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SMALL BUT PERFECTLY WARMED

MODELS COVERED: C2 – September 2003 – to date: Three door hatches 1.1, 1.4, 1.6-litre petrol, 1.4, 1.6-litre diesel [L, LX, Design, SX, Furio, VTR, GT, VTS, Ministry, Stop&Start, Code, By Loeb, Airplay+, Sensodrive]

BY ANDY ENRIGHT

As a nation we like a bit of grief. Hand wringing sometimes seems to be a national pastime. Those looking forward to getting all dewy-eyed and nostalgic over the passing of Citroen’s massively successful Saxo model weren’t given much of an opportunity to get the black armbands on. With the launch of the C2 model in September 2003, Citroen showed that it was straight back with its ‘A’ game. Used examples are currently doing the round at very attractive prices.

After the mild disappointment engendered by the cuddly C3 model, Citroen knew that they had to produce a more sporting and youth-oriented car to sate the appetites of those weaned for years on a steady diet of Saxos. The C2 was just that car, released in the UK in September 2003. The styling took a little getting used to, at first looking like a C3 front grafted onto an entirely more angular rear end but, like many bold designs, what initially looks a little odd can bed in nicely. The range consisted of a budget 1.1-litre model and mainstream 1.4-litre petrol and diesel versions. A VTR sports model with a 1.6-litre 110bhp engine and a sequential paddle-shift gearchange was also introduced and was an instant hit. More sports models soon followed. For those who were less than enamoured with the sequential gearbox, Citroen introduced the C2 GT in December 2003, a car mechanically similar to the VTR but fitted with a standard manual box. This too sold very well but rumours of a forthcoming VTS model were causing some customers to hold their horses. When it did appear in summer 2004, younger buyers had no excuse. With 130bhp on tap, a manual gearchange and an insurance rating fully six groups lower than the old Saxo VTS model, Citroen dealers were besieged by younger drivers falling over themselves to find a dotted line on which to sign. Alterations to the car introduced in Autumn 2005 saw an all-new dashboard introduced with square buttons replacing the previous round efforts, higher grade plastics and silver detailing. The Sensodrive gearbox was also improved and a 1.4HDi Furio model became available. These C2 derivatives can be spotted by the clear section in their tail light clusters. The C2 Stop & Start was introduced in Spring 2006. Equipped with the 1.4-litre petrol engine and the Sensodrive automatic gearbox, it switches its engine off to save fuel when the vehicle is stationary, restarting it automatically when it’s time to move off. The autumn of 2007 brought a new range topper to the C2 line-up. The 110bhp VTS HDi delivered 64mpg and punchy performance.

Although it shares its chassis, drivetrains and a number of body and interior parts with the C3, don’t think of this car as merely a scaled down version of Citroen’s spherical supermini. The styling marks a different direction with a C3-style bulbous nose allied to a far edgier, angular back end. Although to some it might look like the results of two design studies fused at the door pillars, it’s certainly distinctive. The side windows adopt a staggered line while the rear haunches blister out in a purposeful fashion. The VTR might be over shadowed by the VTS but it certainly looks the part with colour-keyed bumpers and a subtle sill’n’spoiler kit, although if you opt for the 1.4i Furio model, you’ll get the cosmetic addenda without the punchier engine. Whichever C2 model you opt for, you’ll find a car that maximises its use of available space very effectively. Despite being even shorter than a Saxo, it’s easily able to seat four in comfort. Lessons have been learned from the reception given to the C3 interior and the C2 adopts many of the funkier styling touches such as the ventilation system and the bar rev counter and introduces a few of its own. Interior materials quality has been improved where possible and there’s a wide range of trim choices from sober monotones right up to the most extrovert two-tone designs. The steering adjusts for rake and reach in all versions while plusher trims also get a height adjustable seat. Few will have any cause for complaint given the amount of space in the front of the cabin as it feels no smaller than the C3, a car already renowned for its spaciousness. Like the C3, the C2 gets a can holder ahead of the gear lever as well as generously proportioned door bins that can accommodate a 500ml bottle of pop. Access to the rear isn’t bad and Citroen have displayed admirable pragmatism in failing to pretend that the C2 is anything other than a four seater. So many small cars cram three belts in across the back and end up trussing occupants up like a leg of lamb but the two rear seats of the C2 are well sculpted and respectable in terms of knee and shoulder room although taller passengers may feel the sloping roof impinges on their coif. Opt for upspec models and the rear seats individually slide, recline, fold and tumble. This allows the owner to optimise luggage or passenger space by sliding the seats on runners but in order to fold the rear seats fully flat, the front ones need to be run a long way forward, precluding this possibility for long legged drivers and front passengers. All versions nevertheless get a tailgate that splits into two sections to ease loading in tight spots.

The book on the C2 opens at around £4,100 for a rather basic 1.1-litre L on an 03 plate. The marginally ritzier SX variant weighs in at £4,600. Unless you are really strapped, it’s best to opt for at least a 1.4-litre model, the Furio variant of which kicks off at £4,800 for a manual car with the Sequentronic version adding around £75 to this price. The diesels are also well worth tracking down and these start in SX trim at £5,400. The pick of the bunch have to be the sportier cars and the most commonplace is the VTR, priced from £5,900. The GT is a little rarer but also a little more affordable, with prices opening at £5,700 on 53-plates. Used VTS models are still very tricky to get hold of but £7,000 is the approximate benchmark for an 04-plated car. Very favourable insurance ratings are part of the answer as to why the C2 is such a big favourite with young drivers. The 1.1-litre model is rated at Group 1 and even the livewire VTS model attracts a paltry Group 8 rating.

Although cabin trim quality isn’t the best in class, the C2 comes from tried and tested stock and you should expect little or nothing in the way of mechanical faults. The engines in particular are supremely reliable and few issues have emerged so far. The Sensodrive gearbox is a good deal more durable than a sequential manual as there are no clutches to wear out when performing hill starts or three-point turns. A few grumbles have been raised over the digital dashboard but this is an easy fix. As with any car that’s used primarily as an urban scoot, check for knocks and scrapes, kerbed alloy wheels, uneven wear on the front wheels and kiddie devastation in the back. Also make sure that the used valuation of the car accurately reflects the state of play regarding Citroen’s periodic cashback deals and so on. The list price the vendor may show in a car magazine may well bear very little relation to what he or she actually handed over for the car. Use this information to your advantage and negotiate hard.

(approx. based on 2002 C2 1.4 excl VAT) A clutch assembly is around £110 and an exhaust system about £325 including a catalytic converter. Front and rear brake pads will be in the vicinity of £35-40 each. A radiator is about £170, an alternator about £250 and a starter motor £230.

Four engines – all borrowed from the C3 – are offered with the C2, though the range-topping unit is available in two distinct forms. A 61bhp 1.1-litre opens proceedings but the mid-range 75bhp 1.4-litre petrol with the Sensodrive gearbox is a more relaxed drive. For ultimate economy, the 1.4-litre HDi models will be the first port of call, whilst the VTS version marks the top of the range priced from £11,995. It’s a 130bhp car that sits above the 110bhp pair of the VTR and the lightweight GT; all three of these performance models are powered by Citroen’s 1.6-litre 16v engine. With 10bhp more than its Saxo predecessor and a whole bunch more standard equipment, the VTR model is good value. The GT is essentially the same as a VTR but for a few hundred pounds less it strips out some excess weight and the sequential gearbox to provide a more hard-edged appeal. The VTS is the quickest C2 with a 0-60mph sprint of 8.1s and a 126mph top speed. It emphasises this fact with an aggressive bodykit, bold ‘VTS’ badging and a set of 16" alloy wheels. The five-speed manual transmission from the C3 is the default choice on most of the engines but many C2s are also available with the SensoDrive gearbox that Citroen claim is ‘rally style’. This four-speed sequential ‘box boasts advanced electronics that attempt to learn different driving styles, whilst a flick of the lever allows the driver to make ‘manual’ changes without the need for a clutch pedal. Although the shift responses may disappoint Colin McRae, the gearbox is certainly game enough and will blip the throttle on downchanges when you’re in the mood defaulting back to an automatic mode when you’re not.

While the C3 has done good business for Citroen but failed to really capture the public’s imagination, the C2 rectified that with some very encouraging sales figures and a strong product range. As a used buy we’d lean towards a 1.4-litre diesel or the C2 GT, although when greater quantities of VTS models land in the used arena this will be a difficult car to resist.

LOOKING SHARP WITH MR MULTIVATOR
Buying A Budget MPV Used To Mean Driving Something That Had Been Bludgeoned By The Ugly Stick. The Latest Berlingo Multispace Shows How Far We’ve Come. By Andy Enright

The Citroen Berlingo Multispace has probably done more than any other vehicle to establish the van-based budget MPV sector in the UK. In its original iteration, the Multispace was a fun and functional cheapie that did little to disguise its commercial roots. The current version is a good deal more sophisticated, especially when fitted with the smooth 16-valve 1.6-litre petrol engine. This is a vehicle that was initially viewed as something of a frivolity but which is now taken very seriously indeed by industry analysts. The Berlingo Multispace is big business and it’s easy to see why.

With 110bhp on tap, this Berlingo Multispace is respectably quick off the mark, zipping to 60mph in 11 seconds and on to a top speed of 107mph. This is largely due to the fact that the engine is hauling around a lightweight body encapsulating a good deal of fresh air. You’ll certainly be able to take other drivers by surprise with the Berlingo’s verve. A corollary of the light weight is good fuel economy, the 1.6-litre powerplant turning in an average of 38.2mpg. Emissions are also competitive for a vehicle of this size, the 175g/km of carbon dioxide making the 16v cleaner than its little brother the 1.4-litre Multispace. The latest Berlingo Multispace models are priced even more aggressively than ever, the 1.6i 16v pitched at £11,110 for Forte trim and £11,620 for the plusher Desire. With sales greater than the Renault Kangoo and the Peugeot Partner Combi combined, the Berlingo is by far the dominant player in this rapidly growing market sector. Although the 1.6-litre petrol version is increasingly overshadowed by its 1.6-litre HDi diesel sibling when it comes to sales, it is still the best choice if you want an inexpensive family carry-all that’s enjoyably light on its toes.

