I nearly always get three major sorts of feedback any time I review a Citroen.
One batch of opinion accuses me of preaching to the converted. They are the marque’s keen supporters. A special group of people.
‘Members’ of another batch usually claim I am merely reinforcing already strongly held negative views about the brand.
And there’s a third who like what Citroen usually try to do – make cars with a difference – but are not prepared to climb out of their own brand and take a chance.
We had a few Citroens back in the days (well my brother owned them but we drove them whenever we got a chance).
The most memorable was the GS. We swore there was nothing like it on the road to handle and drive. It had an unbelievable suspension, perfect for negating the ups and downs of potholed midland roads of the late seventies and early eighties (not all of such roads are extinct as yet).
Now mention of suspension brings me neatly to the latest Citroen, the C3 supermini. Because it too has a special suspension (progressive hydraulic cushion to give it a name) – and they have it high up their unique selling points (USPs).
In the broader context of motoring matters, the brand is, like so many others, pushing as hard as it can to become electric.
But no so fast that they would lose sight of the need to provide petrol models and hybrids for those who have yet to be convinced that this is the time to switch to a full EV.
As an attempt to woo more petrol-car owners to become EV drivers they employ a clever ploy. It’s not new but that doesn’t matter. I don’t know how costly it is for them to do it, but the petrol and EV entry-level models cost the same. I tested the entry level 1.2-litre turbo petrol.
The electric ë-C3 and the petrol entry levels, each cost €23,400 (there is also a 48V hybrid, from €26,800, for those who want to hedge their bets even longer).
Spec is good on the entry level ‘Plus’. Along with the advanced suspension, I mentioned, comes a special comfort seating (another USP) which are supposed to make driving the car hugely comfortable all round.
Also standard is the 10.25ins touchscreen with Apple CarPlay and Android Auto, front LED headlamps, 17ins alloys, head-up display, roof rails, front and rear skid-plates, 60/40 folding second-row seat, electric door mirrors, automatic lights, rear parking sensors (cameras come in the top spec tier) audio warnings, cruise control, manual air con.
Meanwhile top-of-the-range ‘Max’ adds automatic air con, 3D navigation, wireless smartphone charging, reversing camera, heated driver/front passenger seats.
And you can choose a body-coloured roof as a no-cost option.
Another USP that Citroen are claiming is that there are three useable rear seats whereas the likes of perceived competitors such as the Hyundai Inster and Dacia Spring only have two, they say. It is worth mentioning, and may be important to a young family, but unlikely to be used for seating a teenager for too long.
Other than that, it is fair to say the rear is quite roomy: there’s good head, elbow and knee space. And much of that is derived from the high roofline.
If you were expecting this latest C3 to be much like the predecessor you would be surprised. This is a tall, bulky looking motor that has the crossover undertone. There’s the snubby nose, skid-plates front and back. Gone is the typical Citroen small-car look. The new design of front and rear lights is catching.
Key dimensions: It is 4.01metres long and 1.57metres tall (almost 100mm higher than the previous generation). Ground clearance is up from 135mm to 197mm. That’s what I mean when I say the design has SUV undertones.
Seating is raised by 76mm compared with the outgoing model but I could have done with more adjustments on my driver seat.
Inside, meantime, works okay. Some of it is a bit plasticy but nothing more than many a rival. There is, as I mentioned, plenty of room for a car of its genre; it was easy to get in and out as a result, again, of the high roof line. And the seating was as comfortable as anything you will sit on in a car of its size.
Not so sure it’s a mega USP, but it registers that there is a difference in how you feel the seats under you. It helps postural comfort for those with sensitive backs (every little helps), with the designed now upgraded for better lateral support. They use an additional 10mm of foam for a feeling of softness. Nice.
There are myriad storage spaces on the door panels, under the central armrest and centre console. There’s good room in the boot too: it nudges up 10 litres to 310 litres. Obviously you can increase space because of the 60-40 rear seat modularity.
The infotainment
centre screen was as good, or as occasionally feckity, as the
majority of superminis, with its own way of doing things sometimes.
But we would have liked a few more buttons for greater manual
control.
Elsewhere we found ourselves foundering a few times
looking for the likes of a USB charger in the front, for example. It
took ages. Clue: check out the lower side of the dash in front of the
passenger and to his/her right. It won’t be on the USP list.
Just for the record the electric version has a 320km claimed driving range.
The petrol, which I tested, had a 1.2-litre turbo petrol engine with 100hp on tap and a 6spd manual gearbox. I thought the 6spd box would rob the higher gears of their power but it fought its way well, though handing and ride, even with the suspension were a bit below my (admittedly high) expectations. The engine was a bit noisy if I moderately held in third and didn’t shift to fourth, for example.
There is also a 48v hybrid technology version which they claim will use electric power 50percent of the time in urban driving.
So, what’s the verdict? Will the three groups I mentioned at the start go along traditional lines?
The afficionados will find plenty to please them, especially on design, room and, to an extent, the suspension.
The naysayers will find something to criticise, such as some of the interior being plasticky.
And those who admire but don’t usually buy, may feel tempted – again – with the looks, price (of the EV especially) and interior room. Maybe, after all, the EV will swing some to make the move.
