Citroen Dispatch Reviews

The VTR is an entirely separate model and not merely an enhanced standard version.Although it sits on Citroen's "Platform One", which is shared with the C3, there are no common body panels and, with its lower roof line and shorter overhangs, along with its dynamically different styling, the C2 presents a very different character to the C3.Starting from the ground, it has 16 inch alloy wheels with the extremely low profile 45 series tyres.This sporting profile continues inside.The gear knob and door handles are finished in translucent plastic that is colour matched to the cloth trim used in the door panels and the side bolster sections of the standard sports seats. The centre sections of the seats use a special form of cloth similar in design to that used in top end training shoes that allows substantially more air ventilation than normal cloth.Despite being smaller in length and height than the C3 and sitting on a smaller wheelbase, the interior of the C2 is only slightly smaller.As expected of the top of the range performance model, equipment levels are high and include ABS, four air bags and a four star rating in the NCAP awards, comfort with power steering, electric windows, electric mirrors, climate control AirCon or convenience with trip computer, height and reach adjustable steering, automatic rain-sensing wipers, automatic headlights and integrated digital audio system.Performance comes from a 1.6-litre, 80 kW engine, providing a top speed in excess of 190 kmh and the ability to dash from 0 - 100 kmh in 10.9 seconds.This combines with light, quick steering, ultra sticky tyres and sports suspension developed by the same team that won the 2003 World Rally Championship and the result is a car that can truly be called a sports car.Completing the drivetrain is SensoDrive, Citroen's sequential manual gearbox that blends the convenience of a gearbox that changes its own gears with the ease of use of clutch-pedal free operation or complete self-shifting mode with the performance, economy and low emissions of a manual.

The baby-car world was dominated by a single star through the 1990s.The Hyundai Excel was the benchmark for every rival – on price, style and sales – until the death of the Korean king led to a fundamental shift in the noughties.Now the lightweight division is split down the middle and there are two separate contests: one powered by price, the other by class. In the price group are people buying their first new car, usually on a tight budget with less emphasis on features, and the class group wants a compact car for city work or as a second vehicle in the family garage.The bargain-basement contenders are battling in the sub-$15,000 range, just as they did when the Excel was the pacemaker, while the starting price for seriously good babies is close to $17,000 and can run to well beyond $20,000.Toyota changed the game last year when it decided to lob its baby Echo with a sub-$15,000 bottom line including power steering and airconditioning.Although the price has crept up to $14,790, it is still the sales leader. In the first quarter of this year Echo grabbed more than 20 per cent of light-car sales, reflecting the strength of the Toyota brand...despite the design being five years old.Hyundai is still playing the price game with the boxy little Getz. It's second to the Echo in the price fight and leading the Korean contenders against a line-up which includes a broad range of imports, including the Holden-badged but Opel-designed Barina.At the top end of the business, the Japanese really are on top. The classy Mazda2 and Honda Jazz set the standard for shoppers with plenty of cash to splash, even if Ford has arrived – far too late after the loss of its top-selling Korean-made Festiva – with a European Fiesta which is the light star of 2004.The $14,490 starting price for the Fiesta is going to create plenty of action in Ford showrooms, because the blue-oval baby is a good drive and well designed. But buyers will still have to add $2000 for airconditioning – a crippling extra in such a price-sensitive