"This 1.6-litre version is still the best choice if you want an inexpensive family carry-all that’s enjoyably light on its toes"

The current models can be picked out from previous generations by way of the translucent central section in their rear light clusters, their revised side indicators, the body-coloured number plate mouldings and their thicker side rubbing strips. Clear-lensed headlamps meanwhile, bring a touch of Tiffany jewellery to the front of a car that many would consider more Elizabeth Duke at Argos. But that would be to sell the Berlingo Multispace well short. Yes, it is cheap and cheerful, but it’s also a car that ruthlessly targets a specific market. It’s a market that values rugged, inexpensive family transport. It’s also a market that has developed to demand more than a bread van with windows. And sure enough, the Berlingo Multispace has developed to meet such demands. The dashboard features a centrally-mounted display screen, a steering wheel with stereo controls and a number of stowage areas. A Comfort Pack option offers aircraft-style trays on the back of the front seats, front folding armrests and Citroen’s Modubox system in the boot. Priced at an almost laughable £60, this is one box well worth ticking when specifying your Berlingo. Although the Berlingo still represents an inexpensive way of transporting a growing family, it’s no longer the basic 2CV successor many once reckoned it to be. After all, how many 2CVs were fitted with digital multiplex wiring that allows a ‘guide me home’ function on the headlights or progressive dimming cabin lights? The sophisticated electronics also make the fitting of functions such as a key fob operated ‘location’ facility, automatic door locking and speed sensitive stereo volume simplicity itself. Safety is fairly impressive too, with the current car incorporating a reinforced body structure for improved impact resistance. Standard safety equipment includes anti-lock brakes with electronic brakeforce distribution, twin front airbags, side lateral airbags and three three-point seat belts in the back. The most notable feature of this model is still its vast folding roof. Yes, it is an option but most take it up. In this case, it's electrically operated and retracts to give an aperture of some 20-square feet - almost four times as big as a standard sunroof. Should it start to rain, the roof takes only around 12 seconds to close, at which point, if you're in the middle of a picnic, you can take shelter beneath the raised tailgate. At over 4ft wide, this doubles up as a large umbrella and raises high enough for party of six footers to stand beneath it. The other option that can be fitted instead of the sunroof is Citroen’s Modutop system, a set of aircraft style overhead lockers that greatly adds to the amount of usable carrying space available. The Citroen Berlingo Multispace is the main reason the van-based MPV sector is one of the hottest tickets around. It’s finding plenty of favour among those buyers wanting a serious amount of space with a comedy price tag. Some may suggest that with its modern face and sophisticated functions, the Berlingo has matured a little. That may be the case but, make no mistake, it’s an undeniably better car than before. Better car, perhaps, but does the 16v Multispace justify its existence alongside the excellent 1.6HDi versions? It’s a tough call. Taken in isolation, the petrol car is a real achievement, but when placed in context it would be difficult to ignore the lower running costs and relaxed nature of the diesel version. If you’re still a little suspicious of the diesel revolution, you won’t be disappointed by the Multispace 1.6 16v.

FACTS AT A GLANCE CAR: Citroen Berlingo Multispace 1.6 16v PRICE: £11,110-£11,620 - on the road INSURANCE GROUP: 5 CO2 EMISSIONS: 175 PERFORMANCE: 0-60mph 11.0s / Max Speed 107mph FUEL CONSUMPTION: (urban) 29.7 (extra urban) 45.6 (combined) 38.2mpg STANDARD SAFETY FEATURES: Driver’s Airbag, Front Seatbelt Pretensioners WILL IT FIT INTO YOUR GARAGE: Length/Width/Height mm 4108/1819/1802

VIVE LE 4x4
Citroën makes a tentative and rather overdue entry into the compact 4x4 market with the C-Crosser. Andy Enright reports

For all their history of developing cars that can drive across ploughed fields while wearing a hat, the French haven’t actually achieved too much when it comes to building 4x4s. Those with long memories will remember the Citroën Mehari while in more recent years there have been cars like the Renault Scenic RX4 and Kangoo Trekka. When it comes to capitalising on the phenomenal growth of lifestyle 4x4s, however, it’s fair to say that the French have comprehensively missed the bateau.

Things are changing though. Citroën and partners Peugeot have teamed up with Mitsubishi to share the costs of a joint venture that has resulted in a product platform that has spawned Mitsubishi’s Outlander, Peugeot’s 4007 and the vehicle we look at here, the Citroën C-Crosser. Although building a 4x4 with no real heritage to fall back on might represent something of a gamble for Citroën, the way that the company has dipped its toe into the water is really very smart. Naturally we’ll have to wait and see how the public takes to this vehicle but if Citroën can count on one thing, it’s a very strong dealer network that consistently comes up with clever ways to incentivise sales. The C-Crosser is being offered in two trim levels – VTR+ and Exclusive - with a long list of standard features including six airbags, an alarm, automatic headlamps, sliding and reclining second row seats, ABS, ESP, cruise control and automatic air conditioning. Recommended retail prices are £22,790 for the VTR+ and £25,490 for the Exclusive. It’s indicative of quite what a ‘toe in the water’ approach this is when you consider that there’s only one engine offered. It is a very good one, but Citroën often comes to market with a barrage of petrol and diesel powerplants in all manner of trims hoping that there will be something for everyone. The C-Crosser is different. The sole unit offered is a 2.2-litre diesel that’s good for 156bhp and 280lb/ft on torque and is even capable of running on a 30 per cent mixture of diesel biofuel without resort to modification. The engine has been modified from that found in the 407 saloon range to offer additional lugging power but much of the basic architecture is the same - which is no bad thing. The combustion chamber has been redesigned with a reduced compression ratio and a larger diameter, as the engineers realised that fuel in contact with the walls of the cylinder was difficult to burn efficiently. Increase the volume and the efficiency increases, helped by a redesigned piston crown. A third generation Bosch common rail system uses piezo electronic injectors to raise injection pressure to 1,800bar. Compare that to 1,350 bar for the first generation common rail units and you’ll see the precision at work here. This fuel is squirted through apertures that measure just 135 microns. Dad with his wire brush won’t even be able to see them. The average human hair is 90 microns in diameter.

"A well-styled, decently built modern compact 4x4 that’s offered at competitive price…."

Mated to a six-speed manual gearbox, the engine will satisfy most customers and is shared with the Peugeot 4007. To ensure an optimum blend of comfort, road holding and off-road capability, drivers have a choice of three transmission settings that can be changed depending on road conditions and driving style. Drivers can switch between two-wheel drive, electronically controlled four-wheel drive and a lock setting for low-grip conditions, all of which can be selected using a control mounted on the central console. Granted, beauty is in the eye of the beholder but this beholder can’t help but think that Citroën has done a much better job than sister company Peugeot in draping their version of this car in the respective corporate clothes. Where the 4007 looks rather ungainly around the front end, the C-Crosser works very well, the low-profile Citroën grille looking a lot more at home than the Cayenne-like maw of the 4007. There’s only so much that Citroën could do with a piece of engineering with firmly established ‘hard points’ and the rear three quarter view looks decidedly Japanese, the tapered C-pillars and bold wheelarches betraying the car’s Oriental origins. Likewise, the interior has a distinctly Eastern feel to it as well. There’s none of the trademark Citroën lateral thinking, the fascia being rather conventional. Two cowled dials house the major instruments and the centre console is sparse and rather plasticky it has to be said. Despite this, there isn’t too much you can finger as being wrong with the ergonomics. The ventilation controls are easy to fathom and the multifunction controls on the steering wheel are a nice touch. Citroën’s penchant for functionality and innovation is clearly visible in the C-Crosser, with its flexible 5+2 seating configuration. For ease of use when exiting the third row seats, or when reconfiguring the boot lay-out, the second row seats can be electronically folded forwards using the buttons located internally next to the rear wheel arches.  The two occasional use seats in the rear can be simply folded away under the floor, while the second row of seating also slides and reclines for greater comfort. The C-Crosser also offers plenty of stowage space throughout, with over 20 individual storage compartments. All five rear seats can be folded away easily to provide a flat floor and vast load space of up to 1,686 litres, while the boot capacity is up to 510 litres when the second row of seats are in use. To help loading items into the huge boot space, there’s a split two-piece tailgate. Folded down, the lower section drops the sill by 64mm allowing heavy goods to be easily loaded, while doubling as a handy bench, capable of supporting up to 200kg. Whether or not you take to the Citroën C-Crosser will depend largely on how committed you are to the Citroën marque. The thing is with this car that brand loyalty may well be inversely significant. Dyed in the wool Citroënophiles may well see this car as a sell-out, something that despite its undoubted inherent qualities rather sullies the tradition of the company. Not having any particular interest in that debate, I rather like the idea of the C-Crosser. Pragmatists will take it for what it is – a well-styled, decently built modern compact 4x4 that’s offered at competitive price. As with many such things, thinking too much can prove detrimental. The C-Crosser represents a toe in the water by Citroën and it makes a lot of sense to adopt this approach. It’s not going to revolutionise the 4x4 market in the UK but it should do enough to prompt Citroën to a bolder move next time.

FACTS AT A GLANCE CAR: Citroën C-Crosser range PRICES: £22,790-£25,490 - on the road INSURANCE GROUPS: 12-13 CO2 EMISSIONS: 191-194g/km PERFORMANCE: Max Speed 124mph / 0-60mph 9.5s FUEL CONSUMPTION: (urban) 29.7mpg / (extra urban) 47.8mpg / (combined) 39.2mpg STANDARD SAFETY FEATURES: Twin front & side airbags, ABS, ESP WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4645/1805/1715

THE TORQUE SHOW
The C6 2.7 HDi Is An Impressive Piece Of Automotive Art But Could You Buy One? Andy Enright Reports

Right at this moment, life is good. I’m seated in the back of a Citroën C6 2.7 HDi. I have set the ‘TGV-style’ rear seat to recline, I have lowered the arm rest and pressed a button that sent the front passenger seat way forward, allowing me to stretch my legs as if I was in First Class. The Hydractive suspension is soaking up any minor surface imperfections and I have a lady instructor from Silverstone as my chauffeur. Citroën have gone out of their way to make me like this car and, so far, it’s working.

To be fair, I think I’d like this car without the pretty and capable driver, the posh hotel we’re staying at and the fine foods and wines we’re plied with but to let Citroën onto this would be to endanger the gravy train, so I keep my council. The C6 is a hard car not to admire, if only for its sheer bloody mindedness. Citroën are well aware that this is a car that will sell in its hundreds rather than its thousands and as such, have set out to make it a no-compromises ‘proper’ Citroën of the old school. That doesn’t mean it’s old-fashioned. Far from it, the C6 is jam-packed with high-tech features, but rather it’s a car of distinction and singularity – a car that a French head of state would see fit to ride in. Buying one in this country is quite a different proposition. Motoring journalists aren’t always to be relied upon to offer reliable financial advice, but anyone choosing this car over the Jaguar S-TYPE, a model that uses much the same engine and which is priced broadly equivalently, needs to know what they’re getting themselves into. Residual values aren’t going to be strong and that needs to be taken into account when calculating the cost of ownership. That said, you are getting an awful lot of car. To specify a BMW 530d up to this car’s level would tack another £10,000 onto the German car’s price, which then makes the residuals look a little more realistic.

