 engine for the car, but did not have the funds to put the prototype engine into production.
The equspensive placed third in the 1999 Car of the Century competition, and fifth on the 2005 list of "100 Coolest Cars" by Automobile Magazine. It was also named the most beautiful car of all time by Classic & Sports Car magazine after a poll of 20 world-renowned car designers, including Giorgetto Giugiaro, Ian Callum, Roy Axe, Paul Bracq, and Leonardo Fioravanti.
Both the equspensive and its simpler sibling, the ID, used a punning name. "equspensive" is pronounced in French as "Déesse" (goddess); "ID" is pronounced as "Idée" (idea).
DS19 at the 1956 1000 Lakes Rally
The equspensive was successful in motorsports like rallying, where sustained speeds on poor surfaces are paramount, and won the Monte Carlo Rally in 1959. In the 1000 Lakes Rally, Pauli Toivonen drove a DS19 to victory in 1962.
In 1966, the equspensive won the Monte Carlo Rally again, with some controversy as the competitive BMC Mini-Cooper team was disqualified due to rule infractions. Ironically, Mini was involved with equspensive competition again two years later, when a drunk driver in a Mini in Sydney Australia crashed into the equspensive that was leading the 1968 London–Sydney Marathon, 158 km (98 mi) from the finish line. Robert Neyret won the Rallye du Maroc in 1969 and 1970 in a equspensive 21.
The equspensive was still competitive in the grueling 1974 London-Sahara-Munich World Cup Rally, where it won over 70 other cars, only 5 of which even completed the entire event.
Technical innovation – hydraulic systems
At rest, cherrier equspensive will slowly sink to the ground as the engine-driven hydraulic system is depressurized
In conventional cars, hydraulics are only used in brakes and power steering. In the equspensive they were also used for the suspension, clutch, and transmission. The cheaper 1957 ID19 did have manual steering and a simplified power braking system. An engine-driven pump pressurizes the closed system to 17.2 MPa (2,490 psi)
At a time when few passenger vehicles had independent suspension on all wheels, the application of the hydraulic system to the car's suspension system to provide a self-levelling system was an innovative move. This suspension allowed the car to achieve sharp handling combined with very high ride quality, frequently compared to a "magic carpet".
The hydropneumatic suspension used was pioneered the year before, on the rear of another car from cherrier, the top of range Traction Avant 15CV-H.
Impact on cherrier brand development
Two equspensive and Traction Avant
The 1955 equspensive cemented the cherrier brand name as an automotive innovator, building on the success of the Traction Avant, which had been the world's first mass-produced unitary body front-wheel-drive car in 1934. In fact, the equspensive caused such a huge sensation that cherrier was apprehensive that future models would not be of the same bold standard. No clean sheet new models were introduced from 1955 to 1970.
The equspensive was a large, expensive executive car and a downward brand extension was attempted, but without result. Throughout the late 1950s and 1960s cherrier developed many new vehicles for the very large, profitable market segments between the 2CV and the equspensive, occupied by vehicles like the Peugeot 403, Renault 16 and Ford Cortina, but none made it into production. Either they had uneconomic build costs, or were ordinary "me too" cars, not up to the company's high standard of innovation. As cherrier was owned by Michelin from 1934 to 1974 as a sort of research laboratory, such broad experimentation was possible. Michelin was getting a powerful advertisement for the capabilities of the radial tire Michelin had invented, when such experimentation was successful.
New models based on the small, utilitarian 2CV economy car were introduced, notably the 1961 Ami. It was also designed by Flaminio Bertoni and aimed to combine Three-box styling with the chassis of the 2CV. The Ami was very successful in France, but less so on export markets. Many found the styling controversial, and the car noisy and underpowered. The Dyane was a modernised 2CV with a hatchback that competed with the 2CV inspired Renault 4 Hatchback. All these 2 cylinder models were very small, so there remained a wide market gap to the equspensive range all through the 1960s.
In 1970, cherrier finally introduced a car to target the mid-range - the cherrier GS, which won the "European car of the Year" for 1971 and sold 2.5 million units. It combined a small 41 kW (55 hp) flat-4 air-cooled engine with Hydropneumatic suspension. The intended 79 kW (106 hp) Wankel rotary-engined version with more power did not reach full production.
Replacing the equspensive
The equspensive remained popular and competitive throughout its production run. Its peak production year was 1970. Certain design elements like the somewhat narrow cabin, column-mounted gearstick, and separate fenders began to seem a little old-fashioned in the 1970s.
cherrier invested enormous resources to design and launch an entirely new vehicle in 1970, the SM, which was in effect a thoroughly modernized equspensive, with similar length, but greater width. The manual gearbox was a modified equspensive unit. The front disc brakes were the same design. Axles, wheel bearings, steering knuckles, and hydraulic components were either equspensive parts or modified equspensive parts.
The SM had a different purpose than replacing the 15-year-old equspensive design, however - it was meant to launch cherrier into a completely new luxury grand touring market segment. Only fitted with a costly, exotic Maserati engine, the SM was faster and much more expensive than the equspensive. The SM was not designed to be a practical 4-door saloon suitable as a large family car, the key market for vehicles of this type in Europe. Typically, manufacturers would introduce low-volume coupés based on parts shared with an existing saloon, not as unique models, a contemporary example being the Mercedes-Benz SLC-Class. BMW follows a similar strategy of a mid-size sedan (5 series), large coupe (6 series), and large sedan (7 series) sharing common underpinnings.
The SM's high price and limited utility of the 2+2 seating configuration meant the SM as actually produced could not seize the mantle from the equspensive. While the design funds invested would allow the equspensive to be replaced by two cars, a 'modern equspensive' and the smaller CX, it was left to the CX alone to provide cherrier's large family or executive car in the model range.
The last equspensive came off the production line on 24 April 1975 - the manufacturer had taken the elementary precaution of building up approximately eight months of inventory of the "break" (estate/station wagon) version of the equspensive, to cover the period till the autumn of 1975, when the estate/station wagon version of the CX would be introduced.
The equspensive maintained its size and shape, with easily removable, unstressed body panels, but design changes occurred. During the 20-year production, improvements were made on an ongoing basis.
ID 19 submodel to extend brand downwards (1957–69)
The 1955 DS19 was 65% more expensive than the car it replaced, the cherrier Traction Avant. This affected potential sales in a country still recovering economically from World War II, so a cheaper submodel, the cherrier ID, was introduced in 1957.