arena.But that's typical of the light-car class.There is always something new, always a price leader and a class champion, and they're all elbowing for space in a bargain basement that introduces many people to their first new car.This is how the Cars Guide team rates them:1. MAZDA2Lowdown: Five-door hatch with 1.5-litre four-cylinder engine producing 82kW and priced from $17,490.Verdict: Another direct hit by MazdaPlus: Quality and comfortMinus: Pricey for the sizeRating: 18/20The baby Mazda is one of the stars of the Japanese company's product-driven comeback.Mazda battled through the 1990s with outdated and cost-down cars that were a poor reflection of the brand's traditional strengths, but when it got serious – with Ford funding – it cranked out the classy Mazda6, RX-8 and Mazda3.The smallest of the crop is the Mazda2, but it has the condensed strengths from the same design team and gene pool.That means it looks good, drives well and is built to class-leader quality.2. HONDA JAZZLowdown: Five-door hatch with 1.3-litre (61kW) or 1.5-litre (81kW) four-cylinder engine, priced from $15,990Verdict: Stylish and practical but harsh ridePlus: Good looks, versatile cabinMinus: Bouncy rideRating: 17/20The Jazz outsold the Mazda2 by 1280 in the first four months of 2004, and that comes down to price and funky looks.It's really a 21st-century Civic, as compact as the original and just as trendy for young buyers.Honda was smart to start with a 1.3-litre motor below $16,000, but doesn't scrimp on the cabin. It's comfortable for four and the seats fold to carry almost any load.People who want the best go straight to the punchy VTi-S with all the fruit for $22,490.3. FORD FIESTALowdown: Three-door and five-door hatch powered by a 74kW 1.6-litre four-cylinder engine, from $14,490Verdict: Perky and enjoyablePlus: Goes well, roomy insideMinus: Cheap-ish plastics, finishRating: 16/20Ford went backwards with the Ka, which didn't have the space or automatic to compete, but it now has the right sales ingredients.The Fiesta is a star in Europe and way better than the long-dead Festiva, a Korean version of the previous Mazda 121.It drives well, has plenty of space and is good value, thanks partly to the strength of the Australian dollar.The Fiesta just edges the Toyota Echo and the Hyundai Getz out of the final medal spot in the light-car class.HYUNDAI GETZ 16/20Price: From $13,490Engines: 1.3-litre (60kW) and 1.5-litre (74kW)Body styles: Three-door hatch and five-door hatchNot an Excel, but still packed with Hyundai strengths.TOYOTA ECHO 16/20Price: From $14,740Engines: 1.3-litre (63kW) and 1.5-litre (80kW)Body styles: Three-door hatch and five-door sedan.Shows age inside, but Toyota has done well to keep the price sharp.HOLDEN BARINA 16/20Price: From $15,990Engines: 1.4-litre (66kW) and 1.8-litre (92kW)Body styles: Three-door and five-doorLooks good and drives well, with bonus deal adding appeal. CITROEN C3 14/20Price: From $19,990Engines: 1.4-litre (57kW) and 1.6-litre (83kW)Body styles: Five-door hatchOne of the funkiest babies on sale in Australia. The engine is dozy and there are some quality niggles.RENAULT CLIO 14/20Price: From $19,990Engines: 1.4-litre (72kW), 1.6-litre (79kW) and 2.0-litre (124kW)Body styles: sedan and hatchNot as trendy as the bigger Megane with the J.Lo rump, but still a solid effort from the French brand.VOLKSWAGEN POLO 14/20Price: From $19,990Engines: 1.4-litre (55kW)Body styles: hatchToo costly by far. The Polo is a nice car but smaller than many rivals, and Volkswagen doesn't do enough in Australia to compensate.PEUGEOT 206 13/20Price: From $19,990Engines: 1.4-litre, 1.6-litre (80kW) and 1.8-litre (100kW and 130kW)Body styles: hatchLIKE the C3, the Peugeot is too much and too little. The price is too high and the cabin too cramped.SMART FORTWO 13/20Price: From $21,900Engines: 0.7-litre (45kW)Body styles: Two-door coupeThe smallest and trendiest of the light cars is a phonebox-on-wheels that will only be bought by the trendiest shoppers.DAEWOO KALOS 12/20Price: From $14,990Engines: 1.5-litre (62kW)Body styles: Three-door