It must bug the hell out of the French that the world won’t take its high-end cars seriously. Haute couture and cuisine have stubbornly failed to translate to 21st century haute l’automobile, despite the back catalogue presence of Citroen’s pre-war Traction Avant and the post-war giant that was the original DS. That’s short for ‘déesse’ or ‘goddess’, and 67 years after its launch it still looks majestic, futuristic and, yes, avant-garde. So significant, in fact, that the philosopher and cultural theorist Roland Barthes wrote this about it in 1957: ‘It is possible that the Déesse marks a change in the mythology of cars. Until now, the ultimate in cars belonged rather to the bestiary of power; here it becomes at once more spiritual and more object-like…’
The new DS is to further that high-minded narrative and end the injustice. An upscale diffusion line with links to Citroën, it’s part of the huge Stellantis mega-corps, the result of an ambitious merger between the French PSA group and Italy’s FCA. This now encompasses a total of 16 separate companies (including Alfa Romeo, Fiat, Maserati, Peugeot and Vauxhall). This should give DS the head-room to go gallantly upmarket, in pursuit of an alternative to the mostly German establishment. “We have a strong history in luxury and refinement,” DS’s CEO Béatrice Foucher tells GQ. “I don’t understand why we can’t have a modern car with that strong sense of French luxury embedded within it. We want to create something which is more personal, that builds on these specificities.”
So here’s the new DS 4, a well-proportioned machine that manages to be more creative than a conventional hatchback and more visually intrepid than a crossover, while having enough elements of both to persuade potential customers to embrace the nouvelle vague. Although the design team couldn’t resist adding modish lines and slashes to its bodysides, the DS 4 gets the basics right. The front and rear overhangs are short, the body-to-wheel ratio is bang-on, and the bonnet line impressively low. Flush-fitting door handles emerge to meet your hand.
As is the modern way, clever matrix LEDs deliver a powerful lighting signature front and rear, and the grille’s diamond tip motif conjures a 3D effect for maximum presence. The front lights are directional, a respectful nod to the later 1967 DS; the central module can turn to an angle of 33.5 degrees. The view across the rear three-quarters is arguably the best, a complex series of surfaces intersecting to create the sort of impact usually reserved for a concept car. Although a retro take on the original DS would no doubt melt the automotive parts of the internet, this is much truer to its progressive spirit.
That said, as design boss Thierry Métroz admits, what happens outside is actually eclipsed by the DS4’s interior. Car makers are busily exploring new materials, but it’s here that the curious Francophile will be most inspired. The cabin is split into two merged zones: a contact one for satisfying tactility, and an an interactive one to handle the various user interfaces. Nappa leather, Alcantara, forged carbon, and ash wood are among the available trim options, and Métroz says that master upholsterers have been consulted so that there are no visible seams on the leather work. It’s almost a shame to interrupt all this finery with the elaborate switchgear a car needs these days, so it’s impressively integrated into the dashboard and doors. Even the central air vents for the climate control have been refashioned in such a way as to be largely invisible. It’s seamlessly done, looks imaginative and feels premium.
The central infotainment touchscreen – DS calls it IRIS – is joined by a smaller second one on the centre console that you can programme with short cuts for the stuff that’s used most regularly. Swipe your hand across it in eight directions to use: it sounds like overkill but it works. Elsewhere you’ll find a configurable head-up display (HUD), and infra-red night vision is an option. French audio specialists FOCAL provide the audio, a 690-watt system with 14 speakers. Choose between a regular or Performance Line DS 4 or the Cross version, which adds some additional body cladding and roof rails in what amounts to a Gallic shrug in the direction of something off-roady. Well, people do buy these things.
Although there’s a noble tradition of extrovert French hot hatches, there’s an even better established one for elegantly detached comfort. This feels like a more 2022 kind of thing, somehow, as we all search for peace in a world that just never lets up. The DS 4 is a silky exponent of this, and although it’s a little laissez-faire in attitude, it’s plenty fast and entertaining enough in everyday use. There are sharper cars out there, sure, but the rest of the DS 4 is convincing enough to have you asking exactly how much time you really want to spend cornering on your door-handles. Why bother when you can enjoy a cabin this fragrant?
It also backs up the immersive interior with a lot of tech. Level 2 semi-autonomous driving functionality is available, as is Active Scan suspension, which uses a camera to monitor the road ahead and primes the suspension for what’s coming. DS is a double world champion in Formula E, but for now the 225bhp plug-in hybrid is the closest we’ll get to an electric version: its 12.4 kWh battery enables 30 miles of electric running. There are three other petrol options, and a diesel.
The DS 4 is targeting the Audi A3, BMW 1 series and X2, and Mercedes GLA, but with prices starting at £25,350 it’s conspicuously better value. Not that it needs to labour that aspect to get its point across. This is proper catwalk stuff.
For more, visit: dsautomobiles.co.uk
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