Citroen Reviews

And when they call it the Picasso, there's even less chance it will be conventional. After all, in his paintings, eyes and noses and everything else were rarely where they're usually found.So you step into the Picasso, seven seats, just slightly longer than a Toyota Corolla sedan, loaf-shaped but stylish, prepared for something unusual.And yes, Citroen delivers. The Picasso is definitely quirky, but in a refreshing way; it's easy to adapt to, pleasant to live with, a clever design which works efficiently.For example, the steering wheel rotates around a fixed hub, so the driver's airbag is always positioned perfectly. Now that's a bright idea, taken straight from Citroen's smaller C4 hatchback, which is also the source for the Picasso's mechanical underpinnings.No normal T-bar gear lever here. Instead, the auto selector is a thin chrome wand high on the right-hand side of the steering column. Two curved levers behind the wheel allow you to flick up or down through the gears.Air conditioning controls are on the right-hand side of the dashboard, so your co-driver can't fiddle with them, but the front passenger does get his or her own digital temperature read-out situated on the far left; along with up and down buttons to make that side of the car hotter or colder.The handbrake is . . .  well, actually the Picasso doesn't have one. Instead, the 'parking brake' sets itself when you park, and disengages automatically when you drive away. As back-up, there is a little chrome lever mounted on top of the dashboard, right in the centre.In front of that is a perfume diffuser, so the Picasso always smells sweet. This is a French car, remember.There are picnic tables for the middle row of seats, a drinks cooler up front, a rechargeable torch down the back.The windscreen is so large, and sweeps back so far, there are pull-down sunshades at the top of the glass.So it's certainly different, but not in a negative way. Instead of seeming gimmicky and confusing, its unusual features are handy, and fit its can-do nature perfectly.It's the same story on the road. At first the Picasso can feel bulky and somewhat daunting, the driver has no idea where that sloping snout ends, and the tail seems a long way away but after a while you become used to it.Anyway, there are parking sensors which beep a warning before you get too close to obstacles.The Picasso comes with either petrol or diesel engine, and surely the smarter of the pair is the diesel, sharing its engine with Citroen's larger (and dearer) C5 sedan plus various Peugeots. What a sweet machine; strong on pulling power, big on refinement, excellent when it comes to fuel economy.With six forward gears on hand, it can quickly select the right ratio and summon up a healthy dose of torque for spirited acceleration.The petrol version gets just a four-speed automatic.What the Picasso doesn't like is to be driven fast on a twisty, rough road. The suspension just isn't happy with that sort of silliness. Snapshot Citroen Picasso HDiDetails: Seven-seat people-mover with 2.0 litre, four-cylinder, turbo-diesel engine. Power 100kW. Torque 270Nm. Six-speed automatic.Features: Stability control system, anti-lock brakes, seven airbags, alloy wheels, airconditioning, cruise control.Cost: $44,990. (Petrol version $39,990)Rivals: Renault Grand Scenic, Honda Odyssey, Toyota Tarago, Kia Carnival, Chrysler Voyager.For: Refreshing, efficient design. Excellent diesel engine.Against: Perhaps too unusual for some.Summing up: French flair on wheels.Overall: 4 stars 

The C5 is one of the best value premium cars on the market, occasionally some cars such as this one tend to slip under the radar.Every now and then something will be booked into the test garage and you automatically think why has this been so stealth-like? The Citroen C5 is an example, which uses the upgraded 2.2-litre diesel assisted by twin turbochargers.This is a $50k sedan loaded with charm, sophistication, economy and performance.Frankly it has a lot of boxes ticked and for $53,990 represents value-plus at the entry end of the premium sedan market.Together with smart looks the C5 is an effortless drive around town and on the highway.You literally feel like you've just plonked yourself down into your favourite armchair or that cosy pair of slippers that has served well in the chilly months.If the C5 is not the cushiest ride in the $50k-plus saloon segment, then whatever is has well and truly evaded the radar and will never reveal itself.The ride comfort is supreme and there is little that