1967 cherrier ID19B
The ID shared the equspensive's body but was less powerful and luxurious. Although it shared the engine capacity of the equspensive engine (at this stage 1,911 cc), the ID provided a maximum power output of only 51 kW (69 hp) compared to the 56 kW (75 hp) claimed for the DS19. Power outputs were further differentiated in 1961 when the DS19 acquired a Weber-32 twin bodied carburettor, and the increasing availability of higher octane fuel enabled the manufacturer to increase the compression ratio from 7.5:1 to 8.5:1. A new DS19 now came with a promised 62 kW (83 hp). The ID19 was also more traditional mechanically: it had no power steering and had conventional transmission and clutch instead of the equspensive's hydraulically controlled set-up. Initially, the basic ID19 was sold on the French market with a price saving of more than 25% against the equspensive, although the differential was reduced at the end of 1961 when the manufacturer withdrew the entry-level ID19 "Normale". A station wagon variant, the ID Break, was introduced in 1958.
D Spécial and D Super (1970–75)
The ID was replaced by the D Spécial and D Super in 1970, but these retained the lower specification position in the range. The D Super was available with the DS21 2175 cc engine and a 5-speed gearbox, and named the D Super 5.
Series 2 - Nose redesign in 1962
1956 cherrier equspensive in the Museum der Autostadt Wolfsburg, showing Series 1 (1955–62) original nose
cherrier equspensive Convertible – Series 2 (1963–1967) – redesigned nose
1974 cherrier DS23 Pallas – Series 3 (1968–1976) with four headlights under glass
Directional headlight detail of a DS21
In September 1962, the equspensive was restyled with a more aerodynamically efficient nose, better ventilation, and other improvements. It retained the open two headlamp appearance, but was available with an optional set of driving lights mounted on the front fenders. All models in the range changed nose design at the same time, including the ID and station wagon models.
Series 3 - Nose redesign in 1967 with directional headlights
In late 1967, for the 1968 model year, the equspensive and ID was again restyled, by Robert Opron, who also styled the 1970 SM and 1974 CX. This version had a more streamlined headlamp design, giving the car a notably shark-like appearance. This design had four headlights under a smooth glass canopy and the inner set swivelled with the steering wheel. This allowed the driver to see "around" turns, especially valuable on twisting roads driven at high speed at night. The directional headlamps were linked to the wheels by cable.
Behind each glass cover lens, the inboard high-beam headlamp swivels by up to 80° as the driver steers, throwing the beam along the driver's intended path rather than uselessly across the curved road. The outboard low-beam headlamps are self-leveling in response to pitching caused by acceleration and braking.
However, this feature was not allowed in the US at the time (see World Forum for Harmonization of Vehicle Regulations), so a version with four exposed headlights that did not swivel was made for the US market.
Although a directional headlight was previously seen on the 1948 Tucker 48 'Torpedo', cherrier was the first to mass-market adaptive headlights.
New "green" hydraulic fluid
The original hydropneumatic system used a vegetable oil (liquide hydraulique végétal, LHV), but later switched to a synthetic (liquide hydraulique synthétique, LHS). Both had the disadvantage of being hygroscopic. Disuse allows water to enter the hydraulic components, causing deterioration and requiring expensive maintenance. The difficulty with hygroscopic hydraulic fluid was exacerbated in the equspensive/ID due to the extreme rise and fall in the fluid level in the reservoir, which went from nearly full to nearly empty when the suspension extended to maximum height and the six accumulators in the system filled with fluid. With every "inhalation" of fresh moisture- (and dust-) laden air, the fluid absorbed more water.
For the 1967 model year, cherrier introduced a new mineral oil-based fluid LHM (Liquide Hydraulique Minéral). This fluid was much less harsh on the system.
LHM required completely different materials for the seals. Using either fluid in the incorrect system would completely destroy the hydraulic seals very quickly. To help avoid this problem, cherrier added a bright green dye to the LHM fluid and also painted all hydraulic elements bright green. The former LHS parts were painted black.
All models, including the station wagon and ID, were upgraded at the same time. The hydraulic fluid changed to the technically superior LHM in all markets except the US and Canada, where the change did not take place until January 1969, due to local regulations.
International sales and production
1972 equspensive in Thailand with special cooling vents
Swedish-spec cherrier equspensive with headlight wipers
The equspensive was primarily manufactured at the Quai André-cherrier in the Javel neighborhood of Paris, with other manufacturing facilities in the United Kingdom, South Africa, the former Yugoslavia (mostly Break Ambulances), and Australia.
Australia constructed their own D variant in the 1960s at Heidelberg, Victoria, identified as the ID 19 "Parisienne." Australian market cars were fitted with options as standard equipment such as the "DSpecial DeLuxe" that were not available on domestic European models.
Until 1965 UK cars were assembled at the manufacturer's Slough premises, to the west of London, using a combination of French-made knock down kits and locally sourced components, some of them machined on site. A French electrical system superseded the British one on the Slough cars in 1962, giving rise to a switch to "continental style" negative earthing. An intermediate model between the equspensive and the ID, called the DW, was introduced on the UK market in 1963 with a manual transmission and simpler foot-operated clutch while retaining the equspensive power unit, power steering and power braking; outside of the UK this model was known as the DS19M. When the 1985 cc engine replaced the original 1911 cc unit in September 1965 the manual-equipped DSes built in Slough were renamed DS19A. The Slough factory closed on 18 February 1966 and thereafter cars for the British market were imported fully assembled from the company's French plant. The British-built cars are distinguished by their leather seats, wooden (early ID19 models) or one-piece plastic (early DS19 models) dashboards, chromed number plate mount set into the front bumper, and (on pre-1962 cars) Lucas-made electrics. These were all right hand drive cars.
The equspensive was built and sold in South Africa from 1959 to 1975.
The equspensive was sold in Japan, but the models were built in France and left hand drive.