"The world seems to spin at a slower rate when you’re behind the wheel of a Citroën C6"

Three models are offered. The entry-level C6 2.7HDi opens at £31,895, the Lignage version is priced at £34,995 while the range-topping Exclusive model is a chunky £38,195. Equipment levels are generous right across the range with the entry-level car being fitted with Hydractive suspension, a pedestrian-friendly Active Bonnet, dual zone air-conditioning with soft diffusion, a speed sensitive rear spoiler and laminated side windows. There’s also automatic headlamps and wipers, nine airbags, ESP with traction control, Xenon lights, tyre pressure monitoring and an on-board trip computer. That’s more equipment than many rivals’ flagship models but this ‘base’ C6 also adds cruise control, wheel-mounted stereo controls, electrically adjustable seats and an electric parking brake. Want more? The Lignage version adds a Head-Up Display, directional Xenon headlights, front and rear parking sensors and part leather seats. The Exclusive is where Citroën has really gone to town with their Lane Departure Warning System, a NaviDrive Pack with satellite navigation, an integrated hands-free phone, 6 CD autochanger, a JBL stereo system, Mukonto wood finish in the cabin, full leather seating and then the option of a Lounge Pack which includes those wonderful reclining rear seats. The diesel engine is one that is also shared – in various forms – with all manner of vehicles. Not only can it be found in the C6 but it also pops up in the Peugeot 407, the Jaguar S-TYPE and, in single turbo form, the Land Rover Discovery. Developed jointly between PSA Peugeot Citroën and Ford, it’s an impressive unit, especially when linked to a sweet-shifting automatic gearbox. I drove it back-to-back with the 3.0-litre petrol engine also offered in the C6 and found it hard to imagine why anybody would choose the petrol-engined car. Performance is strong, with 60mph being dispatched in just 8.9 seconds with a top speed of 143mph being enough to get the gendarmes interested in your progress down a deserted autoroute. Fuel economy is reasonable, the C6 getting over 41mpg on a run with a combined figure of 32.5mpg. Talking about such prosaic things as fuel economy and performance rather misses the point of the C6. This is a car that’s all about look and feel rather than stats or percentages. Surfing along on a lazy wave of torque watching dumbfounded BMW, Mercedes and Audi drivers come the other way wondering what planet the C6 with its filter feeder face has landed from. The C6 injects a welcome dose of glamour and panache into a market that has been reduced to a shattered husk. Such has been the domination of the German premium marques in the executive saloon market that those mainstream brands that used to do very good business catering to those who either couldn’t or wouldn’t stump up the premiums to buy German have now largely abandoned the sector. Cars like the Saab 9-5, the Lexus GS and the Volvo S80 just about scrape by, but Vauxhall and Ford appear to have lost interest and Citroën’s partner Peugeot can only really claim success for their 607 in their home market. Can I really, with hand on heart, recommend you buy one of these cars? For most people I can’t. If, however, you’re prepared to pay a premium for a car that’s several steps removed from the ‘executive’ mainstream, or if you’re looking for a car to keep for the longer haul, the Citroën C6 2.7 HDi has its place. Unfortunately, the market it’s aiming at isn’t huge. Whether you see the C6 as a justifiable expense or wilful ostentation, the automotive world’s a richer place for it being around and Citroën should be applauded.

FACTS AT A GLANCE CAR: Citroën C6 2.7HDi range PRICES: £31,895-£38,195 – on the road INSURANCE GROUPS: 16-18 CO2 EMISSIONS: 230g/km PERFORMANCE: 0-60mph 8.9s / Max Speed 143mph FUEL CONSUMPTION: (urban) 23.5mpg, (extra urban) 41.5mpg, (combined) 32.5mpg STANDARD SAFETY FEATURES: Nine airbags, ESP, ABS with EBA and EBD, active bonnet, lane departure warning system. WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4908/1860/1464mm

WHAT DO YOU WANT TO MAKE THOSE EYES AT C4?
In Their C4 Coupe, Citroen Have A First Rate Hatchback On Their Hands. Steve Walker Reports…

Citroen confounded most people’s expectations with their C4. To the outside observer, the French manufacturer seemed to have turned away from roots steeped in the creation of quirkily innovative cars and settled into a cosy niche, selling models that were competent and extremely tightly priced but rarely dynamic or challenging. Then the C4 family hatch arrived and made the kind of impact that you’d more readily associate with its plastic explosive namesake. The C4, and particularly the sporty Coupe version, looks fresh and distinctive - an impression that is only enhanced when you get to grips with the car.

It’s the striking Coupe models that we’re looking at here but in this case ‘Coupe’ is Citroen-speak for 3-door hatchback. The family-orientated 5-door derivatives are called simply ‘Hatchback’ and they take a more rounded styling direction than the altogether edgier Coupe. Both cars are identical as far back as the B-pillars but progress rearward and the Coupe takes on a look of its own. Different observers have likened the C4 Coupe to a variety of models past and present - original Honda CRX, Toyota Prius, and so on. There may or may not even be a bit of Renault Megane in there but whatever it looks like, people seem to like the look. It’s a resolutely cohesive design, the long arching roof and the stubby nose making the car appear all of a piece. The vertical rear window with glass roof section above does little for rear visibility but draws the eye in. Much like film star Jennifer Lopez, the C4 Coupe’s hindquarters represent its defining feature. The Citroen C4 Coupe models are tasked with appealing to buyers who may be younger and are after something both sporty and stylish. It fulfils the ‘stylish’ part of its remit with some aplomb but how sporty the car is depends largely on which engine and trim level you choose. Three trim levels are offered with the C4 Coupe, VTR, VTR Plus and VTS. The sporty overtones become progressively more evident as you ascend the range but all models are well catered for in terms of standard equipment. All C4s get the multi-function fixed hub steering wheel, cruise control and an automatic speed limiter. Plus there are electric front windows, electric door mirrors, a CD player and a trip computer. You also get all the safety features that helped the C4 gain a 5-star NCAP rating for occupant protection and a 3-star rating for pedestrian impact protection.

"Much like film star Jennifer Lopez, the C4 Coupe’s hindquarters represent its defining feature…."

The engine range opens with the 90bhp 1.4-litre 16-valve petrol unit that is standard family hatch fare and then there’s a 110bhp 1.6-litre 16v option above that. These powerplants return average economy figures of 44mpg and 40mpg respectively. The ultimate petrol engine is the 2.0-litre 16v unit that’s offered in 138bhp or potent 180bhp form. Go for the lesser of the two and 0-62mph acceleration is measured at 9.2s but fuel economy is still a not unreasonable 36mpg. The 180bhp option is found in the VTS model and it’ll blast past the 62mph barrier in 8.3s but economy of 33.6mpg means you’ll have to slow down to fill up more often. The high-revving petrol units are not without their charm and the 2.0-litre options have some useful poke but many buyers will be swayed by Citroen’s impressive HDi diesels. The 1.6-litre HDi oil-burner is remarkably quiet and clean. In 92bhp form, it will reach 62mph from standstill in 12.5s and if you upgrade to the 110bhp option there’s a 11.2s time for the sprint and the option of Citroen’s 6-speed electronic gearbox. These figures might look less impressive than the petrol contingent given the premium you pay for a diesel but in real world conditions, the punchy nature of the diesels’ power delivery makes them feel faster. Better still, the 1.6-litre units both return outstanding 60mpg fuel economy. You’ll even get over 52mpg from the range-topping oil-burner. This 2.0-litre 138bhp unit could well be the pick of the range given its 9.7s 0-62mph performance and that thrifty approach to fuel consumption. The initial impression when driving the C4 is that its makers may have over done it on the innovation front. Digital read-outs shine back at you wherever you look and the centre of the steering wheel is fixed in position. Remarkably, however, once you get over the initial strangeness, everything works very well. You only need to divert your eyes from the road slightly to pick up the wealth of information on the main dash-top display and if you really get your foot down, the steering wheel mounted rev-counter flashes red at the limit, prompting you to change up. Features like the built-in air-freshener (VTR and above) and the optional lane departure warning system (vibrates your lower back if you drift across lanes without indicating) have a gimmicky whiff about them but the directional headlights (standard on VTS), which turn to illuminate bends as you round them, work very effectively. The C4 rides with impressive smoothness and composure but it doesn’t quite offer the level of feedback you sometimes want from a sporty hatchback. The variable assistance power steering has an accurate feel and the car is nicely balanced through corners with a decent amount of grip at the front end. The VTS version has stiffened suspension to enhance its sporting pedigree and offers a sharper driving experience generally. The gearchange on most C4 models is a fairly sloppy affair thanks to the long-throw 5-speed box but the 2.0-litre HDi engine comes with a 6-speed box that is far superior – another reason why the big diesel could be the engine to go for. Rear visibility is hindered somewhat by the unorthodox rear window on the Coupe but parking isn’t a problem as the bottom section of the split screen gives decent view of objects immediately behind the car. The interior is spacious and the Coupe provides similar amounts of rear legroom and boot space to the Hatchback. The boot opening is narrower, however, and the levers that fold the front seats forward allowing access to the rear have a habit of sticking up to catch the shins of passengers climbing in. With the C4, Citroen have thrust themselves back into the family hatch spotlight, resurrecting their reputation for innovation in the process. The car is truly outstanding in terms of safety and comfort, it’s an enjoyable drive (if a little less focused than some of its rivals) and the diesel engines are at the head of their field. The Coupe’s styling will justifiably attract a lot of attention but it’s the quality of the overall package and Citroen’s aggressive pricing that should do most to part buyers from their bank details.