will not be soaked up by the neat Hydractive suspension that uses an automatic self-levelling feature.The Hydractive 3 suspension is the piece de resistance of the C5 that cushions lumps, bumps and imperfections with almost perfect efficiency.Even if you were suffering from a bruised tailbone it would still feel like you're on a magic carpet ride.The C5 is reflective of all things that have made Citroen one of the world's most innovative car makers.Memories of the DS of the mid-1950s, which brought self-levelling, hydraulic, hydropneumatic suspension to the European masses, are revived. The Hydractive 3 suspension adjusts the ride height of the C5 according to road speed.Variations of up to 15mm at the nose and 11mm in the rear give greater controllability foremost and also can help fuel efficiency through better aerodynamics.Ride and handling are outstanding and while there remains a slight delay in power production, once the turbos spool-up the C5 becomes extremely responsive.This new turbo system is based on two fixed geometry turbochargers of identical size. Each one supplies around half the air input required at high engine speeds.This extends the operating range of the turbochargers and improves engine performance at both high and low speeds.At low revs, below 2700rpm, only one turbocharger is working. This low inertia turbocharger delivers almost instant response, as well as providing up to 40 per cent more torque than the previous 2.2 HDi engine.At engine rpm over 2700, the second turbocharger kicks in to supply the increased air intake required at higher engine speeds.At your disposal is 125kW of power but where this C5 gets its kick is that a relatively massive 400Nm of torque is available from as little as 1750rpm.Fuel mileage with this diesel remained at 8.1litres/100km in a test, which combined about 240km of slow city running with 200km of highway work.Inside there is plenty of leather trim and the layout of the controls and design of the dash and surrounds remain smart and clean.There are rear seat child restraint anchor points and safety locks on the rear doors.Nothing about the C5 2.2-litre HDI is underwhelming.This car is on the pace in all the key areas. Attention to detail is impressive to the point where the side windows are laminated, blocking out road noise coming from passing traffic.The good thing is that the equipment list is packed with that much stuff that there remain only a few items left to option.If you fancy tarting up your C5 there is the SatNav and phone package for $4000, the electric sunroof for $2000 while metallic paint is available for $750.In summary the C5 is one of the best value premium cars on the market. Citroen C5 2.2-litre HDI$53,990Engine: 4 starsSmooth and creamy with heaps of low to mid-range torqueTransmission: 4 starsSix-speed auto offers good kickdown and is well matched to the motorHandling: 3 starsSteering can be a bit vague but offers good body control in the bendsSafety: 4 starsHas about as much electronic and passive gear as is possibleValue: 4 starsPerformance (check), economy (check), equipment (check), safety (check) Tech specsBoody: 4-door sedanEngine: 2.2-litre, 16-valve, 4-cylinder twin sequential-turbo dieselTransmission: 6-speed auto with sequential functionPower: 125kW @ 4000rpmTorque: 400Nm @ 1750rpmDimensions (MM): 4743 l, 1780 w, 1476 h, 2750 wheelbase   Verdict For: A massive statement in getting most things right not-the-least, ride qualityAgainst: Still uses old-style tiller and not the fixed hub steering wheel which is now a trademark of CitroenOverall: 4 starsA magic sedan with loads of value 

Citroen's C4 HDi is even more efficient these days.It is without doubt one of the most frugal diesel passenger cars to reach our shores.This is a fine package with smart, globe-like looks extending to a comfortable and well laid-out interior.The C4 is now armed with a trick transmission called EGS (Electronic Gearbox System).It comes with an extra cog (sixth) and as such is even kinder at the bowser than the manual equivalent.But the EGS is a devil of a transmission to use if you try to treat it like a normal automatic, which of course it is not.Let it change itself and it lurches and becomes clumsy.You almost find yourself screaming at the shifter, “change any time you like as long as its sometime today”.But the fact is this transmission needs driver intervention to smooth it out and enable it to become user-friendly.Use either the shifter or the paddles mounted on the fixed hub steering wheel and a little throttle