Citroen Reviews

Could this be the same car we loved to drive but loathed the look of, a car that looked more like a sperm whale than the stylish European motor that it purported to be?That car — we're happy to say — has been beached in favour of the most stylish cars that we have come across in a long time, with design cues taken directly from Citroen's larger avantgarde flagship the C6 … a car that we finally got to drive a few weeks back.Looking from some angles like a larger version of the C4, the all-new C5 adopts the trend towards sedans that look more like four-door coupes, with a sloping roofline, concave rear window and separate boot area.In contrast, Citroen watchers may remember the previous model that looked like a sedan but was in fact a hatch.The other big news this time around is the adoption of diesel engines across the board, with a choice of four cylinder and V6 variants.That's just fine with us because Citroen has been banging out diesels since Adam was a boy and it knows what it's doing.Our test vehicle was the top of the line 2.7-litre twin turbo V6, coupled with a six-speed sequential auto that allows the driver to change gears manually.At 4779mm and weighing in at 1766kg it's about the size of a Holden Commodore, but with a smaller boot.There's not as much rear leg room either.The new C5 conveys a real sense of prestige and is certain to strike a chord with those looking for something different, but something different in a good way.It offers status, individuality and high levels of luxury and performance.The diesel V6 delivers 150kW of power at 4000rpm and 440Nm of torque from a low 1900rpm, sprinting from 0-100km/h in brisk 9.6 seconds and using 11.8 litres of fuel per 100km.Priced from $49,990 with the V6 Exclusive at $62,990, the C5 comes with a five-star safety rating and long list of standard equipment.These include electrically heated and adjustable front seats with driver's seat massager, self-levelling suspension, automatic electric parking brake and headlights that turn with the car.Seven airbags are standard across the range as is electronic stability control, leather upholstery and automatc airconditioning.A closer look at the rear of the car reveals a curved, concave shaped rear window, one of the hallmarks of the C6 and two-part boomerang lights.Inside the cabin is just as stylish, with mood lighting to enhances this feeling, with ambient light glowing from the car's doors and dashboard in the Exclusive variants.Like the C4 the steering wheel's hub is fixed and the wheel rotates around it, although it is still height and reach adjustable.The dash with white instrument dials slit horizontally by a digital readout is particularly elegant.The new C5 is not however without its faults.The suspension still feels too floaty, even though it automatically firms up in corners and the steering itself is vague at times with a tendency to wander if not checked.With twin blowers and a sizeable 2.7-litre litre engine, it's was not designed as a fuel miser but still manages to deliver far better economy than any petrol V6.Performance is strong and particularly punchy with sport mode selected, exhibiting none of the turbo lag of the Renault that we drove recently.In the sort time we had the car we were getting 8.3 litres/100km with the longterm average running at 10.5.Our test car was fitted with 18 inch alloys and 245/45 tyres, with a full size 17 inch steel spare in the boot well.All in all, here is a C5 worth owning.