FACTS AT A GLANCE CAR: Citroen C4 Coupe range PRICES: £12,095-£18,495 - on the road INSURANCE GROUPS: 4-15 CO2 EMISSIONS: 125-200g/km PERFORMANCE: [2.0HDi] 9.7s 0-60mph / 119mph top speed FUEL CONSUMPTION: [2.0HDi] 39.8mpg (Urban) 62.8mpg (extra Urban) 52.3mpg (combined) STANDARD SAFETY FEATURES: six airbags, ABS, EBD, EBA. WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4274/1769/1458mm

THE SOUND OF MUSIC
An iPod is undoubtedly the thing to have amongst today’s trendy urbanites. Citroen hope that the ‘Airplay’ special edition will help their C1 assume similar status. Steve Walker reports…

Anyone between the ages of 16 and 25 who is not in possession of an iPod might as well give up all pretence of being ‘hip’ or ‘with-it’ and start wearing socks with their sandals right now. The slimline white, black or multicoloured boxes with their accompanying earplug headphones have become the essential accessory to fashionable modern life. It’s not as if they’re difficult to get hold of either and buying one is very much a last resort. There hardly seems to be a competition or promotional offer going these days that doesn’t promise a free iPod of some description. From Kentucky Fried Chicken to the Ministry of Defence, there’s barely a company or organisation out there that hasn’t attempted to woo the public by dishing out Apple’s eminently covetable little MP3 player. It was never going to be long before car makers like Citroen got in on the act.

Citroen have some good products in their range and others that even border on the excellent but, crucially, they also have a masterful marketing department. From the legendary cashback deals on new vehicles to the famous dancing robot TV advertisements, the French firm really know how to make the most of what they’ve got. This is why it was only a matter of time before we got to see something along the lines of the Citroen C1 Airplay special edition. Yes, the Citroen with free iPod has arrived. Now, you can see the appeal behind a mobile phone, a flat-packed chest of draws or a chicken fillet burger with the opportunity to claim a free iPod: even competitions where the first five correct callers win one. None of these require a personal investment that could be considered significantly more valuable than the iPod itself but the Citroen C1 Airplay is a £7,595 car. Are Citroen going to generate a stampede of would-be customers with a free gift worth less than 2.5% of the product’s list price? Luckily, there’s more to the C1 Airplay package than the free iPod.

"…the main reason why buyers should be attracted to the C1 Airplay is that the Citroen C1 is such a thoroughly competent little citycar…"

What you actually get is a one gigabyte black iPod Nano plus an integrated docking station that allows you to rest the iPod at eye-level on the dash and play your vast library of music through the car’s above average stereo system. In addition, Citroen are throwing in remote central locking and front electric windows, neither of which feature on the 1.0-litre Vibe model that the Airplay is based on. The special edition also comes with either red or ‘chrome’ interior trim. Normally, the Citroen Airplay would be £500 more expensive than the Vibe, which seems reasonable given the extras thrown in, but Citroen being Citroen, they’re offering cashback deals that render the Airplay £300 cheaper than its more sparsely equipped and iPod-less relation. For another £70, buyers can also opt for a set of exclusive Airplay decals that adorn the hindquarters of the vehicle. The red and black graphics spell out in no uncertain terms that you’ve got an iPod on board in the same way that the white headphone wire snaking from inside your jacket does when you’re out and about. This may be great for your street credibility but it may not be the best idea from a personal security point of view. All iPods aside, the main reason why buyers should be attracted to the C1 Airplay is that the Citroen C1 is such a thoroughly competent little citycar. Citroen may have the magic touch when it comes to marketing but the C1 stands up to scrutiny even when the promotional smoke and mirrors are stripped away. The Airplay is available in three or five-door form powered by the 1.0-litre 3-cylinder petrol engine. It’s a surprisingly vocal powerplant given its size and although the performance is far from stellar, the feisty engine note gives you plenty of encouragement to explore the upper reaches of the rev range. When you do, the 0-60mph sprint can be covered in 13.7 seconds and there’s a 98mph maximum but this isn’t really the point. Although the car is brisk enough off the line and up to 30mph or so, the engine’s standout feature is its 61mpg combined cycle fuel economy. Both the economy and the performance are helped significantly by the C1’s modest kerbweight and the 109g/km CO2 emissions aren’t bad either. Once, paying bottom dollar for a small runabout meant you slammed the door gingerly and operated the controls with a degree of caution because you expected things to drop off but the C1 and its brethren have a level of build integrity that really does inspire confidence. You can see where corners have been cut to keep the price down. There’s only one strut to support the boot lid, one piece of string that lifts the parcel shelf and basic equipment levels are, well, basic. In this car though, none of it seems to matter. The money-saving innovations are clever and almost endearing rather than cheap and annoying. The features you need to get the most from the car day to day work well. The dash layout is neat and modern, the controls are simple and thought has obviously been given to the provision of useful storage space. The C1 offers outstanding rear legroom considering its dimensions and there’s a reasonable amount of boot space behind. The car is extremely light with a kerb weight of under 900kg and this translates into handling that’s lively and fun, although strong winds tend to give it a bit of a buffeting. Good citycars need to be compact, cheap and economical but it also helps if they’re cute and trendy as well. Citroen’s C1 manages to fulfil the urban runabout brief as comprehensively as anything out there at the moment and the Airplay special edition gives it even more gravitas with its iPod generation target market. There are cheaper ways to get hold of a free iPod but unless you enjoy using premium rate phone lines or you’re addicted to fried chicken, few are as rewarding as the Citroen C1 Airplay.

FACTS AT A GLANCE CAR: Citroen C1 Airplay+ PRICES: £7,595-£7,945 - on the road INSURANCE GROUP: 1 CO2 EMISSIONS: 109g/km PERFORMANCE: Top Speed 98mph / 0-60mph 13.7s FUEL CONSUMPTION: (urban) 51.4mpg / (extra urban) 68.9mpg / (combined) 61.4mpg STANDARD SAFETY FEATURES: Twin front and side airbags, ABS with EBD WILL IT FIT IN YOUR GARAGE?: Length/width/height 3435/1630/1465mm

TAKING DOWN YOUR PARTICULATES
Diesel Convertibles Aren’t Exactly Thick On The Ground. The C3 Pluriel HDi Is Quite Unlike Anything Else Out There. Andy Enright Reports

Billed as the UK’s first diesel powered convertible supermini, Citroen’s C3 Pluriel HDi certainly isn’t your run of the mill topless tot. It’s shot through with a heady combination of practicality and quirkiness and while this dual personality may take a little while to get used to, the car itself is as innovative as Citroens of yesteryear. If you can’t decide whether you’re a hedonist or a pragmatist, the Pluriel HDi may well be the car(s) for you.

For too long it seems that car manufacturers have labelled those who want a drop top as correspondingly uninterested in anything remotely practical. The Pluriel HDi follows the lead of other diesel convertibles but in bringing these attributes to the supermini class achieves some remarkable figures. The 70bhp 1.4-litre HDi common rail diesel engine will return a scarcely credibly 63mpg on the combined cycle rising to 71mpg on out of town driving. If you like the feel of the wind in your hair in any place other than a windswept filling station forecourt, the Pluriel HDi looks set to fit the bill perfectly. An open topped car that may well spend most of its time on the city streets may not sound a very appetising prospect but owners can console themselves with the fact that the Pluriel HDi emits just 120g of carbon dioxide per kilometre, thus making it one of the cleanest convertibles ever constructed. As well as being clean, the Pluriel is reassuringly safe. Euro NCAP crash tests named it Europe’s safest supermini, its high score helped in no small part by roof arches reinforced with sturdy aluminium tubes, strengthened windscreen pillars a stiffened body shell and reinforced rear seats and head restraints. Four airbags are fitted as standard as well as anti lock brakes with Electronic Brakeforce Distribution and Emergency Braking Assistance. Priced at £14,895, the Pluriel HDi is often subject to cashback deals that can knock anything up to £1,500 off this price, making it conspicuously good value. By contrast a Ford Streetka looks pricey. The Ford and the Citroen will nevertheless aim at different markets. If you want a car that will put a huge grin on your face at the way it tackles a corner, the Ford is the clear winner. If, on the other hand, you prefer tiny running costs, four seat practicality, a quirky personality and all round versatility, the Pluriel HDi is by far the better bet. After all, a sprint to 60mph in 16.1 seconds and a top speed of 98mph probably won’t do much for the press-on driver. With its full-length canvas roof in place, few would finger the Pluriel as a convertible, the shapely glasshouse and the seemingly fixed rear window giving it the appearance of a quirkily styled three-door hatch. Slide the canvas section back, fold the rear window cartridge down into the spare wheel cavity and house the gloss finish roof rails in their deckchair like holder and you then have a full convertible. No rollover hoops or bulky tonneau covers sully the appealing shape. What’s more, there’s even a reasonable amount of space in the boot once the hood has been dropped.

"Genuine fans of the marque will be rubbing their hands in glee as the Pluriel resolutely ploughs its own furrow "

Built at Citroen’s Madrid factory, the Pluriel offers similar interior quality to the C3 hatch. Despite the 1999 show car displaying an interior of quite baffling design flair, the production Pluriel’s interior is largely C3. That means neat, easy to operate design and the C3’s facelifted dash board with its higher grade plastics and more upmarket feel. The door panels have been given a boost too with the same themes as the curvy facia. The effect is a definite improvement. One key drawback of the Pluriel’s design is that the bulky roof rails cannot be stored in the car upon removal, instead residing in their holder in your garage. Therefore you don’t have the option of pulling over to the roadside and dropping the roof to form a full convertible as you can in a Peugeot 206CC. Once you have left the rails at home, you’re committed to open top motoring for the day, come rain or shine. One suspects we won’t see too many Pluriels plying our roads in full convertible mode. Despite these limitations, the Pluriel is still a very appealing choice and even with the black ‘tusks’ in place it feels very airy when the canvas roof is retracted, the side windows are dropped and the back glass is slotted out of sight. Rear seat passengers will have just as much fun as front seat occupants and they’ll also feel reassured by thee Pluriel’s high waistline. It handles fairly neatly, the comfort-oriented suspension doing a good job of soaking up most surface imperfections that might otherwise betray a wobbly scuttle. Citroen’s engineers are proud of the reinforcing work they’ve done on the Pluriel and the fact that it weighs about 150kg more than its hatchback equivalent is testament to this effort. Only over the very worst potholes will you provoke any shudder from the chassis. There’s a reasonable amount of space in the back for four, although five would be a tight squeeze as both knee room and shoulder space would be at a premium. Some of you may have spotted that the rear screen folds into the spare wheel well, thus signifying a lack of said wheel. Rather than rely on the commonplace - and usually quite useless - puncture repair aerosol, Citroen has done the right thing and fitted the Pluriel with Michelin PAX run flat tyres. Cars stranded on the roadside are never a great advertisement. Quite how the various water seals and roof parts stand up to the wear and tear of real world motoring remains to be seen but at first glance they appear well fabricated. The diesel version of the Pluriel in many ways makes the most sense of all the models. The Pluriel is never really going to appeal as a driver’s car so the logical thing therefore is to choose the model that makes the most sense. Some may question whether sense and a cabriolet cum targa cum pickup are mutually compatible concepts but think it through and you’ll accept the logic.