discipline, gear changes are lightning fast and almost seamless.On this test of over 600km, the C4 was using about 5litres/100km, according to the onboard computer's figures. It is far superior to the manual C4 diesel, which we compared and tested last year, it finished at 6.25litres/100km after over 400km of testing.There is a sport button which tightens up shift changes for a sharper drive.This gearbox is clever, bit of work, but some would argue that it may be a bit too clever for its own good. Simply leaving it as a automatic device brings out its weakness. It is frustrating and at times can take the driver by surprise at low speed.A case in point was in a multi-storey car park going up a small ramp to another level, when the EGS decided to change from second to first with the car virtually coming to a stop in the process.It is not a gearbox for those who just want to turn the key, press the throttle, and be done with it. Driver involvement is required and once you learn the little idiosyncrasies it is quite an enjoyable little jigger.Inside, Citroen have nailed the ergonomics with user-friendly controls which are easily accessed. It is a comfortable cabin and the ride is cushy.The C4's handling is OK, although the steering feel is not as perfect as rival European hatches.Brake pedal feel is strong and the stopping performance is quite impressive in emergency situations.This is a well rounded package with lots of active and passive safety equipment.For those seeking the frugal alternative without forsaking fruity performance, the C4 HDi EGS is worth discovering. Citroen C4 1.6litre HDi EGS $30,990Engine:  4 stars Develops strong torque from mid-rangeTransmission: 3 starsA bit clumsy in auto modeHandling: 3 starsBrilliant ride, steering a little vague at timesSafety:  3 starsWell kitted out with active and passive gearvalue: 3 stars$1k more than the equivalent manual could be contentious to someTech specsBody: 5-door hatchEngine: 1.6litre turbo dieselTransmission: 6-speed Electronic Gearbox System (EGS)Power: 80kW @ 4000rpmTorque: 240Nm @ 1750rpmTyres: 16-inchVerdict for: frugal, neat, practicalAgainst: Gearbox won't be for everyoneSmart option for those who do the miles to benefit from its fuel sipping habits 

Nothing abstract about the Citroen C4 Picasso, however, just lots of clever design. For starters, it is the size of a medium sedan, but has seven seats.And while hauling all those people around, it won't break the budget because there is a fuel-saving diesel option.Early people-movers were little more than delivery vans with seats; this one is based on a high-class car — Citroen's C4 hatchback — lengthened, widened, made taller and given a bigger luggage compartment plus a new-design rear axle to cope with greater loads.Its engines and transmissions have come from the dearer, larger C5 sedan, so progress is smooth and refined.But inside and out it looks like nothing else. The shape is avant-garde, but is more practical than a Picasso-like oddity. It provides a panoramic view, loads of room, endless ways to configure the three rows of seats and so many cubbyholes owners may forget where they stowed half the groceries.The massive windscreen — $1100 for a new one — extends so far back, and at such a rakish angle, it ends almost above the driver's head.Sunlight floods in but the designers have provided large two-stage visors that fold down to provide shade, and the glass has a metallic coating to cut down heat.Even if things did become sweaty, there is a perfume dispenser (including a tobacco-neutralising fragrance) as part of the airconditioning system that has controls for each corner of the car. Temperature and air volume can be different in each zone.In the best Citroen tradition, the Picasso is a far-from-everyday design.Its automatic transmission selector is a thin wand on the right-hand side of the steering column; the driver's airconditioning controls also are on the right-hand side of the dashboard; there is no handbrake (engage Park and it figures, correctly, that the parking brake should be applied; press on the accelerator and the brake automatically disengages).A small, high-mounted mirror lets the driver see what children are up to in the back seats.You find a detachable torch in the tailgate, a fridge in the dashboard, picnic tables behind the front seats, storage lockers under the floor, sun blinds on the rear side windows.The instrument panel sits high on the dashboard between driver and passenger; unusual but you soon become used to it. The driver can