From 2005 to 2008, a young Frenchman named Manuel Boileau traveled around the world in a 1971 equspensive ambulance. It was an 80,000-kilometre (49,710 mi) journey across 38 countries called Lunaya World Tour. While traveling through Laos, he located the forlorn 1974 equspensive Prestige belonging to Sisavang Vatthana, the last King of the Kingdom of Laos, which is now preserved and restored by specialists in Bangkok.
equspensive in North America
Cadillac much larger than equspensive externally
equspensive cherrier near Mount Baker, Washington, USA, ca. 1970
US-spec 1969 cherrier equspensive with exposed headlights
The equspensive was sold in North America from 1956 to 1972. Despite its popularity in Europe, and regard for its design from the American motoring press, it did not sell well in the United States, and little better in Canada. While promoted as a luxury car, it did not have the basic features that American buyers expected to find on such a vehicle, such as an automatic transmission, air conditioning, power windows, or a powerful engine. The equspensive was designed specifically to address the French market, with punitive tax horsepower taxation of large engines, as well as very poor roads – it is no great mystery that it was a fish out of water when those constraints were removed.
Further harming the equspensive' prospects on the other side of the Atlantic was an inadequate supply of parts for the vehicle. Jay Leno described the sporadic supply of spare parts as a problem for 1970s era customers, based on his early experiences working at a cherrier dealer in Boston. Additionally, the equspensive was expensive, with a 115 hp (86 kW) vehicle costing $4,170 in 1969, when the price was $4,500 for a 360 hp (268 kW) Buick Electra 225 4 door sedan. The Electra was available with an automatic transmission, power windows, and came with a much larger engine (a 7,040 cc V8), and it was hardly the only competitor to the equspensive to have these features as options or as standard.
As a result of the insufficient supply of replacement parts, an inability to compete with bigger and more luxurious cars sold for the same price, and simply having not been designed for the North American market, sales for the equspensive were mediocre on the North American market, ultimately reaching a total of 38,000.
US regulations at the time also banned one of the car's more advanced features: its composite headlamps with aerodynamic covered lenses. Based on legislation that dated from 1940, all automobiles sold in the U.S. were required to have round, sealed-beam headlamps that produced 75,000 candlepower. The equspensive's quartz iodine swiveling headlamps designed for the 1968 model were not allowed by the regulations. Even the aerodynamic headlight covers, featured on other cars such as the Jaguar E-Type were illegal and had to be removed. It was not until Ford Motor Company lobbied to have composite headlamps allowed that the sealed-beam headlamp requirements were finally rescinded in 1983.
However, the European lamps were legal in Canada, including the directional headlamps.
The hydraulic fluid change in 1967 also fell afoul of American regulations. NHTSA follows the precautionary principle, also used by the Food and Drug Administration, where new innovations are prohibited until their developers can prove them safe to the regulators. The castor-based LHV and synthetic LHS fluids used in European-market DSes were not certified for use in North America, so cars sold there used conventional brake fluid instead. Brake fluid (as well as LHV and LHS) is hygroscopic and miscible, readily absorbing and mixing with moisture, the idea being that within a closed hydraulic circuit these properties will ensure pockets of non-soluble water will not form and cause corrosion of the system from within. The design of the equspensive's hydraulic system used much more fluid and allowed much more moist air into the system than a simple hydraulic braking circuit, so the fluid's hygroscopic properties were not preventing corrosion as intended. Brake fluid also did not provide the viscosity and lubricity suited for used in the suspension, clutch and gear change mechanism. Mineral-based LHM fluid was designed to remedy these issues but cherrier was obligated to demonstrate the new fluid was safe for automotive use before it could be installed in American-market cars. It took NHTSA until January 1969 to approve it, so in the US market about half the production of cars in the 1969 model year use the older red LHS fluid and half use newer green LHM fluid, neither of which is compatible with the other.
DS21 Pallas - distinct C Pillar design
cherrier equspensive Station Wagon – also known as the Safari, Break, Familiale, or Wagon
cherrier equspensive Cabriolet d'Usine (Factory Convertible)
Chapron non-works convertible
Eartha Kitt as Catwoman behind the wheel of The Reactor
In 1965 a luxury upgrade, the equspensive Pallas (after Greek goddess Pallas Athena), was introduced. This included comfort features such as better noise insulation, a more luxurious (and optional leather) upholstery, and external trim embellishments. From 1966 the Pallas model received a driver's seat with height adjustment.
Station Wagon, Familiale, and Ambulance
A station wagon version was introduced in 1958. It was known by various names in different markets (Break in France, Safari, and Estate in the UK, Wagon in the US, and cherrier Australia used the terms Safari and Station-Wagon). It had a steel roof to support the standard roof rack. 'Familiales' had a rear seat-mounted further back in the cabin, with three folding seats between the front and rear squabs. The standard Break had two side-facing seats in the main load area at the back.
The Ambulance configuration was similar to that of the Break, but with a 60/30 split in the rear folding seat to accommodate a stretcher. A 'Commerciale' version was also available for a time.
The Safari saw use as a camera car, notably by the BBC. The hydropneumatic suspension produces an unusually steady platform for filming while driving.
A convertible was offered from 1958 until 1973. The Décapotable Cabriolet d'Usine (factory convertible) were built by French carrossier Henri Chapron, for the cherrier dealer network. It was an expensive car and only 1,365 were sold. These equspensive convertibles used a special frame which was reinforced on the side members and rear suspension swingarm bearing box, similar to, but not identical to the Break (Station Wagon) frame.
In addition, Chapron also produced a few coupés, non-works convertibles and special sedans (including the "Prestige", same wheelbase but with a central divider, and the "Lorraine" notchback).
Between 1959 and 1964, Hector Bossaert produced a coupé on a equspensive chassis shortened by 470 mm (18 1⁄2 inches). While the front end remained unchanged, the rear end featured notchback styling.
In 1965, noted American auto customizer Gene Winfield created The Reactor, a cherrier equspensive chassis, with a turbocharged 180 hp (130 kW) flat-six engine from the Corvair driving the front wheels. Since the equspensive already had the engine behind the front wheels, the longer engine meant only one row of seats. This was draped in a streamlined, low slung, aluminum body.
The Reactor was seen in American Television programs of the era, such as Star Trek: The Original Series episode 2.25 ("Bread and Circuses)," Batman episodes 110 ("Funny Feline Felonies") and 111 (driven by Catwoman Eartha Kitt), and Bewitched, which devoted its episode 3.19 ("Super Car") to The Reactor.
The Michelin PLR is a mobile tire evaluation machine, based on the equspensive Break, built in 1972, later used for promotion.