FACTS AT A GLANCE CAR: Citroen C3 Pluriel 1.4 HDi PRICES: £14,895 - on the road INSURANCE GROUP: 5 CO2 EMISSIONS: 120g/km PERFORMANCE: 0-60 16.1s Top Speed 98mph FUEL CONSUMPTION: (urban) 40mpg / (extra urban) 71mpg / (combined) 63mpg STANDARD SAFETY FEATURES: Twin front and side airbags, ABS with EBA and EBD WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 3934/1700/1559mm

FRENCH ECONOMY LOOKING GOOD
Citroen Has Built Its UK Success Story On Offering The Motorist Keen Value For Money. The Latest C3 HDi Certainly Diesels Aren’t About To Batter The Balance Too Badly. Andy Enright Reports On The 8-Valve Version

Citroen have managed to tap into the psychology of the UK market probably better than any other car manufacturer of late. Their formula has been to catch ‘em young, tempting buyers with a credible badge that, with cashback, discounts and free insurance policies, make the cars as affordable as bargain basement Koreans. This tactic has been spectacularly effective, twenty something C2 buyers often maturing into not-so-young C4 buyers and so on. Tapping into these buyers' sense of value is the Citroen C3 HDi diesel range, a set of supermini-sized cars that are as easy on the eye as they are on the pocket.

There are four diesel engines from which to choose developing 70, 92 and 110bhp respectively. The least powerful unit is a 1.4 and it’s the two 16-valve 1.6-litre capacity powerplants that make-up the top end of the range. It’s the eight-valve 1.4 versions we look at here, priced from £10,695 and offering economy of around 66mpg. The diesel engine certainly suits the personality of the C3. In the C2, Citroen retain a small car that begs to be taken by the scruff of the neck and flung at the nearest corner, but as its bigger brother, the C3 is a little more restrained. The car has been sharpened up dynamically but the tauter suspension and enhanced steering feel stop well shy of the sportiness threshold. Buyers of the current car should also appreciate the restyled nose with bigger air intake, more pronounced grille and far bigger chromed Citroen chevrons. More important are the alterations inside which include revised and markedly higher-quality dashboard and door panels. The stereo and ventilation controls look tidier and there’s a more grown-up feel about the interior generally. The effect is still not class-leading but it’s much more like it.

"The 70bhp 1.4-litre diesel unit endows the C3 with enough muscle to effortlessly undertake motorway overtaking maneuvers."

The upright seating position gives the first clue as to the C3’s intent. Fire up the engine and you’ll be greeted by an initial muted hacking which almost instantaneously settles down into a low-key thrum. Citroen having excelled themselves in insulating the powerplant to such an extent that when out on the open road, only the punchy swell of torque gives the game away. The all-alloy 1.4-litre direct injection diesel may well seem familiar to some and it is indeed the same engine used by Peugeot and Ford – at least in the eight-valve guise featured here. The reason for its popularity is because it’s a fine engine, built around the almost obligatory common rail architecture and given respectable performance by the fitment of a small turbocharger. All-in, the engine generates 70bhp and when combined with the C3’s lighter overall weight and longer gearing, it manages not only to return better economy figures than a similarly-powered Fiesta, but also manages to outsprint the little Ford. True, you won’t buy a C3 1.4 HDi for its performance, but the eight-valve engine’s sprint to 60mph in 13.4 seconds is perfectly adequate, as is its top speed of 103mph. These figures probably won’t set your trousers alight, but this engine has 25% more torque than the 1.4-litre petrol unit and endows the C3 with enough muscle to effortlessly undertake motorway overtaking manoeuvres without recourse to anything as undignified as a downchange. Although the 10,695 sticker price is a bit steeper than the comparable Fiesta, Citroen dealers will no doubt pull some sort of financial rabbit out of their hats to sweeten the deal. On top of that, the Citroen is notably better equipped. Clever safety-conscious electronic features have been borrowed from the larger C5 – things such as speed-sensitive intermittent wipers with rain sensing activation, hazard lights that deploy automatically under severe braking as well as side airbags, ABS with EBD, Emergency Brake Assist and comprehensive pedestrian safety features. The interior is adventurously styled – which makes a change from all the other makers who seem to be slavishly aping VW Group products. As a result, instead of a dull Teutonic cabin, we’ve got one that goes its own way, light and airy with low window lines and bold, sweeping curves. The digital instrumentation is clear and easy to read and has a Saab-style ‘black panel’ that turns all but the most important functions off if you don’t want to be distracted by them at night. The rev counter that arches across the top of the digital speedometer is a classic Citroen design cue and one that fits well with the novel design philosophy. The innovation certainly doesn’t stop there. Citroen’s Moduboard system is a load bay dividing system that helps protect soft items from hard, clean from grubby and prevent bulky objects from racing across the load bay during spirited driving. The C3 1.4 HDi certainly hasn’t ducked the challenge of taking on some tough rivals. Accomplished cars such as the SEAT Ibiza, the Ford Fiesta, the Toyota Yaris and the Volkswagen Polo all mix it pretty well with the baby Citroen dynamically. Which means that if you then figure in the value equation, it’s possible that the Citroen may emerge on top in the long run. We certainly wouldn’t bet against it.

FACTS AT A GLANCE CAR: Citroen C3 1.4 HDi 8V range PRICES: £10,695 - on the road INSURANCE GROUP: 3 CO2 EMISSIONS: 110g/km PERFORMANCE: Max Speed 103mph / 0-60mph 13.4s FUEL CONSUMPTION: (urban) 55.4mpg / (extra urban) 74.3mpg / (combined) 67.3mpg STANDARD SAFETY FEATURES: Twin front and side airbags WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 3850/1667/1519mm

AHEAD OF THE CURVE
The Citroen C3 1.1iL Offers A Credible Modern Supermini For Less Than You Might Think. Andy Enright Reports…

The C3 has made quite an impact for Citroen. In offering a spacious, unthreatening supermini at reasonable prices, the French company has latched straight into a winning formula. Originally, the problem was that the range opened with technically sophisticated 1.4-litre models. Where was the budget version that could take the battle to cars like the Vauxhall Corsa 1.0 or the Toyota Yaris 1.0? Noticeable by its absence, that’s where. That changed with the introduction of the C3 1.1iL, a car that now in facelifted form offers an easy leg-up into C3 ownership from just £9,395.

Citroen being Citroen, they will possibly be able to sweeten the deal further with one of their seasonal cashback/free insurance deals, but even at the RRP of £9,395, the C3 1.1iL looks a sound bet. True, there’s not a great deal of engine on offer, but that goes with the territory here. Cars in this sector are all about fuel economy, miserly emissions and urban desirability, three areas where the bulbous Citroen scores highly. The car has undergone a bout of cosmetic surgery since it first arrived on the scene and the current 1.1iL can be distinguished from its forebears by means of its restyled nose with bigger air intake, more pronounced grille and far bigger chromed Citroen chevrons. More important are the alterations inside which include revised and markedly higher-quality dashboard and door panels. The stereo and ventilation controls look tidier and there’s a more grown-up feel about the interior generally. The effect is still not class-leading but it’s much more like it. The 60bhp 1.1-litre engine averages 47mpg with nearly 60mpg possible on a gentle run whilst at the same time emitting a mere 143 grammes of carbon dioxide per kilometre. Performance is predictably laid back, the C3 breaching 60mph in just under 16 seconds on the way to a top speed of 99mph. You’ll need to work the engine a little harder than you will in a 1.4, and given the price differential between the 1.1iL and the better specified £11,195 1.4 SX, those who are looking to cover higher mileages would be advised to opt for the larger engined car. Equipment levels for the C3 1.1iL are modest, although it’s good to see that Citroen haven’t cut too many corners regarding safety provision. As well as variable electric power steering, the C3 is fitted with twin front and side airbags, ABS with EBD, Emergency Brake Assist and comprehensive pedestrian safety features, making it one of the safer options in its class. Remote central locking is also standard.

"The C3 1.1iL, like many Citroens, is priced aggressively…"

In making the C3 subtly different to what we’d come to expect as a blueprint supermini, Citroen have created a car that’s more faithful to their old tradition as manufacturers of supreme lateral thinking. They claim that it’s a very different take on the supermini concept: three-door versions for example, will never be made. Instead, that niche is being covered by the C2. The C3 will instead offer spacious family motoring for those that aren’t particularly interested in lift-off oversteer or any such lairy antics. Indeed, the suspension and steering tweaks brought in on the current model add a little extra driver involvement but stop well short of anything that you could call sporty. That would be to impinge on C2 territory. The C3 1.1iL, like many Citroens, is priced aggressively, evidence of Citroen’s success at tapping into the psychology of the UK market probably better than any other car manufacturer of late. Their formula has been to catch ‘em young, tempting buyers with a credible badge that, with cashback, discounts and free insurance policies, make the cars as affordable as bargain basement Koreans. This tactic has been spectacularly effective, twenty something C3 buyers often maturing into not-so-young Xsara buyers and so on. This policy has given Citroen such remarkable year on year sales growth. Combine that with the fact that this supermini market has increased by some 30% over the past five years and the C3 looks set fair for success. Only the small matter of the Ford Fiesta, the Renault Clio, the SEAT Ibiza, the Vauxhall Corsa, the Skoda Fabia, the Honda Jazz and others come between the C3 and number one spot on the podium. The supermini sector is a tough battleground but at least the C3 is equipped for the fight. Like all C3 models, the interior is also adventurously styled – which makes a change from all the other makers who seem to be slavishly aping VW Group products. As a result, instead of a dull Teutonic cabin, we’ve got one that goes its own way, light and airy with low window lines and bold, sweeping curves. More importantly, there are enough bins, cubbies and boxes to make locating a carelessly stowed bunch of keys the work of several minutes. Citroen’s Moduboard system is a load bay dividing system that helps protect soft items from hard, clean from grubby and prevent bulky objects from racing across the load bay during spirited driving. Clever safety-conscious electronic features have been borrowed from the larger C5 – things such as speed-sensitive intermittent wipers with rain sensing activation, hazard lights that deploy automatically under severe braking. The C3 1.1iL would be a surefire winner if it were permanently priced £500 lower. Unfortunately this is something that Citroen dealers only periodically do, making the C31.1iL look a poor bet on paper compared to more powerful 1.4-litre versions. Nevertheless, keep tabs on your Citroen dealership and you could land yourself with a bargain.

