As we saw, the ideal suspension would require elasticity decreasing with the load, constant ground clearance, shock absorbers integrated into the suspension—all these beyond the obvious independent suspension for all wheels. And this is exactly what Citroën’s unique hydropneumatic suspension offers.
According to the Boyle–Mariotte formula defined in the 17th century, the pressure and the volume of a mass of gas are inversely proportional at a constant temperature. Therefore, by keeping the mass of the gas constant and changing the volume of its container, its pressure can be controlled (the usual pneumatic suspensions operate on the opposite principle: air is admitted or withdrawn from the system by compressors and exhaust valves, modifying its mass while keeping the volume constant).
The volume changes are controlled by hydraulics, a technology in widespread use in every branch of the industry. As liquids are non-compressible, any amount of liquid introduced at one end of a hydraulic line will appear immediately at the other end (this phenomenon was first formulated by Blaise Pascal). Using this principle, motion can be transmitted, multiplied or divided (according to the relative sizes of the operation cylinders), with velocity increased or decreased (using varying cross sections in the tubing), to any distance desired, over lines routed freely.
Hydraulics are immensely useful, very efficient, reliable, simple to use, and—due to their widespread deployment—relatively cheap. It is no wonder that it is used for many purposes even in the most conventional vehicles: shock absorbers, brake circuit and power assisted steering being the most trivial examples; however, Citroën is the only one to use it for the suspension.