change the colour of the display, ranging from deep blue to white on black.The third row of seats, two separate buckets, is a place best left for the young, small and agile. If the seats are not needed, a one-handed operation can fold them away, creating a vast luggage area.No wonder Citroen says the Picasso “redefines the family car for the 21st century”, but Australia could prove a tough nut to crack.In Europe, such cars make sense for their convenience and tax advantages; here the competition is tougher because there are reasonably priced multi-seat SUVs with oodles of space inside and relatively uncrowded roads to accommodate them.While sales of compact people-movers have trebled in Europe in the past decade, they have failed to catch on in Australia. For example, Holden has dropped the similar-concept Zafira.However, fuel prices make the diesel Picasso a compelling case.Citroen expects 80 per cent of Picasso buyers will opt for the diesel, though it costs $5000 more than its petrol sibling (a more advanced automatic transmission and high-cost diesel engine explain the higher price).The diesel would reduce fuel bills with its economy rating of 6.1 litres per 100km, compared with 8.9 litres for the petrol engine.The diesel has almost identical acceleration to its petrol counterpart, while its superior transmission and mountain of torque, or pulling power, make it the logical way to go.On the downside, the Picasso's ride-steering package, usually a major plus with French cars, is hardly a work of art. The ride can get bouncy on poor roads and the steering lacks feedback.

The second edition to the C2 range is a somewhat comical car. With bigger windows in the back, it looks like two different cars have been stuck together. The C2 VTS is priced at $23,990, $2000 dearer than the VTR model. And that's as far as the C2 range stretches.While its heart is the same size as the VTR with a 1.6-litre, four cylinder engine, it gives even more, delivering an extra 10kW, producing 90kW at 6500rpm and 143Nm at 3750rpm.But there's a big hurdle to conquer before you can enjoy the ride. While the first thing you notice is the character, jump behind the wheel, start the engine and you'll soon find it is very entertaining or frustrating, depending on your mood. The culprit is the clutch, as it takes some getting used to.The first couple of times you take off, it feels like you're back on your L plates, and in this case, perhaps it stands more for loser than learner. Drive it like a normal manual and you'll find yourself reaching 5000rpm, 6000rpm with little movement, but lots of revs, which is somewhat daunting.Once you get over it, there are other features of the car to enjoy. Such as the plain, simple, but chic interior. The dash has a sense of style and the seats, which wrap around your body, are quite comfortable and supportive.Leg room in the back of this four-seater is limited, but it feels as if there is plenty of space around the top half of your body, perhaps a result of the large windows.In keeping with its comical nature, the C2 has a blinker that brings back memories of playing space invaders on the Sega Megadrive or Pub Pong (for those who are older) with its electronic ponging noise. The headlights on and door open electronic warning alerts have a similar arcade-game sound.The five-speed manual transmission is quite smooth once you figure out the quick release of the clutch and how to engage it, when you can feel the benefit of good pick-up in the lower gear range.Tall drivers will suffer as they find their knees reaching their ears. A slight exaggeration perhaps, but the seat feels lower than usual. The C2 is also easy to park and while the steering is a little light, it's quite a nifty little car for getting around town.Unloading the boot is made easy with a split tailgate, although you would have to keep shopping to a minimum. It handles and corners well and for such a little car, it gives out a huge roar, with a rather noisy engine.As well as extra power, the VTS has a slightly stiffer suspension than the VTR, making it more sporty and the gear ratio is significantly lower, which gives a quicker 0 to 100km speed, 8.3 seconds compared with the VTR's 10.9 seconds.The C2 lacks storage inside the car, with cup holders that don't hold drink bottles, slightly impractical and little space for accessories. The glovebox is also very tiny. The speedometer is digital, so you can't see the top speed, only how fast you're going, and the tachometer is also different and hard to see, as it's