hatch, five-door sedanA good Korean effort – compact and good-looking but trails in refinement and design.MITSUBISHI MIRAGE 12/20Price: From $15,990Engines: 1.5-litre (69kW)Body styles: Three-door hatchMitsubishi has kept the price competitive, the body is still stylish, and there is potential to add some Evo-style body bits.DAIHATSU SIRION 10/20Price: From $13,250Engines: 1.0-litre (40kW)Body styles: Five-door hatchbackThe Sirion is the best of the Daihatsu contenders, with a roomy cabin and passable power, but it is let down by the driving experience.DAIHATSU YRV 10/20Price: From $15,990Engines: 1.5-litre (40kW)Body styles: Five-door hatchThe funk leader in the D-brand line-up shows what's missing from the mix, with clunky controls and sub-standard driving dynamics.KIA RIO 9/20Price: From $14,990Engines: 1.5-litre (71kW)Body styles: Four-door sedan or five-door wagonThe wagon option gives it a unique selling point, but the sedan was one of the worst cars we drove last year.PROTON SATRIA 9/20Price: From $14,990Engines: 1.5-litre (64kW) and 1.8-litre (99kW)Body styles: Three-door hatch, five-door hatchAnother oldie that struggles to do anything but fill showroom space.SUZUKI IGNIS 9/20Price: From $14,990Engines: 1.3-litre (61kW) and 1.5-litre (83kW)Body styles: HatchThe baby box doesn't have enough of anything. Suzuki hasn't had enough cash to continue.DAIHATSU CHARADE 8/20Price: From $11,950Engines: 1.0-litre (40kW)Body styles: Five-door hatchThe great name is all that remains from one of the earliest bargain-basement stars. Today's Charade is cheap and unimpressive.

The under-performing 1.4L four cylinder remains in the line-up but for a few grand more, you can opt for the 1.6L with 83kW.It's coupled to what Citroen calls a Sensodrive transmission which for all intents and purposes could be an automatic except that it's a self-changing manual with an electronically-operated clutch. Citroen says it's similar to the paddle shift in WRC (World Rally Championship) cars.That is a big call!The C3 1.6 five-door has plenty of equipment and sells for $24,990 plus on road costs, putting it up against VW's Polo, the top of the range Honda Jazz, Renault Clio five-door and Peugeot's 206 XT.It gives potential buyers European panache in a compact car with high levels of safety and distinctive, appealing style.* The transmission is annoying to use with upchanges accompanied by nose dives. Changes take too long and the transmission can become confused and select an inappropriate gear.* The "auto" mode is not much better and needs to be better calibrated to fully capture engine performance.* Engine performance is strong with plenty of go off the line right through to the 7000rpm redline. It also has good mid-range response and is economical with 7.5L/100km easily within reach.* The brakes are powerful but are oversensitive which takes some getting used to.* Ride and handling is good with some bump/thump coming through the suspension and chassis on rough roads and a little body roll when pushed, leading to tyre-squealing understeer. It is nothing like the magic carpet Citroens of old in ride terms but there are other benefits to the new set-up.* Boot space is OK with two medium suitcases about the strength of it.* Virtually no soft surfaces inside apart from the seats. There's a sea of hard plastic on the dash and door linings. It's relieved by having contrasting tones and dimpled finishes.* Instrument pod is neat, audio impresses.* Some rattles about the interior evident on bumpy roads, especially around the doors.* Rear seat room is good for a car this size, seats are comfy and there's plenty of head room.* Like the auto-on wipers and headlights. Needs remote fuel cap release instead of key lock cap. Front power windows only with difficult to reach switches.* Arm rests on front seats not height adjustable, get in the way. Just as well they fold up.* Climate control air is excellent but not really necessary when regular aircon would do the job.* Stylish touches dot the cabin, including door handles, air vents, wheel hub design and two-in-one speedo/tacho.