FACTS AT A GLANCE CAR: Citroen C3 1.1iL PRICES: £9,395 - on the road INSURANCE GROUP: 2 CO2 EMISSIONS: 143g/km PERFORMANCE:0-60 15.8s Top Speed 99mph FUEL CONSUMPTION: (extra urban) 56mpg / (combined) 47mpg STANDARD SAFETY FEATURES: Twin front and side airbags WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 3850/1667/1519mm

THE SENSIBLE FAMILY SOLUTION
Nine-seater large MPVs were essentially mini-buses until cars like Citroen’s Dispatch Combi came along. Having tried this huge People Carrier, Jonathan Crouch thinks a growing family could very happily live with it…

If you’re going to get a large MPV, then there’s a great argument for doing the job properly and getting one with van-like dimensions. Better still perhaps, getting one originally developed as a van, providing it’s acceptably car-like to drive. Something, indeed, like Citroen’s Dispatch Combi. It shares its design with Fiat’s Scudo Panorama and Peugeot’s Expert Tepee but is slightly more affordably priced, with room for up to nine people and their luggage. Try getting all that in a conventional large MPV.

What’s refreshing about Citroen’s marketing for the Dispatch Combi is that it doesn’t pretend the vehicle to be anything other than a Dispatch van with seats and windows fitted. This Dispatch, like its predecessor and its bigger brother the Relay, is a product of Peugeot Citroen’s alliance with Fiat and features a steeply raked windscreen, a huge front bumper and dramatically elongated headlamps. The styling themes are definitely more Peugeot than Citroen with the large front overhang and the bonnet that rises at the edges before easing up into the A-pillars. Half close your eyes, stand on your head and on a foggy morning, you could almost mistake it for a 407. The Dispatch Combi model is offered in either of two loadlengths (L1 and L2) with either six or nine seats. Alright, so the Dispatch Combi isn’t going top be the first port of call for those MPV buyers looking for a sparkling driving experience. Unless your work vehicle is a London bus, the Expert Combi isn’t going to feel especially lively, especially if you opt for the 1.6 HDi 90 entry-level version. Load it to the gunwales with passengers and related gubbins and you’ll probably want the more powerful of the two 2.0-litre HDi diesel engines if you’re to make anything other than stately progress. On the open road, the Dispatch Combi is very pleasant to drive, with the suspension taking care of the bumps admirably and the electrically assisted steering being light and accurate. This vehicle corners with good body control for such a high-sided vehicle and the braking is assured with ABS and EBD as standard.

"Being sensible has a lot to be said for it…."

The 2.0-litre engines both feature second generation HDi diesel technology and that means torque of 300Nm or 320Nm for the 120 and 136bhp models respectively, all generated at a lowly 2,000rpm. Refinement is acceptable although there is inevitably quite a degree of wind noise and you’ll notice crosswinds when motorway cruising. The suspension setup is a fairly rudimentary arrangement of struts up front and a torsion beam at the back and there is some bump and thump overt city potholes as a result. The Dispatch Combi is all about space and a lot of it. The eternal problem with MPV-style vehicles is that once you’ve loaded them with all the family, there’s nowhere to put the luggage. I drove one such vehicle recently where when it was configured in seven seat mode there was not even enough space behind the rearmost seats to carry a modestly sized briefcase. Inexcusable, really. That’s certainly not the case with the Dispatch Combi. Specify it in entry-level 6-seat guise and even the regular wheelbase model has enough space back there for enterprising estate agents to slap a For Rent sign on it. Inside, the light grey plastics aren’t of the soft-touch variety but they do seem tough and the layout of the controls is largely conventional with all the important stuff sited on the steering column itself. For storage there are narrow door pockets, a large pot in front of the passenger and a small glovebox but you might need that third front seat to sit larger items on. The overhead shelf increases the oddment space available but you have to reach up and feel about blindly for anything you’ve put in there, so leave that box of roofing tacks in the glovebox. The basic question you’ll need to answer before buying a Dispatch Combi is why you should do so rather than going for an apparently almost identical Fiat Scudo Panorama or Peugeot Expert Tepee. It’s a rather complicated question to answer as trims vary between the three. A really basic 5/6-seat version of the Fiat is priced from under £15,000, while the Peugeot in entry-level 5/6 seat form costs around the same as the cheapest Expert Combi L1 HDi 90 6-seat (which retails at £18,636). Realistically, most buyers are going to want the nine-seater longer bodied version with one of the 2.0-litre HDi diesel engines, in which case, with the Citroen, prices start at around £20,500. That’s not altogether bad value for money considering that the cheapest Chrysler Grand Voyager – the closest ‘purpose built’ MPV to the Dispatch Combi’s monster luggage capacity – will run you well over £28,000. At the end of the day, it comes down to the deal on the table rather than list prices when it comes to choosing between the various brands. There will always be buyers who need a vehicle capable of hauling a big family and all their paraphernalia but the fact remains that these customers are often among the most cash strapped and have other diversions for their cash. Other than a questionable depreciation performance, the Dispatch Combi turns in some decent results. All three engines are respectably economical and the combination of long-legged six-speed gearboxes and huge 80-litre fuel tanks gives the Dispatch Combi some real reach when it comes to distance between top ups. Emissions are amazingly good too, the 120bhp version emitting 194g/km of carbon dioxide and the 136bhp engine only slightly worse at 196g/km. A few years ago, we could never have recommended that any parent consider a van with windows. However, as light commercial vehicles have become progressively more car-like, that has all changed. I used this car to transport a family of five, plus three large bikes (all contained inside the car), something I could never have done in any conventional large MPV. For that kind of versatility, I’m prepared to put up with some driveability compromises, though interestingly, there aren’t too many – as long as you opt for the 2.0-litre HDi engine in one of its forms. Who cares if it doesn’t look particularly sassy or that it won’t corner like a BMW? That’s not what you buy a vehicle of this kind for. Being sensible has a lot to be said for it.

FACTS AT A GLANCE CAR: Citroen Dispatch Combi range PRICES: £18,658-£23,954 - on the road INSURANCE GROUPS: 7-8 CO2 EMISSIONS: 191-200g/km PERFORMANCE: [136bhp] Max Speed 106mph / 0-60mph 12.5s [est] FUEL CONSUMPTION: [120bhp] 38mpg (combined) [est] STANDARD SAFETY FEATURES: twin front and side airbags, ABS with electronic brakeforce distribution WILL IT FIT IN YOUR GARAGE?: length/width/heightmm 4805/1895/1942

CINQ WITHOUT TRACE?
You Know Someone Doesn’t Like You When You Get A Big Car With A Small Engine. With Citroen’s C5 1.8 The Hard Done By Have Found Their Talisman. Andy Enright Reports…

Something strange has been going on in the medium range family car sector. Inch by inch after each iteration these cars are getting bigger. Though we don’t spot it right away, they have gradually grown to a size whereby Citroen’s C5 isn’t far shy of a Vauxhall Carlton or a Ford Scorpio of yesteryear. Which means that the 1.8-litre versions aren’t powerful enough to punch their way out of a wet paper bag, right? Wrong. Engine technology has progressed apace and the 1.8-litre Citroen C5 is a long way removed from the ‘less desirable’ end of the stick.

The 1.8-litre engine comes as a five-door in VTR trim costing £17,095. You’ll have to put up with the predictable gibes about how you drive a C5, but even Sir Clive could never have envisioned that personal transport solutions would have come this far, so soon and from Citroen, whose 2CV probably offered as much resistance to stray artics as the Cambridge gnome’s trike. Innovation has always been an integral aspect of the Citroen brand ‘personality’ and although that innovation had been shackled in recent years by the company’s subservience to more mainstream Peugeot designs, the C5 marks a welcome return to Gallic indifference. Asked why it looks nothing like a Ford Mondeo or Volkswagen Passat, the C5 would probably shrug dismissively and contrarily plough it’s own furrow. The latest model features a number of enhancements both visual and functional but the C5 remains very much a C5. The double chevron grille is rapidly being adopted right across the Citroen range and now the C5 has it along with ‘boomerang’ style front and rear lights. Interior quality has also been improved, there are now seven airbags and Citroen’s directional Xenon headlamps are available.

"The C5 marks a welcome return to Gallic indifference."

Underneath these updated but still relatively anonymous looks lies a car that is anything but. You don’t have to drive one very far to find out why. This family five-door will ride and corner differently to anything you’ve ever driven. The credit for this goes to Citroen’s unique Hydractive 3 suspension. Devotees of the marque who owned an XM or a Xantia will know what we’re talking about here, for both of these cars featured early versions of this system. In its latest form, the advantages of this fluid-sprung set-up over conventional steel springs are almost impossible to ignore. Thus equipped, this C5 can read the road and adapt its ride set-up accordingly, depending on the ground surface, the speed and the way that you’re driving. Sensors strategically located around the car feed information to a central control system that can then change both spring and damper rates as necessary. For example, on bad surfaces below 43mph, the car will be lifted by 13mm to prevent the possibility of grounding out. Over 68mph on a smooth road however, the gadgetry will automatically lower the front of the car by 15mm and the rear by 11mm to reduce drag. You can even choose a ‘raised’ 40mm position for potholed farm tracks or an even higher setting to make it easier to change a wheel. On the move, you monitor each state of affairs via a multi-function screen built into the top of the fascia. There’s the choice of ‘normal’ or ‘sport’ modes, though drive the car hard and you’ll find that it switches automatically to ‘sport’ mode anyway. Where you notice Hydractive 3 most however, is on bad roads or in hard cornering. The worse the surface, the better this car feels (nothing, but nothing at any price rides speed humps better). Its real party piece however, is reserved for sharp corners. As you enter the bend, you expect the car to start rolling in the normal way – except that it doesn’t. In fact, all the way through the turn, the body stays absolutely flat. It’s a rather weird feeling. Comfort them, is this car’s number one priority. It’s not seeking to deliver as sharp a driving experience as you could expect in a Mondeo or a 406 – though in fact, it’s not that far off. Certainly, the engines are up to the job. These are borrowed from Peugeot’s parts bin and are none the worse for that. Most buyers will choose the 2.0-litre engine, but for those who do plump for the 125bhp 1.8-litre variants, they’ll be getting a car that can hit 60mph in 10.0 seconds on the way to 125mph. In a car the size of a small rural shire that’s respectable performance, and the fuel economy figure of 37.2mpg isn’t anything to sniff at either. The engine is surprisingly quiet and cultured, even when you decide to drop the hammer, and the modest power only really becomes apparent when accelerating at speed on motorways. For the majority of the time the C5’s cosseting ride won’t make you hanker for anything markedly quicker under the bonnet. The C5’s styling is deceiving. At first glance, you’d swear it was a saloon when, in fact, it’s a five-door hatch. Inside, the well-appointed cabin is as spacious as anything in the class and the 456-litre boot’s enormous. At the wheel, it doesn’t feel quite as solid and classy as some rivals (blame the different plastics and mock wood for that) but it’s not far off. And of course, in keeping with the theme pursued by the rest of the car, it’s as hi-tech as you could wish. Airbags are everywhere, there’s a great trip computer and you can specify voice activation for the stereo as well as for the optional satellite navigation and in-car telephone systems. Another interesting prospect is the lane departure warning system, which alerts drivers if they drift across lanes without indicating. Keen drivers will break out the bargepoles when faced with the prospect of a spell behind the wheel of the Citroen C5 1.8, but they’d be missing out. All it takes is an adjustment of attitude. Just as the car is confident enough not to slavishly ape the established rivals, it’s best to relax, take in the big picture and enjoy the C5 for what it is. If you can do this, the executive car rat race suddenly looks a distant unappetising place. Executive stress relief has never been sweeter.