Citroen's new, second generation C5 could be the car to dispel those ancient cliches about French autos. You know the ones. They ride like melting camembert — and the build quality is about as sound.A great deal more time than our 300km stint behind the wheel and 70km in the passenger seat will be needed to assess the latter. But we can say with certainty that this is the most complete Citroen in years.Not only is the new C5 a giant step forward from its predecessor (which was itself the precursor to the now outgoing first-generation range of C-designated cars), the new range-topper points to an almost radical departure in style and perception. It bodes interestingly for the forthcoming product rollout which includes the new C4 hatch, Berlingo and Nemo vans and possibly the C-Crossover SUV.While the appearance and on-road experience of the first C5 was about as invigorating as being immersed in a bath of warm milk while listening to the talking clock, the second-gen sedan is cut from a very different and decidedly designer cloth.So, too, appears to be the Touring (that would be “wagon” to us) but we'll wait to see one in the metal before making up our minds.The four-door, meanwhile, is just that. A four-door. Gone is the liftback of Gen One, now apparently deemed too dowdy and utilitarian.Whatever the reason, the new shape is sleek and striking with that trademark long front overhang and pert rear. The interior is singular, with the fixed steering wheel hub on which are positioned cruise control and audio buttons.Material quality has risen and you have to love the driver's seat massager. It's all a neat combination of functionality and funkiness.Seen from behind there's more than a hint of Audi A4, which is not coincidental. Indeed, Citroen Australia chief Miles Williams asserts that in addition to the usual mid-priced, middle-class Europeans that the C5 is pitted against (Volkswagen, Peugeot, Volvo, Saab), “we'll attract Audi A4 people in the top-end car”.It’s a measure of the new C5’s sheer presence and interior quality that you don’t laugh aloud at this.The C5 comes in two levels of specification — Comfort and Exclusive — and one fuel.“Diesel represents where our customers are,” Williams says. And as to the new range starting $10K north of the old: “There was no demand for the old 2.0-litre petrol.”So the C5 Comfort starts at 10 bucks under $50K, the Touring (when it arrives) is $52,740. These are powered by a Francophile favourite 2.0-litre turbo diesel four cylinder, good for 100kW at top revs and 320Nm from under 2000rpm. No entry-level models were available at launch, though the spec sheet suggests it will be competitively equipped for the price.Even so, the jump to $54,990 for the Exclusive 2.0 HDI sedan ($57,740 Touring) appears worth it. The 150kW/440Nm V6 Exclusive, which boasts the same superb PSA/Ford bi-turbo powertrain that's considered quite good enough for a $100K plus Jaguar, starts from $62,990 ($65,740 Touring).All models registered five-star NCAP crash safety and the full cluster for pedestrian impacts. The Exclusive gets two extra airbags (nine in all), but all have ABS with brake assist and brake-force distribution, stability program with integrated traction control.In an accident, the active front headrest moves forward to capture the neck, potentially averting whiplash or even brain damage. Options include 19-inch alloys (the Exclusive has 18s, the Comfort 17s), sunroof (full-lengthin the Touring), Bluetooth, lane departure warning and 10 gigabyte MP3.If visually the C5 has shed its cardigan fora Paul Smith jacket, on the road it retains membership at Club Comfort.It's quiet too, eerily so when combined with the effortless mid-range acceleration of the V6. Alarming numbers can register on the in-dash digital speedo before you're really aware of the speed. Thing is, with both suspension and the six-speed auto's shift program fixed to Sport (as opposed to the quite aquatic normal mode), the C5 has some dynamic life to it, though its remit remains joy through comfort.Nose-heavy understeer is, of course, the default position, but it arrives later than you'd reasonably expect. The lesser-engined model wasn't much behind the emphatic V6, weighing in well under the top dog's 1765kg.Capable dynamically, and unflustered when the road goes to rubbish, makes you wonder if the C5 is the ideal Euro sedan for this country. Really, what's of more use in speed limited Australia with its Third World road surfaces — sporting pose or composure and poise?