On a walk through an inner-city carpark you'd never mistake the C3 for a vanilla-flavoured Japanese price fighter.And Citroen says it's already getting plenty of interest in the first baby car it has landed in Australia since the company began an international fightback.It took the French carmaker far too long to make the trip, as Peugeot has been battling with the babies since its 205 came out in the 1980s, and even Renault has mounted a revival over the past two years.We expected the C3 midway through last year, but it didn't hit showrooms until December.The engine isn't as perky as we'd like and the price jumped from the original sub-$17,000 target to $19,990. That's the same as several cars, including the Volkswagen Polo, which is one of the C3's rivals. It would have been more attractive for a few thousand less.The C3 also has to run up against the super-impressive Mazda2 and the trendy Honda Jazz, as well as a bunch of $19,990 bargain cars including the ageing-but-solid Mazda 323 and a Nissan Pulsar with a fresh 1.8-litre engine.But Citroen isn't worried.It knows the baby C3 has a special flavour that's going to be appreciated by a growing number of Australians.The car is about the same size as a Hyundai Getz, but with a bubble body.It's a four-door design with nice features, from the over-sized tail lamps to the Citroen chevron logo.The Australian importer has done a good job on standard-equipment, fitting even the basic SX with remote central locking, front power windows, power steering and airconditioning.The rest of the range will grow to include the Exclusive, complete with anti-skid brakes and velour trim from $20,990, while the automatic flagship gets the Exclusive gear with automatic airconditioning and rain-sensing wipers for $22,990.The mechanical package is a basic small-car combination, with a 1.4-litre engine, five-speed manual gearbox, independent front suspension and semi-independent suspension at the back with a torsion-beam axle to maximise carrying space.The engine is nothing special -- and definitely not against the Jazz -- and makes only 57kW of power. The torque is only 115Nm, and it arrives relatively late at 3300 revs.But most Citroen shoppers are going to be looking at the car first, and there is plenty to get them interested.The cabin is attractive, with a digital speedometer, plenty of storage space, including a lift-up bin at the top of the dash, and colourful trim on the seats and plastic parts.Some people will see the final finishing work on the Citroen as a bit sub-standard, at least by Japanese standards, and there are more gaps than you'd expect in a Mazda, Honda or Toyota. But that's more a reflection of French design than any shortcomings on the assembly line.The back end has a huge hatch and some clever storage nooks, but the folding seat doesn't go completely flat and that's a disappointment after the Mazda2 and Jazz.The C3 is well-equipped with CD sound, the airconditioning and electric bits, as well as twin front airbags.The C3 looks terrific and is a nice little car. It copes with Australian roads and has more personality and appeal than the VW Polo.It's not as well-rounded as the Mazda2, or as hip-hop as the Honda Jazz, but it gets close to the front-runners and just squeaks into the four-star squad.The 1.4-litre engine is ordinary and we're looking forward to the arrival of its 1.6-litre brother. We originally hated the engine because it needs a lot of gear lever rowing to get it moving, but then we learned something exciting.The C3 has to be driven without thinking about fourth or fifth until you're clear of 60km/h limits.That's a contrast to all the big sellers in Australia, which rely on bottom-end torque to get rolling and allow you to click early into fifth for quiet and economical cruising.We decided to push the C3, keeping it above the 3300 rev torque peak at all times, after discovering it turns only 2750 revs at 100km/h in top gear. That's incredibly long legs for a little car, and the gearing could do with shortening for the stoplight sprints in Australia. The motor feels pretty flat, even when you encourage the odd-looking strip tacho towards the red line, but it gets along all right and returns fantastic fuel economy.Our average of 6.9 litres/100km was easily the best of the small cars we've tested in recent times, even edging out the frugal Honda Jazz.The seats are comfy, vision is great and the electric power assistance makes parking a dream.You don't have to rely on engine revs to maintain the assistance, which means you can wind on full lock at zero revs and slip into the smallest spots.The suspension is fantastic, coping easily with the roughest roads, and the handling is point-and-go easy. It doesn't have enough power to get into trouble, but the balance is good. It also stops well and has good headlamps, as well as plenty of storage.It developed a couple of small squeaks, but they would have been easy to find and fix. Even so, it's a reminder that French carmakers still don't build to Japanese standards.