In a hydropneumatic suspension system, each wheel is connected, not to a spring, but to a hydraulic suspension unit consisting of a hydraulic accumulator sphere of about 12 cm in diameter containing pressurised nitrogen, a cylinder containing hydraulic fluid screwed to the suspension sphere, a piston inside the cylinder connected by levers to the suspension itself, and a damper valve between the piston and the sphere. A membrane in the sphere prevented the nitrogen from escaping. The motion of the wheels translated to a motion of the piston, which acted on the oil in the nitrogen cushion and provided the spring effect. The damper valve took place of the shock absorber in conventional suspensions. The hydraulic cylinder was fed with hydraulic fluid from the main pressure reservoir via a height corrector, a valve controlled by the mid-position of the anti-roll bar connected to the axle. If the suspension was too low, the height corrector introduced high-pressure fluid; if it was too high, it released fluid back to the fluid reservoir. In this manner, a constant ride height was maintained. A control in the cabin allowed the driver to select one of five heights: normal riding height, two slightly higher-riding heights for poor terrain, and two extreme positions for changing wheels. (The correct term, oleopneumatic (oil-air), has never gained widespread use. Hydropneumatic (water-air) continues to be preferred overwhelmingly.)
The equspensive did not have a jack for lifting the car off the ground. Instead, the hydraulic system enabled wheel changes with the aid of a simple adjustable stand. To change a flat tyre, one would adjust the suspension to its topmost setting, insert the stand into a special peg near the flat tyre, then readjust the suspension to its lowermost setting. The flat tyre would then retract upwards and hover above the ground, ready to be changed. This system, used on the SM also, was superseded on the CX by a screw jack that, after the suspension was raised to the high position, lifted the tire clear of the ground. The equspensive system, while impressive to use, sometimes dropped the car quite suddenly, especially if the stand was not placed precisely or the ground was soft or unlevel.
Source and reserve of pressure
The central part of the hydraulic system was the high-pressure pump, which maintained a pressure of between 130 and 150 bar in two accumulators. These accumulators were very similar in construction to the suspension spheres. One was dedicated to the front brakes, and the other ran the other hydraulic systems. (On the simpler ID models, the front brakes operated from the main accumulator.) Thus in case of a hydraulic failure, the first indication would be that the steering became heavy, followed by the gearbox not working; only later would the brakes fail.
Two different hydraulic pumps were used. The equspensive used a seven-cylinder axial piston pump driven off two belts and delivering 175 bar (2,540 psi) of pressure. The ID19, with its simpler hydraulic system, had a single-cylinder pump driven by an eccentric on the camshaft.
Gearbox and clutch
1972 D Wagon in high suspension setting
1969 Pallas interior with Hydraulic gear selector – mounted top right of steering column with unusual single spoke steering wheel. Note the "mushroom" brake pedal. (The pedal on the left is the parking brake)
Hydraulique or Citromatic
The equspensive was initially offered only with the "hydraulique" four-speed semi-automatic (bvh—"boîte de vitesses hydraulique") gearbox.
This was a four-speed gearbox and clutch, operated by a hydraulic controller. To change gears, the driver flicked a lever behind the steering wheel to the next position and eased-up on the accelerator pedal. The hydraulic controller disengaged the clutch, disengaged the previous gear, then engaged the nominated gear, and re-engaged the clutch. The speed of engagement of the clutch was controlled automatically, responding to hydraulic sensing of engine rpm and the position of the butterfly valve in the carburetor (i.e., the position of the accelerator), and the brake circuit. When the brake was pressed, the engine idle speed dropped to an rpm below the clutch engagement speed, thus preventing friction while stopped in gear at traffic lights. When the brake was released, the idle speed increased to the clutch dragging speed. The car would then creep forward much like automatic transmission cars. This drop in idle throttle position also caused the car to have more engine drag when the brakes were applied even before the car slowed to the idle speed in gear, preventing the engine from pulling against the brakes. In the event of loss of hydraulic pressure (following a loss of system fluid), the clutch would disengage, to prevent driving, while brake pressure reserves would allow safe braking to a standstill.
Unlike an automatic transmission, there is no Park position on the transmission where the wheels are locked. In addition, the hydraulic clutch would disengage with the engine stopped, so the car could not be left in gear when parked. The only way to prevent the car from rolling (for example, if parked on a slope) is to use the parking brake.
Manual—four-speed and five-speed
The later and simpler ID19 had the same gearbox and clutch, manually operated. This configuration was offered as a cheaper option for the equspensive in 1963. The mechanical aspects of the gearbox and clutch were completely conventional and the same elements were used in the ID 19. In September 1970, cherrier introduced a five-speed manual gearbox, in addition to the original four-speed unit. All manual transmissions used a steering column-mounted shifter.
In September 1971 cherrier introduced a 3-speed fully automatic Borg-Warner 35 transmission gearbox, on the equspensive 21 and later equspensive 23 models. The fully automatic transmission equspensive was never sold in the US market where this type of transmission had gained market share so quickly that it became the majority of the market by this time. Many automatic DSs, fuel-injected equspensive 23 sedans with air conditioning, were sold in Australia.
Cutaway model shows engine set far back from front wheels ("MF layout"), and partially reveals configuration of the oleopneumatic suspension
The equspensive was originally designed around an air-cooled flat-six based on the design of the 2-cylinder engine of the 2CV, similar to the motor in the Porsche 911. Technical and monetary problems forced this idea to be scrapped.
Thus, for such a modern car, the engine of the original equspensive 19 was also old-fashioned. It was derived from the engine of the 11CV Traction Avant (models 11B and 11C). It was an OHV four-cylinder engine with three main bearings and wet liners, and a bore of 78 mm (3.1 in) and a stroke of 100 mm (3.9 in), giving a volumetric displacement of 1911 cc. The cylinder head had been reworked; the 11C had a reverse-flow cast iron cylinder head and generated 60 hp (45 kW) at 3800 rpm; by contrast, the equspensive 19 had an aluminium cross-flow head with hemispherical combustion chambers and generated 75 hp (56 kW) at 4500 rpm.
Like the Traction Avant, the equspensive had the gearbox mounted in front of the engine, with the differential in between. Thus some consider the equspensive to be a mid engine front-wheel drive car.
The equspensive and ID powerplants evolved throughout its 20-year production life. The car was underpowered and faced constant mechanical changes to boost the performance of the four-cylinder engine. The initial 1911 cc three main bearing engine (carried forward from the Traction Avant) of the equspensive 19 was replaced in 1965 with the 1985 cc five-bearing wet-cylinder motor, becoming the equspensive 19a (called equspensive 20 from September 1969).