The arrival of the first C5 in Australia back in 2001 marked the beginning of the revival of a brand that had long suffered the reputation for not quite keeping up with the rest of the pack.Thanks to the substantial makeover of the whole Citroen range that started with the C5, the big French marque has improved in many areas from safety, to suspension and engine technology.Citroen hopes to continue that improvement with the new C5 sedan and wagon.The all new C5 comes as a six speed auto with a choice of two diesel engines only – a 2.0- litre in-line four cylinder DOHC diesel – available in both the Comfort and Exclusive - and a larger 2.7 litre DOHC V6 – available in the Exclusive only.The smaller version produces 100kW at 4000 revs and 320Nm at 2000 rpm. For the big one, add on another 50kW and enjoy a hefty 440Nm at 1900 rpm.Using the two litre engine, the sedan burns 7.1 litres of fuel per 100km and the Tourer wagon uses 7.2. The larger engine in the sedan uses 8.5 litres of diesel per 100kms and in the wagon it uses 8.6.CO2 emission numbers for the 2.0-litre are 189g/km for the sedan and 191g/km for the Tourer. The 2.7-litre sedan releases 225g/km, again adding 2g for the Tourer.Citroen’s well-known Hydropneumatic suspension system features again this time round in the form of the Hydractive III+, which automatically alters height and firmness to improve stability and fuel consumption.With the trademark long front and short rear overhangs, the new C5 is lower to the ground and has been designed to sweep gracefully from front to back, giving it a new sleek, aerodynamic look.Its 2.82m wheelbase, unique concave rear window and high, creased waistline add to this effect but also, in a practical sense, allow for more room in the cabin and boot.Large wrap around bi-xenon headlights on the Exclusive trim level not only adjust for road surface irregularities, but turn with the car when cornering, whilst kerb lamps help to light the way.‘Boomerang’ rear lights together with 17 or 18 inch alloys – standard on the Exclusive - bring together a package that seems to glide rather than drive.Visibility all round is very good thanks mostly to the large sloping windscreen and rear window.Inside, the C5 matches its exterior for a combination of prestige, style and practicality.Fully adjustable ergonomic seats – with massage function on the drivers side - made with quality leather in both variants, and a simple intuitive dash, allow for comfortable trips with several driving options at arms reach.But there is little need for your hands to even move that far with options like cruise control, speed limiter, stereo system and the dashboard display navigation on the fixed-hub steering wheel.Power steering, electric windows, height adjustable steering wheel and front and rear air vents and pollen filters are standard across the range, with Bluetooth, sunroof and a lane departure warning system as available options.Interior mood lighting calms the elegant cabin and the Exclusive comes with laminated acoustic side glass which significantly reduces road noise to enhance that effect.Rear parking sensors are standard in both cars. The Exclusive also gets front sensors.There are several small compartments throughout the cabin including a hidden cup holder under the centre console armrest.The C5 tourer holds 505 litres with the seats up and 1462 litres with them down. Other features specific to the Tourer are cargo tie-down rings, shopping bag hooks, a retractable cargo cover and a rear passenger protection net.The sedan’s boot capacity is 439 litres.A five-star Euro NCAP rating tops an impressive safety package for the Citroen C5.The long list of safety features includes up to nine airbags, ESP, ABS with Electronic Brakeforce Distribution Emergency Brake Assistance, energy absorbing side impact protection, hight adjustable seat belts and a fuel cut-off device.Pricing for the new Citroen C5 starts at $49,990 for the two litre Comfort sedan, and tops out at $65,740 for the 2.7 litre Tourer.Citroen predict 400 sales for the rest of this year with a further 1100 sales in 2009.We drove both engines on freeways and hilly, winding country roads, and really didn’t feel there was a substantial difference in power from the V6 down to the four. Passing large trucks was worry-free even in the 100kW variant that constantly played above its weight.Initially, it seemed a little hasty to expect people to be comfortable with a diesel-only offering, but in this case the quality combination of the smooth, six-speed auto with both engines, made up for the lack of a petrol unit.Initially the ride felt a little floaty and the tyres yelped, especially when cornering hard. But with the dampers in sport mode it firmed up just enough to grip sufficiently, without spoiling the velvet-like effect of  the suspension.Citroen have made a big effort to reduce wind and road noise and the result is frankly unbelievable – this car is pin-drop quiet and it creates a luxurious ambiance inside.The dash is well made and simple without skimping on functionality that makes life a lot easier.The fixed hub steering wheel is a little strange at first and the wheel arms angled inward makes it hard to position your hands comfortably.From the outside, the C5 certainly looks different, thanks in large part to it having a boot rather than a hatchback. Looking rather A4-like from behind, it has jumped a few spots up in the styling stakes in our minds.Seeing it side-on with its high waistline crease that flows from front to back, together with its nice big wheels, short rear overhang and low-slung stance, it looks like a car that means business.According to the marketing spiel, the new Citroen C5 is aimed at demanding, well informed buyers with an eye for detail and an awareness of competitive offerings. Coming in at better value than many of its peers, this version of the C5 is set well to attract those in need of affordable luxury - and even the odd ship-jumper.