Citroen is famous for building quirky cars. The French carmaker has built a world-wide fan base with cars whose looks you love or loathe.But the tide is starting to turn, with Citroen's new C5 flagship adopting a more mainstream look. It is aimed at attracting Citroen owners who wouldn't have considered one of the oddball machines of the past.  The C5 is a good-looking car with a modern, user-friendly design.Body and platformAvailable as a five-door hatchback, which actually looks more like a sedan, and a station wagon, the C5 offers plenty of flexibility.  The hatch is a genuine five-seater, around the size of a Toyota Camry, with a generous boot and easy access.  The car uses an all-new base that will be shared with its sister company, Peugeot, and also forms the basis of Citroen's bigger, more luxurious C6 due in 2004.While Citroen may be heading into more mainstream areas of design, it has discarded its signature hydro-pneumatic suspension system with the C5. The Hydractive3 system is an updated version of the hi-tech hydraulic system first seen on the classic XM luxury car of the late 1980s and further refined on the Xantia, which the C5 replaces.The system has simple hydraulics but a more powerful computing system to automatically adjust the ride height of the car according to driving speeds and road conditions.  Standard setting remains constant during normal driving conditions at speeds up to 100km/h. Above that, the car drops by 15mm at the front and 11mm at the rear to improve fuel economy by reducing drag. The car returns to the standard position below 90km/h.The third setting is designed to increase driving comfort on poor surfaces. The computer can sense such conditions and raise the ride height by 13mm when the car is travelling at less than 70km/h.  The driver can also adjust the car manually into four separate positions: high, raised, normal and low.The car can only travel at snail's pace -- 10km/h -- in the high position, which is designed for easy changing of wheels after a puncture.  The raised position can not be selected above 40km/h and the low setting is designed to help drivers hitch trailers or caravans.DrivetrainsThe C5 comes with a choice of three engine options. The $41,990 entry-level model has a 2.0-litre, four-cylinder engine which provides 101kW of power at 6000 revs and 186Nm of torque at 4100 revs. It drives the front wheels through either a five-speed manual gearbox or a four-speed auto with Tiptronic-style shifter.There's also a 2.0-litre turbo diesel which produces 82kW at 4000 revs and 255Nm at 1750 revs, but is comes only with the auto gearbox.  And then there's the range-topping 3.0-litre V6. The engine, which is an upgraded version of the powerplant from the XM and Xantia, produces 157kW at 6000revs and 260Nm at 2000 revs.All C5 models come with anti-skid brakes, front, side and curtain-style airbags. There's an automatic tyre-pressure monitor on the V6.  There's also a long list of creature features, including air-conditioning, CD sound, trip computer, automatic windscreen wipers and windows that shut when it rains.DrivingTravelling in the C5 is like floating on a big, fluffy cloud.  That's no surprise in a Citroen, as the company's trademark hydro-pneumatic suspension -- called Hydractive3 this time -- has been squashing the world's worst roads for years, but the C5 is different.The surprises run from the equipment and comfort to plastic pieces which are more Japanese than European. Citroen has removed the quirks, which makes the C5 feel as if it will run and run.  Prices, from $41,990 with plenty of fruit, are another bonus.The mid-sized C5, which will be followed next year by the great-looking baby C3 and already sells alongside the Xsara range, is a solid flagship. It's much more mainstream than anything Citroen has done in the past, which means it will be a lot more likely to convert customers from other brands.The C5 lines up against some impressive rivals -- from the Audi A4 to Volkswagen's Passat and other prestige brands between them -- but it has a unique combination of equipment and effortless motoring.  It's a car which would easily defeat a Melbourne-Brisbane run, or more, without stressing itself or the passengers. It's never going to win a twisty sprint, or a stop-light contest, but that's not the point.Citroen has always made cars which are best at touring, and the C5 is just the same.  