FACTS AT A GLANCE CAR: Citroen C5 1.8-litre range PRICES: £17,095 - on the road INSURANCE GROUP: 8 CO2 EMISSIONS: 182g/km PERFORMANCE: Max Speed 125mph / 0-60mph 10s FUEL CONSUMPTION: (urban) 27.2mpg / (extra urban) 47.9mpg /(combined) 37.2mpg STANDARD SAFETY FEATURES: Twin Front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: [saloon] Length/Width/Height 4618/1770/1476mm

CITROEN PUMP UP THE VOLUMES
Buy a car and get a free iPod! That’s about the size of Citroen’s C3 Airplay+ special edition. Steve Walker reports…

In many circles, particularly those moved in by younger, trendier members of society, it’s almost as though Apple’s iPod has become the essential companion to modern life. From the car manufacturer’s perspective, this youthful element - the ones with the glazed expressions, the nodding heads and the slender white cables trailing from their ears – represent a rich untapped seem of potential sales. The problem is that it’s notoriously difficult to get through to them. The C3 Airplay+ is Citroen’s attempt at doing just that.

Bombarded by media messages almost since birth, the iPod generation have a keenly-developed sense of cynicism and distrust where advertising is concerned. They’ve also got Arctic Monkeys going ten to the dozen in their ears for 80 per cent of the time and so are unlikely to hear anything you say to them. So what’s a poor car manufacturer to do if it wants to exploit this sector of the market? Citroen has hit on a solution that seems likely to work: giving away free iPods with its youth-orientated Airplay+ range of models. One iPod is probably enough for anyone but the ones Citroen are pedalling are 4 gigabyte iPod Nanos. These are hardly the Rolls Royce of iPods but the Airplay+ models come with an integrated docking station that charges the device and allows the collection of over 1,000 tracks that it stores to be played through the car stereo. The C3 Airplay+ is also offered in a range of colour schemes - red, blue or silver - that match the finishes on the iPods themselves. There’s even a CD stereo in case you leave your iPod at home. There’s more to the Citroen C3 Airplay+ than the portable music storage system that accompanies it. The car comes with a 1.1-litre engine that’s very young driver-friendly by virtue of its 47mpg economy figure and group two insurance. The 143g/km CO2 emissions are class competitive and won’t give you too much of a headache when the time comes to renew that road tax.

"Your entry ticket into the iPod generation could see you luck into a very nice little supermini as well"

Standard equipment levels for the C3 1.1iL which forms the basis of the Airplay+ are modest, although it’s good to see that Citroen haven’t cut too many corners regarding safety provision. As well as variable electric power steering, the C3 is fitted with twin front and side airbags, ABS with EBD, Emergency Brake Assist and comprehensive pedestrian safety features, making it one of the safer options in its class. Remote central locking is also standard. In making the C3 subtly different to what we’d come to expect as a blueprint supermini, Citroen have created a car that’s more faithful to their old tradition as manufacturers of supreme lateral thinking. They claim that it’s a very different take on the supermini concept: three-door versions for example, will never be made. Instead, that niche is being covered by the C2. The C3 will instead offer spacious family motoring for those that aren’t particularly interested in lift-off oversteer or any such lairy antics. Indeed, the suspension and steering tweaks brought in on the current model add a little extra driver involvement but stop well short of anything that you could call sporty. That would be to impinge on C2 territory. The C3 Airplay+, like many Citroens, is priced aggressively, evidence of Citroen’s success at tapping into the psychology of the UK market probably better than any other car manufacturer of late. It’s available from just £7,995 with all the bells and whistles associated with this special edition model. This policy has given Citroen such remarkable year on year sales growth. Combine that with the fact that this supermini market has increased by some 30% over the past five years and the C3 looks set fair for success. Only the small matter of the Ford Fiesta, the Renault Clio, the SEAT Ibiza, the Vauxhall Corsa, the Skoda Fabia, the Honda Jazz and others come between the C3 and number one spot on the podium. The supermini sector is a tough battleground but at least the C3 is equipped for the fight. Like all C3 models, the interior is also adventurously styled – which makes a change from all the other makers who seem to be slavishly aping VW Group products. As a result, instead of a dull Teutonic cabin, we’ve got one that goes its own way, light and airy with low window lines and bold, sweeping curves. More importantly, there are enough bins, cubbies and boxes to make locating a carelessly stowed bunch of keys the work of several minutes. Citroen’s Moduboard system is a load bay dividing system that helps protect soft items from hard, clean from grubby and prevent bulky objects from racing across the load bay during spirited driving. Clever safety-conscious electronic features have been borrowed from the larger C5 – things such as speed-sensitive intermittent wipers with rain sensing activation, hazard lights that deploy automatically under severe braking. Using iPods to sell cars might strike you as a bit of a gimmick but the Citroen marketing department is one of the most efficient in the industry and it’s a safe bet that they know what their doing, not only with the C3 Airplay+ but with the C1 and C2 versions as well. Your entry ticket into the iPod generation could see you luck into a very nice little supermini as well.

FACTS AT A GLANCE CAR: Citroen C3 Airplay + PRICE: £7,995 - on the road INSURANCE GROUP: 2 CO2 EMISSIONS: 143g/km PERFORMANCE:0-60 15.8s Top Speed 99mph FUEL CONSUMPTION: (extra urban) 56mpg / (combined) 47mpg STANDARD SAFETY FEATURES: Twin front and side airbags WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 3850/1667/1519mm

RUN VTR
We’re Getting Used To The Concept Of Sporty Diesels, But Does Citroen’s C5 1.6 HDi VTR Stretch Things A Little Too Far? Andy Enright Reports

Sportiness is a virus. It infects everything, from the way companies sell razor blades right through to the sort of soft drinks you buy and it manifests itself insidiously in the methods in which cars are marketed. Unless your car is sporty in some vague manner, it’s generally doomed. Every once in a while, a manufacturer thumbs its nose at this and Citroen’s C5 was a refreshing example of a car with absolutely no sporting aspirations. It was big, soft and as comfy as your bathtub. That was until the VTR model was introduced. Seen here fitted with the resolutely unsporty 1.6-litre HDi diesel engine, this could well be Britain’s least sporty sporting car.

You probably associate the VTR tag with the Citroen Saxo that’s driven by the spotty youth up the road, fitted with an exhaust pipe so large you need to check it for tramps in the morning and which is so loud that when it comes haring past your front door in the small hours your cat tries to microwave itself in sheer terror. Thankfully the C5 HDi VTR is alike in badge only. As a token sporting effort, it’s quite magnificent. The 1.6-litre diesel engine still develops 110bhp and the suspension offers exactly the same ride quality as its humbler siblings – somewhere between crème brulee and blancmange, if you’re interested. Instead, there are ‘striking’ 16-inch alloy wheels, ‘carbon-fibre effect’ inserts around the centre console and doors and ‘eye-catching’ dark blue/grey upholstery with matching seat belts and a leather steering wheel. It’s wholeheartedly half-hearted. Opting for that Sports Pack also entitles you to a ‘sporty’ (that word again) lower front mesh grille and a rear spoiler. Less thrilling but arguably more useful standard inclusions run to automatic wipers that decide how fast to go on intermittent wipe and headlamps that switch themselves on and off based on the level of ambient light. Other thoughtful features include a stereo with volume that increases according to your speed and automatic boot locking. ABS with brake assist, Electronic Brake distribution, six airbags, air conditioning and electric windows also come as standard.

"As a token sporting effort, the C5 1.6 HDi VTR is quite magnificent"

Probably the most impressive aspect of the C5 1.6 HDi VTR’s make up isn’t its speed, handling or eye-catching gewgaws. Instead it’s the sheer infrequency with which you’ll need to visit filling stations. With a theoretical range of around 750 miles, I’ve calculated that my father would only need to fill up once every 47 years. You may need to top up a little more often but the combined fuel consumption of 52.3mpg coupled with a generously proportioned tank means that this is a cruiser par excellence. On a long motorway trip it’ll certainly get from A to B a whole lot quicker than something like a Mitsubishi Lancer Evo. Who’s sporty now? The latest C5 features a number of enhancements both visual and functional but the C5 remains very much a C5. The double chevron grille is rapidly being adopted right across the Citroen range and now the C5 has it along with ‘boomerang’ style front and rear lights. Interior quality has also been improved, there are now seven airbags and Citroen’s directional Xenon headlamps are available. Another interesting prospect is the lane departure warning system, which alerts drivers if they drift across lanes without indicating. With a big squeeze on this market sector, diesel variants have come to the fore, offering a massive saving in fuel bills and buoyant resale values for the private buyer. The C5 however has much to offer beyond its impressive oil-burning powerplants. This saloon will ride and corner differently to anything you’ve ever driven. The credit for this goes to Citroen’s unique Hydractive 3 suspension. Devotees of the marque who owned an XM or a Xantia would know what we’re talking about here, for both of these cars featured early versions of this system. In its latest form, the advantages of this fluid-sprung set-up over conventional steel springs are almost impossible to ignore. Thus equipped, this C5 can read the road and adapt its ride set-up accordingly, depending on the ground surface, the speed and the way that you’re driving. For example, on bad surfaces below 43mph, the car will be lifted by 13mm to prevent the possibility of grounding out. Over 68mph on a smooth road however, the gadgetry will automatically lower the front of the car by 15mm and the rear by 11mm to reduce drag. You can even choose a ‘raised’ 40mm position for potholed farm tracks or an even higher setting to make it easier to change a wheel. On the move, you monitor each state of affairs via a multi-function screen built into the top of the fascia. There’s the choice of ‘normal’ or ‘sport’ modes, though drive the car hard and you’ll find that it switches automatically to ‘sport’ mode anyway. Where you notice Hydractive 3 most however, is on bad roads or in hard cornering. The worse the surface, the better this car feels (nothing, but nothing at any price rides speed humps better). Its real party piece however, is reserved for sharp corners. As you enter the bend, you expect the car to start rolling in the normal way – except that it doesn’t. In fact, all the way through the turn, the body stays absolutely flat. It’s a rather weird feeling. The C5 1.6-litre HDi VTR could be called a sheep in wolf’s clothing were the wolf’s clothing not quite so sheeplike. It wears its sporting credentials with barely disguised disdain. What you do get is a well equipped and extremely comfortable cruiser that you can claim harbours sporting aspirations to those who don’t know their VTRs from their elbow. Despite its rather disingenuous marketing position, this Citroen is rather appealing.