Those Londoners are a strange mob of cattle, many important people rushing from some place to some place else.Much of life is lived underground, popping up from rail tunnels to discover another ancient monument and kilometres upon kilometres of fancy shops. The inner-city is all summer sparkling clean yet without the buzz of previous decades. The ring of suburbs beyond is tumble-down and grubby.Among the city's confusions is that cars drive on the left, as at home, while escalator riders are asked to stand right. Simple enough perhaps but this creates footpath confusion amid the madding crowds.Best then to head countryside, to Stratford-upon-Avon and down to Abergavenny in Wales to rediscover old work places and such.For this jaunt the all-new Citroen C5 is a recommended travelling partner, a most sensible European machine with airs of distinction.The deep red sedan was a C5 2.0 HDi VTR+ with six-speed automatic transmission, 101kW of diesel power and the only car with five stars for adult occupant protection in recent Euro NCAP crash tests.It ran for 450 kilometres over a week of motorways (at speed), B-roads (with care and suspension set to sport) and down rough and narrow lanes (with Hydractive suspension set on high and parking sensors going berserk, must have been the badgers in the hedgerow).All the while the C5 was a most comfortable conveyance, albeit one with a dearth of cupholders but many buttons for adjusting all manner of things from stereo to airconditioning and an automatic park brake (applies itself when parked, releases with a prod of the throttle).The centre boss of the steering wheel is fixed, allowing for some of these buttons to stay still.During the week, the handsome C5 averaged 50km/h and 6.3 litres/100km, much appreciated with English diesel about $3 a litre.The latest Citroen turns heads with a boldness that includes concave rear windscreen, subtle strips of chrome and stand-out wheels. It has a solid feel in style and substance, down to electronic stability control with traction control for the front wheels for positive take-offs and confidence on damp back roads. It is also most spacious — plenty of head and leg room — for four adults plus luggage and runs everywhere with only the sounds of a quite decent stereo to disturb the serenity.The ride, as expected from a mid-sized Citroen, is excellent though there was some crash-thump from the 17-inch wheels in larger potholes.The suspension's sports setting allows for a flatter ride, a little less float over the standard mode, but the C5 is never a sharp sports sedan.Rather, with communicative steering, reassuring brakes and a willing engine (in particular with the transmission in sports mode), the Citroen C5 is a most sensible, safe and smart touring machine with great comfort and a decent amount of individualism over the likes of Ford's Mondeo and other Euro-rivals.PS: In Britain this model is priced at about $42,000. Australians should see the new C5 — with two-litre petrol, two-litre and V6 diesel options — in September with prices starting in the low $40,000s.

If you looked around a service station forecourt a year ago, you'd easily spot the motorists with a diesel vehicle.They were the ones filling up their fuel tanks with a smug expression.That's history. Now diesel refuellers have furrowed brows and mechanically watch the dollar signs roll over on the bowser gauge.Which is what I was doing when it came time to top up the Citroen C4. I wasn't happy about that $11.20 I had to put in that thing to travel 100km, let me tell you. Highway robbery.But the time has come to do your calculations before jumping in and buying a diesel vehicle.Work out how many kilometres you would average each year of ownership. Consider the price difference between the purchase price of a diesel car compared with a petrol car.If the diesel car is more expensive — some aren't — then that difference is practically the value of the “free” petrol you could put in the petrol model.The Citroen C4 comes in 2-litre diesel and petrol versions. They cost $35,990 and $33,990 respectively for automatic versions.Based on an average of 15,000km a year, the diesel will cost about $1750 a year to refuel at $1.77 a litre. The petrol model's fuel bill would be about $1798 a year at $1.48 a litre.The difference is about $48 a year. With a $2000 premium on the car's purchase price, the diesel model would take 41.7 years of ownership to finally equal this difference.It's very unlikely anyone would own a car, especially in today's fashion-car market, for 41 years.So you're not smug anymore are you, diesel owners.But if the price of diesel and petrol were equal — and who's to say that can't happen again — the story would favour the diesel.And it's a lovely ride. The C4 with the “big” 2-litre turbo-diesel — Citroen also makes a 1.6-litre diesel version — is quick off the mark and almost silent at cruising speed.Part of its economy and brisk manners is the silky six-speed automatic, but a lot comes back to the diesel engine for which the Peugeot-Citroen group — called PSA — are renowned.The C4 has similar features to other C4 models and that includes a welcome cabin that will seat four adults in comfort.It has a bright and airy disposition that is enhanced by simple controls and a perfumed air freshener, but there are some aspects of the dashboard that could be better constructed.Citroen quality is improving each year but it still needs a kick even to reach Peugeot standards, let alone that of the Japanese.The C4 handles well and has a supple ride. However, anyone thinking this car will match the cloud-nine ride of older Citroens will be very disappointed. Most of the underpinnings are shared with Peugeot.In the 1970s, Citroen owners wore tweed, had beards and lived in the hills. It was pretty much the same for the women, though not all lived in the hills. Now Citroen has a broader market although it is still a car for the motorist who seeks something a bit different. The C4, in diesel especially, will guarantee that difference.