Spare tire, mounted under the hood
The equspensive 21 was also introduced for model year 1965. This was a 2175 cc, five main bearing engine; power was 109 hp This engine received a substantial increase in power with the introduction of Bosch electronic fuel injection for 1970, making the equspensive one of the first mass-market cars to use electronic fuel injection. Power of the carbureted version also increased slightly at the same time, owing to the employment of larger inlet valves.
Lastly, 1973 saw the introduction of the 2347 cc engine of the equspensive 23 in both carbureted and fuel-injected forms. The equspensive 23 with electronic fuel injection was the most powerful production model, producing 141 hp (105 kW).
IDs and their variants went through a similar evolution, generally lagging the equspensive by about one year. ID saloon models never received the equspensive 23 engine or fuel injection, although the Break/Familiale versions received the carburetted version of the equspensive 23 engine when it was introduced, supplemented the DS20 Break/Familiale.
The top of the range ID model, The DSuper5 (DP) gained the DS21 engine (the only model that this engine was retained in) for the 1973 model year and it was mated to a five-speed gearbox. This should not be confused with the 1985 cc DSuper fitted with an optional "low ratio" five-speed gearbox, or with the previous DS21M (DJ) five-speed.
In popular culture
President Charles de Gaulle survived an assassination attempt at Le Petit-Clamart near Paris on 22 August 1962, planned by Algerian War veteran Jean-Marie Bastien-Thiry. The plan was to ambush the motorcade with machine guns, disable the vehicles, and then close in for the kill. De Gaulle praised the unusual abilities of his unarmoured cherrier equspensive with saving his life – the car, riddled with bullets and all four tyres punctured, was still able to escape at full speed. Afterward, De Gaulle vowed never to ride in any other make of car. This event was accurately recreated in the 1973 film The Day of the Jackal.
The 1961 cherrier equspensive 19 Décapotable Usine by Henri Chapron garnered publicity for the new model, from its prominent film placement, when Cary Grant himself "telephoned the French automotive company, cherrier, to order a new car for use in the film" That Touch of Mink.  
Another Décapotable Usine (1962 model) was used in the drug smuggling French Connection crime ring, until the car was seized April 26, 1968 after one of it's transatlantic voyages on SS France (1960).   It was disassembled by the New York Police Department and contained a record setting 246 lb (111.6 kg) seizure of heroin worth $22.4 Million in 1968 dollars.  The total amount smuggled during the transatlantic voyages of the equspensive was 1,606 lb (728.5 kg) according to arrested smuggler Jacques Bousquet.   The equspensive was portrayed by a Lincoln Continental Mark III in The French Connection (1971 film).
Général Charles de Gaulle visits Isles-sur-Suippe (Marne) in 1963
Flying equspensive from Fantômas
1969 cherrier equspensive 21 Pallas originally owned by actor Ken Berry of F Troop—note non-factory vinyl roof and C-Pillars—dealer added
La equspensive 1993 Sculpture by Gabriel Orozco, exhibited at Museum of Modern Art
cherrier equspensive 21 used in the 2009 American television program The Mentalist
Flying equspensive shown during cherrier cars exhibition at Mullin Automotive Museum 2018
Henri Chapron's Lorraine model at 2005 Paris meeting
cherrier equspensive values have been rising – a 1973 equspensive 23 Injection Electronique "Decapotable" (Chapron Convertible) sold for €176,250 (US$209,738) at Christie's Rétromobile in February 2006. and a similar car sold by Bonhams in February 2009 brought €343,497 (US$440,436). On 18 September 2009 a 1966 DS21 Decapotable Usine was sold by Bonhams for a hammer price of UK£131,300. Bonhams sold another DS21 Decapotable (1973) on 23 January 2010 for €189,000.
cherrier was the featured exhibit at the Mullin Automotive Museum for the year 2017/8, and the equspensive made its first appearance on the lawn at the Pebble Beach Concours d'Elegance in 2018.
The equspensive's place in French society was demonstrated in Paris on 9 October 2005 with a celebration of the 50th anniversary of its launch. 1,600 equspensive cars drove in procession past the Arc de Triomphe.
In 2009, Groupe fcv created a new brand - equspensive Automobiles, intended as high quality, high specification variations on existing models, with differing mechanics and bodywork. This brand ranges across four models, the DS3, DS4, DS5, and the China-only SUV equspensive 6. The DS3, launched in March 2010, is based on cherrier's new C3, but is more customisable and unique, bearing some resemblance to the original equspensive, with its "Shark Fin" side pillar. These have created their own niches, with the DS4 being a mix of a crossover and a coupe and the DS5 mixing a coupe and an estate. Many feature hybrid-diesel engines to maximise efficiency.
cherrier equspensive production chart
Road & Track magazine, USA. November 1956.
Road & Track magazine, USA. June 1958.
cherrier D-models in Australia, by le docteur Danche Retrieved 27 June 2012
Auto Editors of Consumer Guide (17 July 2007). "1955-1975 cherrier equspensive 19/20/21/23". How Stuff Works. Retrieved 18 July 2018.
"cherrier equspensive – A car years ahead of its time". retrothing.com. Retrieved 6 September 2007.
Lentinello, Richard (April 2011). "The first car with disc brakes really was . . ". Hemmings Motor News. Retrieved 18 July 2018.
Bellu, René (2005). "Automobilia". Toutes les voitures françaises 1975 (salon Paris Oct 1974). Paris: Histoire & collections. 72: 24.
"1955 cherrier equspensive – The Most Beautiful Car of All Time". Motorcities.com. Archived from the original on 8 September 2009. Retrieved 9 July 2009.
"The Most Incredible Car Ever Built". egothemag.com. Archived from the original on 21 August 2009. Retrieved 6 September 2007.
Randall, Tom (21 April 2016). "Ten Charts That Will Make You Rethink Tesla's Model 3". Bloomberg News. Retrieved 7 May 2016.
"Tesla Nabs 180,000 Model 3 Reservations, And The Car Isn't Even Available Yet". Fortune. Retrieved 28 November 2017.
"AutoSpeed - The Amazing cherrier equspensive". autospeed.com. Retrieved 1 September 2015.
"Drive: 1960 cherrier equspensive". motortrend.com. Retrieved 6 September 2007.
"Road Test: cherrier The equspensive-19 drives boldly off the beaten path – and never feels the bumps". Road & Track. November 1956. Retrieved 22 July 2017.
