The first of many
With the fourth generation the rounded small car Citroën C3 it becomes a small crossover. The length practically does not change, given that from one bumper to another measures 402 cm: just two more. To keep costs as low as possible and make prices more attractive, the new Citroën C3 is built on platform Smart from the Stellantis group: basically a rethought version of the CMP created for the Peugeot 208 and which will also be used for other cars, such as the next C3 Aircross and Opel Frontera and the future “Pandona”, which will be presented next July.
Electric too
Looking at the price list of the new one Citroën C3an effects the prices are interesting: the 1.2 turbo with 101 HP (it’s the new engine with chain distribution instead of belt) in You trim with manual gearbox costs money 14,990 euros and includes manual climate control and legally required driving aids, such as automatic braking and lane keeping. Of course, instead of the screen for the multimedia system there is a cell phone holder to be connected via Bluetooth to the interior speakers and the backrest of the sofa is in a single piece, but there are still automatic LED headlights and electrically adjustable mirrors. And, for the current variant (113 HP, usable 43.7 kWh battery and 320 km of average approved range) the surcharge is 8,910 euros: in practice, without counting the state incentives (which are already running out), 23,900 are enough EUR.
Rich but not expensive
The other setup is the Maxthe subject of this test, and requires well 4,510 euros more but in any case it remains just under 20,000 euros (just over 28,000 euros for the electric one, without counting the incentives): add the alloy wheels, the two-tone paint, the rear-view camera, the rear electric windows, the split sofa and even the plate charging. Also there are a multimedia system, with a 10.3″ screen, and automatic climate control: it is managed with practical and intuitive lever controls. For both versions, the only options are metallic colours, provision for the spare wheel and (for the electric version) the 11 kW charger instead of the 7 kW.
“Touches” of white
If the You inside is all rigid plastic, inside the Max the effort made to improve quality perceived is evident: the door panels integrate white coverings on the armrests (in addition to those in the pockets) while a soft fabric insert covers the “shelf” that crosses the dashboard: it is almost useless as an object holder, given that it is narrow and with low edges (at the first acceleration what is on top slips away). Easy to use i commandsboth those behind the wheel and those to the left: one is dedicated to deactivating the speeding warning with a single touch.
Sparse but very readable
The dashboard it is mounted at the base of the windscreen: it is simple and easily readable, although sparse: it shows neither the rev counter (useful on a car with a manual gearbox like the one in the test) nor the navigator pictograms. And even the temperature of the coolant is an alternative to the trip computer. It must be read from above the small oval steering wheel: like in Peugeots but, unlike these, it is never covered by the crown. Lights and shadows also for the multimedia systemwhich is different from that seen on other cars from the Stellantis group: it is simple to use and integrates Android Auto and Apple CarPlay wirelessly but shows only one function at a time and the reactivity is only discreet (the car was still pre-series and we trust in future updates).
The sofa must be “conquered”
Behind space is good for two (especially for the legs and above the head), while for three you suffer from the not generous width at the shoulders. On the other hand, there are two USB charging sockets and practical pockets on the back of the seats: two on each side, given that in addition to the traditional ones there are other small ones just under the headrests. The biggest flaw, however, is the one linked to theaccessibility: the doors are short and do not open at 90°, while the sofa set back from the doorway requires some contortion to enter.
Regular but high
Lights and shadows also for the trunk: it has regular shapes and, with 310 litres, it is 10 times larger than that of the previous Citroën C3. However, it does not have a double bottom or a variable height floor and the loading mouth is narrow due to the bulk of the lights; without counting the load threshold 80 cm from the ground.
Raised seat
Compared to the previous C3 it is about ten centimeters taller. And this means having one driving position more dominant, which also allows entry and exit more easily. Furthermore, on this more expensive Max, the driver’s seat is height-adjustable and the seats have dual-density padding: stiffer below and softer above. The result is that they wrap you up without being constricting.
What a spring!
The absorption of the roughness of the surface is valid. This is also because all the Citroën C3, even the least expensive, have suspensions with hydraulic end stops as standard. These elements, which replace the conventional rubber ones, ensure a better damping when the suspensions are completely compressed, as happens when passing over certain slowing bumps or particularly deep potholes. Only discreet, however, thesoundproofing; but, given the price, it is acceptable.
Good gearbox, less vibrations
The 1.2 has the power you need to move the C3: there are no driving modes to select and only at low revs (when the turbo is not working) you might want more oomph. However, many small ones certainly don’t do better and at this price the engines are often not even turbocharged. That it is a three-cylinder, however, can be seen from the signs vibrations which, especially at low rpm, reach the steering wheel and knob a little exchange. The latter convinced us: it has a well-maneuverable lever with a defined stroke and is combined with a light and well-modulated clutch. The steering it is as precise as needed on a small, unpretentious sports car but at low speed it is not light: when maneuvering you certainly don’t rotate with a finger, like on other cars.