It has a small diesel engine, so you assume the performance will be snail-like as well.Wrong on both counts when it comes to the nifty Citroen C3 HDi, $23,990 of diesel-propelled French chic on little alloy wheels.This petite five-door hatchback's rounded body, evoking memories of Citroen's iconic 2CV, turns out to be practical as well as cute.Large windows give the cabin an airy feel, and you find loads of space inside. There's headroom aplenty, and the boot is surprisingly generous for a car that's well under 4m long.Though small, it feels sturdy, and there is a refreshing charm about the whole package.So while the C3 obviously carries on Citroen's proud tradition of vive la difference, in this case there is substance to go with the quirky style.So often, “quirky” is a polite way of saying that something is awkward to use, but here it is endearing, with apparently no drawbacks.Well, almost none: I never did grow to like the seats. They look OK, but give the impression you're perched on top. Perhaps this is Citroen's way of making you drive cautiously, lest you fall off your perch. Care is advisable, because the major notable absentee from the C3's lengthy equipment list is a stability control system. Sorry, but that's reserved for its larger C4 sibling.There have been C3 hatches around for more than five years, but the HDi version is the latest arrival, added as Citroen spreads diesel engines to all corners of its range. At just 1.6 litres, it is only a small engine, but no matter because the C3 is only a small car. Anyway, a turbocharger helps give it a decent punch. To make the most of power, performance and fuel economy, there is no automatic transmission option.At first acquaintance the C3 HDi can seem rather sleepy, but it can deliver brisk acceleration. Diesels are all the rage, and this is one of the cheapest: Among the pint-sized diesel brigade, the Hyundai i30 and VW Polo cost less than the Citroen, the Fiat Punto costs the same, the Fiat 500 and Peugeot 207 cost more.Its official fuel consumption figure of 4.4 litres per 100km is the same as the Toyota Prius Hybrid. Not that that's comparing apples with apples: the costlier Toyota achieves its result on petrol.In the real world, a combination of easy-going highway running and trickle-along traffic snarls, the C3 I was driving gave excellent economy, averaging 4.7 litres per 100km.Since it has a 47-litre fuel tank, count on going almost 1000km between refills. Hopefully that's far enough to find a servo with diesel at a price that won't break the budget.CITROEN C3 HDi: Five-door hatchback powered by 1.6 litre turbodiesel with five-speed gearbox. Power 66kW. Torque 215Nm. FEATURES: Front and side airbags, anti-lock brakes, alloy wheels, airconditioning, power windows, trip computer, six-speaker sound system, cargo cover, remote central locking, split-fold rear seat. PRICE: $23,990. RIVALS: Peugeot 207, Fiat Punto and 500, VW Polo, Hyundai i30. FOR: Personality and economy. AGAINST: Those seats. SUMMING UP: Little French charmer

Resale and battery issues aside, there has always been much conjecture about the virtues, environmental or otherwise about petrol/electric hybrids, particularly as there are some small diesel cars around these days that weaken the case for buying a hybrid for reasons of fuel economy.Prime case is Citroen's C3 HDi. There is now a nifty 1.6-litre diesel sitting pretty in the nose of the cute C3 — and it delivers quite a bit of punch once the revs rise beyond 2000rpm.It is armed with 66kW of power and a significant 215Nm of torque. Around town it is quite tractable, as more torque at lower revs means fewer gear changes in the cut-and-thrust of the peak-hour commute.On a 700km test run trudging to and from the Gold Coast into Brisbane's CBD, the little French hatch was sipping a little over 4.6 litres per 100km (factory claim is 4.4 litres per 100km on a combined run, so we weren't far off). It means you can stretch your travel a long, long way on one 47-litre tank.As with the petrol versions, the diesel has a long list of equipment starting with the full package of front airbags as well as lateral airbags for the front occupants.There are digital read-outs for the speedo and odometer and trip computer but in contrast there is an analogue strip-style rev counter. There is some degree of fuss with the trip controls. Typically the French like these incorporated into the steering wheel-mounted stalks and there remains a degree of guesswork in the location of volume controls for the stereo system, which are at the rear of the right-hand windscreen wiper stalk.Apart from fiddly ergonomics the interior is a fashionable place, and funky and light.There is good comfort from the front seats and a large glasshouse offering superb all-round vision. This is worth a look if you are interested in French flair mixed with some substance and a broad, user-friendly appeal as a city commuter. It also has a good options list that includes five-stack CD and leather.