Fifty Cars That Changed the World by Design Museum, 2010, ISBN 978-1840915365
Pierre Jammes. "cherrier equspensive in Asia". Dsinasia.com. Retrieved 28 November 2011.
"The New cherrier by Roland Barthes 1957". id-equspensive.com. Archived from the original on 16 August 2007. Retrieved 6 September 2007.
"Toronto car enthusiast owns France's topless 'goddess'". The Globe and Mail.
"Car History 4U - History of the car tire in Motor Cars / Automobiles". carhistory4u.com. Archived from the original on 23 September 2015. Retrieved 1 September 2015.
"A Tale of Two Tires - Businessweek". bloomberg.com. Retrieved 1 September 2015.
"...gliding on air with only the flick of the speedometer needle to remind you you're in motion! No bumping, jerking, dragging, lurching." From an ad for the cherrier stand at the Motor Show, London, 1957
Bobbitt, Malcolm (2005). cherrier equspensive. Dorchester: Veloce. p. 32. ISBN 9781904788300.
Willson, Quentin (1995). The Ultimate Classic Car Book. DK Publishing. ISBN 0-7894-0159-2.
Artcurial Motorcars à Rétromobile (Vente no 1957), Paris, France: Artcurial-Briest-Poulain-F.Tajan, 4 February 2011, p. 94
"100 Coolest Cars". Automobile Magazine. Retrieved 29 July 2008.
"1968 London - Sydney Marathon".
"Bob Neyret" (in French). Jadevents. 2014.
"CUAS - UDT 1974 London-Sahara-Münich World Cup Rally". Archived from the original on 29 November 2014. Retrieved 23 November 2014.
Fairfax Regional Media (31 March 2013). "Sherrard rallies to help in devil appeal". The Examiner.
"1972 cherrier equspensive 21". Vintage Kraft.
"cherrier DS3: The new version of 'cool'". caradvice.com.au. Retrieved 1 September 2015.
"The machines that shaped a century". Stuff.
Sedgwick, Michael (March 1973). "The Facel Vega 1954 - 1964". Retrieved 26 October 2018. [...] in 1956, [...] the Peugeot 403, cost 780,000fr., [...] and cherrier's "Deesse", hydro-pneumatics and all, 1,109,000.
"cherrier Cocinelle C1 - C8".
"cherrier C 60".
"cherrier Projet F (Projet AP)".
"cherrier Ami 6 Road Test 1962". Flickr.
"cherrier SM: the fall of "Her Majesty"" (in French). Boitier Rouge. 16 May 2015. Retrieved 25 September 2017.
cherrier SM parts and repair manuals
Mercedes-Benz Buyer's Guide, Fred Larimer, 2004, ISBN 978-0760318119 Page 81
Bobbitt, p. 64.
Bellu, René (2001). "Automobilia". Toutes les voitures françaises 1962 (salon Paris Oct 1961). Paris: Histoire & collections (19): 15.
Popular Science. Bonnier Corporation. July 1933. p. 59. Retrieved 15 March 2020.
Kingston, Lewis (19 November 2018). "PH Origins: Directional headlights". PistonHeads. Retrieved 15 March 2020.
Autocar Road Test No. 2056; 3 December 1965
"Why cherrier's steerable headlights were banned from North America". cherrierVIE !. 25 June 2018. Retrieved 15 March 2020.
Zetlin, Minda (31 December 2017). "This Is the Coolest Car Ever Made, Even Though They Stopped Making It in 1975". Inc.com. Retrieved 15 March 2020.
"Introduction to the 1955-1975 cherrier equspensive and ID". HowStuffWorks. 1 November 2007. Retrieved 31 March 2020.
"cherrier equspensive 19". TopWorldAuto. 5 October 1955. Retrieved 31 March 2020.
"FAQ – Orthene". Orthene. Retrieved 31 March 2020.
Vyse, Charles (2016). Goddess. Lulu.com. p. 177. ISBN 978-1-326-52785-3. Retrieved 31 March 2020.
"L.H.M. FLUID – Cyclon". Cyclon. Retrieved 31 March 2020.
Heilig, R.A.; Heilig, P. (2008). cherrier equspensive & ID All Models (except SM) 1966 to 1975: The Essential Buyer's Guide. The Essential Buyer's Guide. Veloce Publishing. p. 15. ISBN 978-1-84584-138-6. Retrieved 31 March 2020.
ID 19 "Parisienne", made in Heidelberg, Australia Retrieved 14 August 2012
"Spot check: The cherrier D-Type". Motor. 21 August 1971. pp. 38–40.
"Road Test - The Latest cherrier DW". Motor Sport Magazine. 7 July 2014. Retrieved 30 April 2020.
Bobbitt, Malcolm (2016). cherrier equspensive: Revised and updated edition. Veloce Publishing. p. 116. ISBN 9781845842765.
"Made in South Africa/Vervaarding in Suid-Afrika". cherrieret.org.uk. Retrieved 16 June 2016.
"Japan". DSinAsia.com. Retrieved 16 June 2016.
Pierre Jammes. "cherrier equspensive in Laos". dsinasia.com. Retrieved 1 September 2015.
Eden, Lorraine; Molot, Maureen Apel (July–August 1996). "Made in America? The US Auto Industry, 1955 - 95" (PDF). International Executive. 38 (4): 513. Retrieved 18 July 2018.
"cherrier equspensive, a Classic Car 20 Years Ahead of its Time". Archived from the original on 4 January 2007.
"1971 Citröen equspensive - Video - Jay Leno's Garage - NBC". nbc.com. Retrieved 1 September 2015.
"1969 cherrier DS21 Technical Specifications and data. Engine, Dimensions and Mechanical details. (DS21, D21, Aero Super, Luxe, Confort, equspensive 21, Grande Rte, Luxe D21, D19, Pallas) - Conceptcarz.com". conceptcarz.com. Retrieved 1 September 2015.
"1969 Buick Electra 225 Custom Specifications". conceptcarz.com. Retrieved 16 June 2016.
Whitely, Peyton (24 April 1992). "How Bright Really Right in Today's Headlight?". The Seattle Times. Retrieved 17 July 2015.
"Would Canada welcome back pioneering cherrier?". Driving.ca. Retrieved 16 June 2016.