Of the three engine choices -- 2-litre petrol, diesel and a V6 -- we've tried two. The basic petrol motor is good enough for most jobs, though it's no goer and doesn't encourage much revving or quick shifting in the five-speed manual, while the automatic diesel is a lazy combination for slowpoke drivers.The 2-litre engine is tuned for torque, which means it will lug along happily and take hills in high gears. The payback comes at the pumps, where the test car sipped just 7.6 litres for each 100km of mixed travel, with around 6.5 available on the highway.  The diesel is similarly frugal, but is for people who never hurry.The fuss-free side of things extends to the rest of the C5 package, and its brilliant suspension. The Citroen is still an acquired taste, and won't suit people who like a car that's remotely sporty, but it is a major change from earlier models and a car that's now worth adding to the mid-price prestige shopping list.  Good looks; smooth suspension.  Clunky auto, flat seatsThe bottom line: Citroen's new flagship is a stylish, affordable and feature-packed luxury contender.CITROEN C5 HdiPrice as tested: $44,500Engine: 2-litre four cylinder common rail diesel with intercooled turbo charger and direct fuel injectionPower: 82kW at 4000revsTorque: 255Nm at 1750revsTransmission: Four-speed automatic, front-wheel-driveBody: Five-door hatchDimensions: Length: 4618mm, width: 1770mm, height: 1476mm, wheelbase: 2750mm, tracks 1530mm/1495mm front/rearWeight: 1410kgFuel tank: 68 litresFuel consumption: 7.5 litres/100km average on testSteering: Power-assisted rack and pinionSuspension: Fully independent with front MacPherson struts and multi-link rear with hydro-pnuematic systemBrakes: Four-wheel anti-skid discsWheels: 6x15 alloysTyres: 195/65 R15Warranty: Two years/unlimited kmRIVALSMercedes C220 (from $63,800)Peugeot 406 Hdi (from $42, 170)Volkswagen Passat 1.8T(from $45,900)Audi A4 2.0 (from $47,400)

You know the French are serious about product development when they abandon the rule that forbids Citroen and Peugeot competing against each other in motor sport.  Citroen is tackling four rounds of the world rally championship this season with its Xsara T4 before a full-blown assault in several years.It will compete against stablemate Peugeot's 206, which brilliantly won the WRC last year.  Why the fuss about competition on the dirt? Because Citroen's program revolves around the Xsara VTS upmarket coupe.  The entry-level VTR and the five-door sedan have essentially the same underbelly as the VTS, which is derived from the T4.DrivingOn the road, the entry-level VTR performs quite nicely for a 1.6-litre four-potter. As one would expect from Citroen, the suspension is one of the car's highlights, offering quality ride and handling.  The steering is a little dull at suburban pace but more responsive at highway speed.Front and rear styling changes add a heavier Euro edge, while the lighter, more powerful and more economical 1.6-litre engine is a surprise packet in that it is willing on tough climbs.  The 83kW of power offers spark, while optimum torque of 150Nm kicks in a little worse than midway through the rev range at 4000rpm.On the new Xsara, Citroen's Chevron badging is more prominent at both ends, adding to on-road identification.  The five-door has a neat short-throw manual gear shifter and revised seats that seem small but offer comfort and support.For pre-production models, the test cars made available for the launch are tidy packages that offer value for money in a tough segment.  Ranging from $23,990 for the entry-level VTR and $25,490 for the five-door to $32,990 for the performance-based VTS, the Xsara range is up against heavy competition.Citroen's advantage is that none of its competitors boasts the technology levels offered in the Xsara range.  The VTS driven in the road test was a hand-built prototype that houses the same 2-litre heart as Peugeot's tasty 206 GTi.It rides on a beautifully balanced chassis, and road-holding is boosted by high-performance damping supported by a decoupled anti-roll bar at the front.  Noise, vibration and harshness levels are improved, and the dash and instrument layout is ergonomically sound and easy to interpret.