Resale and battery issues aside, there has always been much conjecture about the virtues, environmentally or otherwise about petrol/electric hybrids, particularly as there are some small diesel cars around these days that weaken the case for buying a hybrid for reasons of fuel economy.Prime case is Citroen's C3 HDi.There is now a nifty 1.6-litre diesel nestled in the nose of the cute C3. It delivers quite a deal of punch once the revs rise beyond 2000rpm. It is armed with 66kW of power and a significant 215Nm of torque.Around town it is quite tractable, more torque at lower revs means fewer gear changes in the cut-and-thrust of the peak-hour commute.On a 700km test run trudging to and from the Gold Coast into Brisbane's CBD, the little French hatch was sipping a little over 4.6 litres per 100km (factory claim is 4.4 litres per 100km on a combined run).You can stretch your travel a long, long way on one 47-litre tank.As with the petrol versions, the diesel has a long list of equipment starting with the full package of front airbags as well as lateral airbags for the front occupants.There are digital readouts for the speedo and odometer and trip computer but in contrast there is an analogue strip-style rev counter.There is some degree of fuss with the trip controls.Typically the French like these incorporated into the steering wheel-mounted stalks; there remains a degree of guesswork in the location of volume controls for the stereo system, which are at the rear of the right-hand windscreen wiper stalk.Apart from fiddly ergonomics the interior is a fashionable place, funky and light.There is good comfort from the front seats and a large glasshouse for a small hatch offers superb all-round vision.This is worth consideration if you are interested in a little French flair mixed with some substance and a broad user-friendly appeal as a city commuter.On the options list there are auto lights and auto wipers, reverse sensors, electric sunroof, metallic paint, five-stack CD player and leather upholstery.

It's doubtful if a car buyer looking at a new Holden Commodore or Ford Falcon would contemplate putting Citroen C4 on the list. Until now.The sales figures show the swing from large cars with their petrol-guzzling six-cylinder engines to small-medium cars with four-cylinder engines.Allied to that is the rise in model choice and sales of diesel-engine cars.It's an interesting study to ponder that the Holden Commodore, for years (until now) Australia's biggest-selling car, starts at $36,790 for the Omega. It's Aussie rival, the new Ford Falcon, starts at $36,490.Undercutting both is the Citroen C4 2.0 HDi, a small-medium hatchback from France at $35,990. It has everything most drivers would want - dual-zone climate control, power windows, electric folding door mirrors, cruise control, rain-sensing wipers, auto headlights, stability control, front, side and curtain airbags, trip computer, fog lights, split-fold rear seat and alloy wheels.The Commodore Omega or Falcon XT can not match the C4's six-speed sequential shift automatic, either.Sure, the C4 is a smaller car than the big Aussies, particularly in back-seat width. But isn't it smaller cars people are wanting now? The C4 has been out for a few years and has engines including 1.6-litre and two-litre petrol units, and a 1.6-litre diesel, but this latest two-litre diesel is a beauty.It's smooth and torquey and matches well with the transmission. Its 100kW of power is no match against the big sixes. But it's no slug either.And, once rolling, the 320Nm of torque at a gentle 2000rpm has an overboost facility to 340Nm for periods of maximum effort. That even shades the torque from the Holden V6.And here's the winner; fuel consumption.The official rating for the Citroen C4 2.0 HDi is 6.6 litres/100km. I had no trouble averaging 6.5 litres/100km, even in suburban traffic.The Commodore Omega's rating is 10.8 litres/100km and it uses 64 per cent more fuel than the Citroen C4. The C4 diesel has a wonderful surge from 2000rpm, has a flat underbelly to give good aerodynamics, runs quietly (2000rpm at 110km/h) and has a comfortable driving position thanks to height and reach adjustable steering and seat, although the A-pillar set well forward requires peering around.The Citroen C4 2.0 HDi is very easy to live with. Especially on those few occasions when you call at the servo.