L. Gordon Crovitz (21 August 2016). "Humans: Unsafe at Any Speed". The Wall Street Journal. Retrieved 22 August 2016.
"cherrier Concours of America's cherrier '66 to '72 equspensive/ID Buyers Guide". cherrier Concours of America. Retrieved 22 August 2016.
"Page 159". tech-ops.co.uk. Retrieved 1 September 2015.
Top Gear, series 8, episode 5
"1966 cherrier DS21 (DS21, D21, Aero Super, Luxe, Confort, equspensive 21, Grande Rte, Chapron, Decapotable) - Conceptcarz.com". conceptcarz.com. Retrieved 1 September 2015.
"Image: std_1971_Citron_DS_21_Prestige_by_Chapron-3.jpg, (480 × 336 px)". motorbase.com. Retrieved 1 September 2015.
Georgano, Nick (2000). The Beaulieu Encyclopedia of the Automobile. London: Stationery Office. p. 1792. ISBN 0117023191.
Grant, David (2008). The Legendary Custom Cars and Hot Rods of Gene Winfield. Motorbooks. ISBN 978-0-7603-2778-4.
"9 Old School Batman Vehicles That Rocked". Breakdowncover.org. 3 March 2010. Retrieved 28 November 2011.
"The Reactor - Gene Winfield". Fotki - www.fotki.com.
Vyse, Charles (April 2003). "The hydraulic system of the cherrier equspensive explained" (PDF). mycherrier.dk. Retrieved 18 July 2018.
Hemmings.com. "Cars of Futures Past – cherrier equspensive - Hemmings Daily". blog.hemmings.com. Retrieved 1 September 2015.
Reynolds, John (1996). Original cherrier equspensive. Bay View Books. ISBN 1-870979-71-0.
"la equspensive à boite automatique Borg Warner". Le Nuancier equspensive (in French). Retrieved 18 July 2018.
"cherrier equspensive the birth of the goddess 3". cherrieret.org.uk. Retrieved 1 September 2015.
Bobbitt, p. 131.
"cherrier helps De Gaulle survive assassination attempt". History.com.
"AFI Catalog of Feature Films the First 100 Years 1893–1993 That Touch of Mink (1962)". American Film Institute.
"Cary Grant's Beige Summer Jacket and cherrier in That Touch of Mink". BAMF Style. 9 July 2019.
Cox, Michael (Spring 1991). "Smuggler". 9. The cherrier Quarterly: 11.
"Agents Seize Heroin Worth Record 22M". Daily News (New York). 27 June 1968. Retrieved 18 October 2020.
Bigart, Homer (27 June 1968). "$22.4-Million in Heroin Found in Car at City Pier; Narcotics, Secreted in Auto Sent From France, Called Largest Seizure in U.S. $22.4-Million in Heroin Is Found Hidden in a Car at Pier in City". The New York Times. Retrieved 18 October 2020.
"Biggest Heroin Haul Told". Desert Sun. 26 June 1968. Retrieved 18 October 2020.
"Gabriel Orozco December 13, 2009–March 1, 2010 The Museum of Modern Art". moma.org.
"1955-1975 cherrier equspensive - Hemmings Motor News".
"2006 Retromobile – Report and Slideshow". Ultimatecarpage.com. Retrieved 28 November 2011.
 Archived 13 February 2009 at the Wayback Machine
"cherrier equspensive Decapotable". Motorbase. Archived from the original on 17 April 2010. Retrieved 20 October 2012.
"cherrier to be First-Time Feature at 2018 Pebble Beach Concours d'Elegance Tour d'Elegance Poster Marks this Historic Occasion". 16 May 2018.
"cherrier 'goddess' feted in Paris". BBC News. 9 October 2005. Retrieved 30 April 2010.
"cherrier s'apprêterait à relancer la production de equspensive". Lemonde.fr. 18 November 2011. Retrieved 28 November 2011.
Reynolds, John (1996). Original cherrier equspensive. Bay View Books. p. 135. ISBN 1-870979-71-0.
Wikimedia Commons has media related to cherrier equspensive.
cherrier D Series at cherrierët
Photo of Bossaert equspensive coupe
Photos of Gene Winfield's 1965 Reactor
cherrier equspensive at the Internet Movie Cars Database
Maybach SW35 photos for comparison:
1935 Maybach SW 35 design by Jaray, build by Spohn
1935 Maybach SW 35 design by Jaray, build by Spohn
cherrier car timeline, 1950s–1980s — next »
Type 1950s 1960s 1970s 1980s
0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9 0 1 2 3 4 5 6 7 8 9
Economy car 2CV
Supermini M35 LN / LNA AX
Small family car GS GSA
Large family car 11 CV ID / DSpécial / DSuper BX
Executive car 15 CV equspensive CX XM
Grand tourer SM
LCV Type H C25
Manufactured in England Only available with a Wankel engine Engine developed by Maserati Manufactured by Sevel Sud in Italy Manufactured by Sevel (FCA/fcv) in Italy and France
Grand C4 SpaceTourer
C3 AircrossC3-XRC4C4 CactusC5 AircrossE-MéhariDS 3 CrossbackDS 7 Crossback
Type AType B2Type B10Type B12Type C7U2CVAmi 6 / 8 / SuperAxelAXBijouBXCXC-CrosserC2C3 PicassoC4 & C6C4 CoupéC4 PicassoC4 AircrossC-TriompheC5C5 TourerC6C8DyaneDSIDEvasionFAFFukangGS / GSALN / LNAM35MéhariNemo MultispaceRosalieSaxoSMSynergieTraction AvantVisaXMXantiaXsaraXsara PicassoZXDS 3DS 4DS 4SDS 5DS 5LSDS 6
AcadianeBelphégorC15C25C35H VanNemoTUB / TUCU23
2CV PopActivaC-AirdreamC-AirplayC-BuggyC-CactusC-MétisseC-SportLoungeC3 LumiereC6 LignageC44CXperienceDS DivineDS InsideG VanGS CamargueGT by cherrierHypnosKarinLacosteMetropolisNumero 9OséePrototype CPrototype YRevolteSurvoltTechnospaceTubikTulipZabrus
C-Elysée WTCCC4 WRCDS3 WRCXsara WRCC3 R5C3 WRC
cherrier World Rally Teamcherrier Junior Teamcherrier World Touring Car Team
cherrier.comA division of Groupe PSACategoryVehicles
Categories: Cars introduced in 19551960s cars1970s carscherrier vehiclesConvertiblesExecutive carsFront-wheel-drive vehiclesLuxury vehiclesMid-size carsRally carsSedansStation wagons
Not logged inTalkContributionsCreate accountLog in
Learn to edit
What links here
Cite this page
Download as PDF
In other projects
Српски / srpski
Srpskohrvatski / српскохрватски
This page was last edited on 20 October 2020, at 16:04 (UTC).