FACTS AT A GLANCE CAR: Citroen C5 HDi 1.6 VTR PRICE: £17,595 - on the road INSURANCE GROUP: 9 CO2 EMISSIONS: 142g/km PERFORMANCE: Max Speed 118mph / 0-60mph 11.3s FUEL CONSUMPTION: (combined) 52.3mpg STANDARD SAFETY FEATURES: Twin Front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4618/1770/1476mm

ALL YOUR EGS IN ONE BASKET?
Citroën’s C4 1.6HDi with the electronic gearbox system has been an interesting addition to our long term test fleet. Andy Enright reports

Living on an almost exclusive diet of week long loaner vehicles definitely spoils a journalist. Dirty? Get a new one. Tank empty? It’s being collected tomorrow. Running a long term car requires a slight shift in focus. Territory alien to many motoring writers – the petrol station for instance with its curious fuel pumps and car washing apparatus – suddenly start to figure in one’s motoring week. We took on a Citroën C4 1.6 HDi diesel fitted with the ingenious Electronic Gearbox System to see how it would fare at the hands of some very demanding users.

Some of them noted a degree of complexity about the car that took them a weekend to get to grips with and it’s true that the advertising strapline ‘Alive With Technology’ does apply in this instance. There’s a lot to figure out, even in our car which wasn’t equipped with satellite navigation, the most notable feature of this model being the Formula 1-style sequential manual gearbox. If asked what part of the C4 was most likely to go wrong prior to delivery, I’d have certainly plumped for this EGS transmission but it hasn’t missed a beat and has proved hugely popular with all testers. Up to now, there have only been a vanishingly small number of truly satisfactory sequential manual gearboxes. At the top of the tree is VW’s DSG system, now confusingly dubbed S-tronic by Audi. Beyond that, there have been some really poor systems such as Ferrari’s initial incarnation of the F! system and BMW’s first SMG gearbox but since then things have been improving. In the realms of ‘real’ money, this Citroën EGS system is the best you can buy, producing snappy shifts, imitating heel and toe downchanges and achieving 0-60mph sprint times that would be beyond even the most skilled drivers in a manual car. Such systems now routinely achieve lower fuel consumption than equivalent manual models and the they’re even starting to get reasonably accomplished at aping the velvety shifts of a genuine automatic when left to their own devices. Citroën confidently wheels out the oft repeated claim that their set-up combines ‘the convenience of an automatic with the driver involvement of a manual’ and, to be fair, it has a good go. There’s no clutch pedal or manual shift lever, at least not in the traditional sense. The cogs are swapped electronically by a computer and a robotised clutch but some element of driver control is maintained through the steering wheel mounted paddle shifters and a gearstick that, when flicked back and forth, also lets you hop up and down sequentially between the ratios. There will be many times when you just can’t be bothered with all this though and the EGS has a fully automatic mode.

"The EGS gearbox makes this C4 feel something distinctly out of the ordinary"

When you do feel like pressing on, the ‘S’ button next to the gearlever puts the EGS into sport mode, a setting where the gearchanges are quickened up by a few important fractions of a second to create a livelier feel behind the wheel. Another clever component of the system is the hill-start assist function that prevents the car from rolling away when you’re trying to pull away up or down a gradient – a common problem with self-shifters of old. The system engages automatically when a gradient of 3% or more is detected; it then acts to hold the car stationary for two seconds after the brake is released giving the driver time to get on the throttle. The EGS is, in this case, paired with the popular 110bhp 1.6-litre HDi common-rail diesel engine. It’s a powerplant that’s biased more towards economy than performance. Citroën claims that the EGS achieves fuel savings of 6% over a manual C4 with the same engine: this translates into an excellent combined fuel economy figure of 63mpg although our lead booted testers averaged in the low fifties. The presence of Citroen’s Diesel Particulate Filter System (DPFS) helps to make this an extremely clean car in terms of soot in the exhaust gases and CO2 emissions of 120g/km make sure that the taxation burden is agreeably light as well. The economical nature of the C4 1.6 HDI EGS along with its clever features and performance figures that are identical to the manual car (0-60mph in 11s and a 119mph top speed) mean that buyers should be content to pay a premium to get their hands on it. Solid and safe, a little complex maybe, but far from the usual family fare, the C4 feels as if it’s now getting into its stride in our hands. We look forward to the next few months with interest….

FACTS AT A GLANCE CAR: Citroen C4 1.6 HDi EGS PRICES: £16,095-£16,995 - on the road INSURANCE GROUP: 5 CO2 EMISSIONS: 120/km PERFORMANCE: 0-60mph 11.2s / Max Speed 119mph FUEL CONSUMPTION: 63mpg (combined) STANDARD SAFETY FEATURES: six airbags, ABS, EBD, EBA. WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4274/1769/1458mm

1.4 TO THE FLOOR
Citroen’s C2 1.4-Litre Offers A Big Car Feel But Small Car Prices. Andy Enright Reports

Citroen have come a long way in the past few years. Once an exemplar of Gallic sophistication, the company went through an undistinguished spell in the eighties before reinventing itself in the nineties as a purveyor of cars that were among the best value in class. Now their ambitions are a little broader, the company looking to not only retain the value but to also boost the quality. The Citroen C2 shows that they may succeed with this approach and the 1.4-litre petrol models are bound to prove popular.

Prices kick off at just £9,895 for the Furio version and you’ll pay £10,095 for the SX. These seem like reasonable levels given the healthy equipment quota offered with all the models. The urban jungle is where the C2 feels most at home, although the 1.4-litre engine endows the car with the legs to undertake longer journeys. A top speed of 105mph means that typical motorway cruising speeds aren’t going to leave you looking like a shell shock victim after an hour behind the wheel although acceleration isn’t that brisk, you’ll need 13.9 seconds to hit 60mph. Fuel economy is predictably good, the C2 averaging 35mpg around town, 57.6mpg on a long run with an overall combined fuel figure of 47mpg. It’s worth calculating how many miles you drive per year and how many years you plan to own the car before plumping for a pricier diesel version. Chances are the C2 1.4 model will work out as the more economical all-round proposition. The downside of a small petrol engine is that it can feel a little weedy on long inclines and you may need stir the gearbox a bit in order to maintain progress, although this is no great hardship though. A further option is the C2 Stop & Start. This model turns off its 1.4-litre engine when it’s stationary, restarting it automatically when it’s time to move off. Fuel savings in urban areas can be as much as 15%. Although prices may not be as cheap as cars like the Fiat Panda and the Daihatsu Charade, the C2 1.4 certainly has a bigger and better engine than these models offer and also has those sought-after sporty looks. Sit inside a C2 and you’re not constantly reminded of your penny-pinching ways. It feels cheeky, modern and agreeably sophisticated. The Furio a CD player, remote central locking with deadlocks, electric front windows and electric door mirrors while the SX adds air-conditioning, driver’s seat height adjustment and front lateral airbags as well as clever sliding and folding rear seats. The Furio isn’t quite as well-appointed as the SX but it does feature VTS-lookalike sills and spoilers, making it a very attractive choice for the younger driver who still wants to cut a dash but doesn’t fancy being taken to the cleaners by their insurance broker.

"The Sensotronic sequential gearbox makes snicking up and down the ratios great fun"

Although it shares its chassis, drivetrains and a number of body and interior parts with the C3, don’t think of this car as merely a scaled down version of Citroen’s spherical supermini. The styling marks a different direction with a C3-style bulbous nose allied to a far edgier, angular back end. Although to some it might look like the results of two design studies fused at the door pillars, it’s certainly distinctive. The side windows adopt a staggered line while the rear haunches blister out in a purposeful fashion and the latest models can be identified by a clear section in the tail-light clusters. Whichever trim level you opt for, you’ll find a car that maximises its use of available space very effectively. Despite being even shorter than a Saxo, it’s easily able to seat four in comfort. Lessons have been learned from the reception given to the C3 interior and the C2 adopts many of the funkier styling touches such as the ventilation system and the bar rev counter and introduces a few of its own. The latest cars feature an upgraded dashboard, in high-grade plastic with silver detailing, which brings a pleasantly up-market feel to the cabin. There’s a wide range of trim choices too, from sober monotones right up to the most extrovert two-tone designs. The steering adjusts for rake and reach in all versions while plusher trims also get a height adjustable seat. Few will have any cause for complaint given the amount of space in the front of the cabin as it feels no smaller than the C3, a car already renowned for its spaciousness. Like the C3, the C2 gets a can holder ahead of the gear lever as well as generously proportioned door bins that can accommodate a 500ml bottle of pop. Access to the rear isn’t bad and Citroen have displayed admirable pragmatism in failing to pretend that the C2 is anything other than a four seater. So many small cars cram three belts in across the back and end up trussing occupants up like a leg of lamb but the two rear seats of the C2 are well sculpted and respectable in terms of knee and shoulder room although taller passengers may feel the sloping roof impinges on their coif. Opt for upspec models and the rear seats individually slide, recline, fold and tumble. This allows the owner to optimise luggage or passenger space by sliding the seats on runners but in order to fold the rear seats fully flat, the front ones need to be run a long way forward, precluding this possibility for long legged drivers and front passengers. All versions nevertheless get a tailgate that splits into two sections to ease loading in tight spots. With a number of safety features that include twin front and side airbags, ABS brakes and power assisted steering across the range, the C2 looks a decent buy. Sophisticated electronics functions like automatic wipers and headlamps, rear parking sensors and folding rear mirrors are also available if you’re prepared to dip into the wallet. Although the styling