And the French really hit the nail on the head with the Citroen 2CV, and not just because of its unique looks. Drive it and you'll notice its individual behaviour as it leans into the corner as much as an Olympic speed skater.But for Rudi Annus, (above) his 1985 Citroen 2CV Charleston is the best way to travel.“I have always been attracted to Citroens,” he says. “I'm a car nut and I like anything that's different, I don't like ordinary standard BMWs or Mercs. It's just a funny little thing. It's almost that ugly, it's beautiful.”Annus used to envy Australian fashion designer Peter Weiss driving around his area in this black and burgundy 2CV and knew he had to have it. And after a year or so of pestering Weiss, he finally got to call it his own.“I have had it for about five years and paid $12,000 for it,” he says.The first Citroen 2CV was released in Europe in 1948 at the Paris motor show and quickly earned the nickname Deux Chevaux, French for two horses. Another nickname was Escargot (snail) as in, as slow as one.“The motor was only a 375cc and it only had two horsepower,” Annus says.And while most cars change over years, the Citroen didn't get big makeovers, apart from a few cosmetic changes in the 1960s and a slightly bigger engine capacity.“The engine got progressively bigger, to a 602cc engine, two cylinders,” he says.“That's what mine has. It's the biggest engine they ever built and it has a top speed of 115.2km/h. It drives quite good for a 602cc, it's amazing — that's a small motorbike.”The 2CV was originally conceived in the late 1930s as a cheap and economical car.“Above all it had to be able to cross a freshly ploughed field carrying two farmers, a sack of potatoes and a basket of a dozen eggs on the back seat, and not break any eggs,” Annus says.“It's incredible, such a basic and fundamental car. It has unique suspension, coil springs that are horizontal instead of up and down like normal cars.”And Annus's love affair with the 2CV isn't a new obsession. In 1994, Annus's son, who lives in the UK, was considering buying a 2CV for some fun. Annus said at the time: “If you don't buy it, I'll have it.”So, before he knew it he was pound stg. 400 ($908) poorer and the proud owner of his first 2CV, which he used regularly on European escapades. He then imported the model to Australia, where it now sits in “a million pieces” in his garage, waiting for a restoration. Something that may happen sooner than planned after Annus decided to sell this burgundy and black model.“If I didn't have the grey one, I wouldn't have sold this, I have to have a 2CV Citroen in my life,” he says. “These people approached me, they were at me for about a year-and-a-half, but I hadn't considered selling it at all.”Annus says he had always planned to restore the grey one and the new owners got him at a “weak moment”.“It's going to a good home,” he says. “I wouldn't sell it to just anybody who doesn't love Citroens and I'll use the money to restore the other one.” Annus sold the car for the same price he bought it for. He hasn't delivered it yet.So, in the meantime he's enjoying every minute and he's not the only one. Annus says the 2CV gets a big reaction from all onlookers.“I drove past a $400,000 Bentley, the guy smiled and gave me the thumbs up,” he says.And while Annus is also the proud owner of a 1990 Lotus Esprit he drove around Europe for a year before importing it Down Under, the 60-year-old says the Citroen is where he would rather spend his time.“I spend about 70 per cent of my time driving my little 2CV, people can't understand that.”Citroen stopped producing the 2CV in July 1990, after 42 years on the market and more than seven million cars.They were never officially sold in Australia, but they weren't strictly a French or European car, with some models built and sold elsewhere, including South America.SNAPSHOT1985 CITROEN 2CV CHARLESTONVALUE NOW: $10,000 to $18,000VERDICT: This quirky French-mobile knows how to put a smile on people's faces, with soft suspension, umbrella-like gear-stick and a two-cylinder engine.