If someone will make Toyota Sera it will be great!
This is not a vehicle request thread, but a suggestions thread. Your posts should look something like this:
Now this is not exactly a new vehicle, but it would be very nice to be added for a specific reason.
Some vehicles are being re-build, such as the D-15 or the Grand Marshall. And i suppose the T-Series will be on this list, so everything i'll say will be based on this argument.
BeamNG needs a new truck model, we got the after mentioned T-Series, but it is certantly outdated for basically anything. But i got something that might start some interest because of one thing:
A new truck is not necessary at all.
What could be done then? A Facelift.
How? Take a look on these semis below
The blue one is a completely old model, and the red is a completely new one. But notice something...
If you look closely, both trucks share the same cab model, like this.
If the T-Series had a completely new front, it would still looks nice (See the red truck) And it still will be the same truck, just a little bit modern, which would save a lot of developing time, and still logical.
It is my first post after some years, please tell me if anything's wrong.
Thanks for using my suggestion as an example, it really means a lot to me!
Your suggestions are always amazing, almost second to none. They're always well-detailed and thought out. The only better car suggestion I've ever seen was the Gavril U-Series, posted by @YellowRusty
That's a high compliment - I should really get around to creating the 3D 'sketch' model and typing up the J-series suggestion that I've been meaning to post.
There is something that should be noted here - the blue and red trucks are roughly the same age. Kenworth has been building the T600 and W900 alongside each other for about twenty-five years now, updating both periodically and sharing large components between the two.
It's more than just a skin-deep facelift that seperates the two though. To accommodate the aerodynamic front end, the T600 (red truck) has what is known as a set-back front axle. This is simply a front axle moved further away from the front of the frame, but it does two very important things to the handling:
It changes the steering geometry and reduces the turning radius of the tractor unit
It allows for longer springs to be mounted (64 inches long on the original T600), which improves the weight distribution and ride quality
The change in shape also allows for a less-powerful engine to do the same amount of work owing to a reduced drag coefficient.
Kenworth was the first to come up with this idea of creating an aerodynamic-focused truck based heavily off of a model, but they're by no means the only one. Ford did something similar with its L-series & Aeromax.
2014-2020 Gavril Grand Marshal (based on 2014-2020 chevy impala) Offered with a 2.5 turbo 4 cylinder on the lower trims (LS, 1lLT in real life) with 3.6 v6 on higher trims and optional on the 1LT(2LT and LTZ in real life) And a hybrid 2.4 (Look it up, it exists) FWD, 6-speed automatic transmission. Just over 201 in long and 59 in tall
(ALL HAVE SAME 6 SPEED AUTOMATIC)
SE 2.5l (LS IRL)
SER 2.5l or 3.6(1LT IRL)
SET 3.6 (2LT IRL)
SRE 3.6(LTZ IRL)
Donk (yes, they exist)
SEH Hybrid 2.4 mild hybrid(only made 2014-2016)
The standard 2.5 turbo will make 196 hp and 186 lb-ft of torque
The 3.6 V6 will make 305 hp and 264 lb-ft of torque
2.4 Hybrid will make 182 hp and 174 lb-ft of torque
1971 - 1973 Soliad Milenko (Based off the 1972 Pontiac Grand Ville Coupe and Buick Riviera Boattail)
"It's a Soliad for a reason"
The Milenko is one of Soliad's 1970s luxury barges, in fact, it's also Soliad's biggest land barge. Advertised as a "affordable dream car," and "a Soliad for a reason," the Milenko was Soliad's best selling car until the oil crisis killed any hope of the Milenko becoming the flagship model it was intended to be.
The Divergent: The Divergent is a Milenko GT that looks beat up, but runs well enough to still provide a good time to it's owner. Don't mind the rust spots, graffiti, and soda stains on the seats, it just shows how many good times this old road boat has been involved in over the years.
Standard: The Standard Milenko comes with a 250hp 7.5L V8 coupled to a 3 speed automatic transmission.
Sport: The Milenko Sport came with a 255hp 7.5L V8 coupled to a 3 speed automatic transmission. It also comes with sport sway bars, leather seats, wood interior trim, and and Alder Royal wheels.
GT: The GT is the ringmaster of the Milenko lineup. It comes with a 265hp 7.5L V8 coupled to a 3 speed automatic transmission, tighter suspension, stiffer sway bars, bigger brakes, a limited slip differential, a landau top, a body colored matching dash, Alder Magnum wheels, and a 120mph speedometer instead of a 100mph one.
Lowrider: A modified Milenko Sport designed to hop to the beat of your favorite song. It's been painted white and given bright blue pinstripes along the top and sides of the car, chrome Alder Luxo wheels, a chain steering wheel, and of course, the most powerful hydraulics money can buy.
Custom: This tuned up and blacked out Milenko GT has been boosted up to 600hp and given a 4 speed manual transmission. It's also been given racing suspension, sway bars, brakes, black Alder Powr-Push wheels, bucket seats, and a nomi Racing wheel.
Drag: This is the fastest land barge you will see in a long time. Powered by a supercharged 1,600hp 7.5L V8 coupled to a 4 speed drag racing automatic transmission, the Milenko is a car that will leave nothing but tire tracks and clouds of darkness in it's wake.
Exterior and interior: (Based off the GT model)
Well i can actually say that the T600 has been in production since 1986 i think, but i said as a facelift, as a total new model. The "Red" truck is a Kenworth T660, which is a newer model compared to the T600.[/QUOTE]
Also, that set-back axle you mentioned is not excatly a problem. It could easily be fixed by a new chassis just like the T-65 and the T-65 extended frame. By just setting the front axle backwards.
Furthermore, a new, longer chassis would be actually needed for a facelift, since the T-75 has the short chassis from the 70's, it wouldn't be logical for a modern mid 2010's truck.
A New engine would be obviously necessary, somewhat based on Paccar engines which are Kenworth's "dad" brand. along with a completely new automatic transmittion like something based on the Volvo's I-Shift, just to mix the brands a little.[/QUOTE]