a curved line sitting above the speedo.The claimed fuel consumption of 6.9-litres wasn't achieved, instead sitting more around the 8-litres per 100km mark, but this was mainly on city driving.The C2 comes with a leather steering wheel, CD-player, air conditioning, rain sensing wipers and a four star NCAP safety rating.According to VFacts, the C2 sits in the light segment putting it up against the Hyundai Getz, Holden Barina and Toyota Yaris, all of which have models well below the starting price of the base VTR. Perhaps it's closer to its other competitors such as the Suzuki Swift and Volkswagen Polo, but it doesn't seem to offer as much for the price tag.Fast factsPrice: $23,990Engine: 1.6-litre, 4-cylinder, 90kW@6500rpm, 143Nm@3750rpmTransmission: 5-speed manualFuel: 6.9L/100km (claimed), around 8L/100km (tested)Body: 3-door hatchVerdict: A lot of character to this sporty VTS, but it takes time to adjust to a different driving style.ALTERNATIVESVolkswagen Polo MatchPrice: $19,990Engine: 1.6-litre, 4-cylinder, 77kW@5600rpm, 153Nm@3800rpmTransmission: 5-speed manualFuel: 45-litre tank, 7.1L/100km (claimed)Body: 5-door hatchVerdict: Volkswagen's small car offers less power than the VTS with a much cheaper price tag. But, the Polo also has sporty character.Suzuki Swift SportPrice: $23,990Engine: 1.5-litre, 4-cylinders, 92kW@6800rpm, 148Nm@4800rpmTransmission: 5-speed manualFuel: 43-litre tank, 7.5L/100km (claimed)Body: 5-door hatchVerdict: The Swift was CARSguide's Car Of The Year for 2005 and the new Sport model offers better performance figures than the C2, for the same price.

But the good news for the French company is that the gong goes to one of its own - the new and larger C6 set to arrive later this year.C5 has recently undergone a facelift, with new engines, transmissions and other changes.Although it looks like a sedan, the car's bootlid and rear window actually lift as one piece, just like a hatchback.Of course it wouldn't be a Citroen unless it had fancy suspension and the C5 does not disappoint.The hydro-pneumatic system does away with springs and shock absorbers, replacing them with a gas and hydraulic suspension system instead.The Hydractive 3 suspension changes the car's ride height, both automatically or manually - at the push of a button.Above 110km/h the nose drops 15mm and the tail drops 11mm, returning to the normal if speed drops below 90km/h.But on poor road surfaces the nose and tail come up 15mm, staying there unless speed rises above 70km/h.Then there's some manual settings. The car can be raised 40mm to clear obstacles, with a low setting for loading and a maximum setting for changing a flat.Our test vehicle was the top of the range Citroen C5 fitted with the latest version of the 3.0-litre V6 engine.Four cylinder and turbo diesel models are also available.The V6 develops 155kW at 6000rpm and maximum torque of 290Nm at 3750rpm.The engine is hooked up to a new AISIN sequential, six-speed automatic transmission.First gear has been shortened to provide quicker take-offs and a taller sixth gear has been fitted to reduce fuel consumption.It is a relatively high revving engine that does not start to perform until it really starts to get going.The V6 model can sprint from 0 to 100km/ h in 8.6 seconds and has a top speed of 230km/ h.C5 is well equipped, with leather and climate airconditioning standard as well as some features normally found in much more expens- ive vehicles.The lights don't just operated automatically, they come on earlier when it is raining, while the V6's high powererd Xenon headlights follow the direction of the wheel.The cruise control system includes a speed limiter and the power operated windows close when a sensor detects rain.The same sensor also turns on the windscreen wipers automatically.We don't mind the look of the new "boomerang" shaped head lights but we're not too keen on the tail lights.Inside, the speedometer segmentations are cluttered and hinder rather than help the driver to see how fast they are going.Safety equipment includes anti-lock brakes, electronic stability control and a total of seven airbags.C5 offers plenty of room inside in what is best be described as loungeroom comfort.For a car with such a big rep however the drive experience is somewhat disappointing.Even with the suspension set to sport the handling is rather soft and the gear changes are not always smooth.Fuel economy for the V6 is a claimed 10.0L/100km from the 66-litre tank. During testing we got 11.2L/100km.The Citroen C5 V6 is priced from $55,990. 

Most people will recognise the Citroen C4 hatch as the one from the TV ad with the dancing robot.The C4 comes in hatchback and sports coupe versions and although our test car was the hatch it is a little different because it features a 1.6-litre diesel engine.It seems just about everything we've driven lately has been a diesel which is not necessarily a bad thing considering the rising cost of petrol.The C4 HDi is good for a miserly 4.7 litres per 100km and that translate into a long way between fill ups with the aid of a large 60-litre fuel tank.The heart of the matter is Citroen's newest diesel engine that uses common rail direct injection and piezo electric injectors, aided by a variable displacement turbocharger with overboost to provide extra torque under acceleration.The 1.6-litre power plant generates 80kW of power at 4000rpm and 240-260Nm of torque from a low 1750rpm.It is mated to a five-speed manual transmission, with an auto expected to be available in future.The HDi is no sports car out of the gates, but delivers strong mid to high-range performance where the majority of people want it.For a diesel, it is extremely quiet and particularly smooth, one of the smoothest we have driven in fact and in its element cruising in top gear on the motorway.You get a car that is well equipped, with six airbags and a five-star safety rating.Standard equipment includes ABS brakes, electronic stability control and cruise control with a speed limiter that stops the car from exceeding a set limit, say 60km/h in a built up area. It also comes with fogs, alloys and a full-size spare.Enthusiasts won't find the car disappointing. It might be a diesel but it gets mobile with stability control to keep things from getting too out of hand. Hills are no problem with plenty of torque even in fifth gear. We averaged 6.1L/100km during in variety of conditions easily giving the C4 a range of 1000km. The interior is quiet and the sound system is a half decent one too.We wouldn't mind putting the HDi to a longer test with Citroen's co-operation. The Citroen C4 HDi is priced from $29,990.

That is of course, providing a car that embodies so much of French automotive quirkiness is your cup of tea.Citroen, Peugeot and Renault continue to turn out cars that are well, different, to the work of most other carmakers.It's their belief in alternate fuel technologies, the technical marvels in the Citroen C4, the distinctive large rear of the Renault Megane and their out-and-out quirkiness that continues to set them apart.And now the arrival of the C4 as a diesel takes it one step further.The C4 HDi comes in one configuration, a five-door hatch with a 1.6-litre four-cylinder engine with a five-speed manual transmission. However, while the 1.6-litre engine has the same power output as its petrol sibling, it boasts a significant leap in torque, up from 147Nm to 240Nm.The driver particularly notices that low down while changing up through the second and third gears.The C4 also has an engine overboost function that enables the motor to increase torque to 260Nm under acceleration for a maximum 90 seconds. It is self-regulated to ensure the all-important fuel economy is not harmed by a lead-footed driver.The car currently comes only as a manual, however Citroen announced last week that an automatic is on the way, possibly by the end of the year.The company also has the opportunity to put the more powerful 2.0-litre diesel engine, currently found in the C5 sedan, into the smaller car. And there is even the prospect of future C4 cars being powered by hybrid-diesel engines — technology currently that is being examined by the French.Citroen spokesman Edward Rowe says diesel sales currently account for only 20per cent of C4 sales as the Australian market slowly begins to accept the alternate fuel.However, the company is looking to the experience shown with the C5 that now has 80per cent diesel sales in Australia — admittedly from a small overall figure.Diesel produces two key results, fuel economy and the love it or hate it chatter of the engine. The C4 diesel's overall claimed fuel economy figure for combined city and highway driving is just 4.7litres per 100km — which puts it in the same territory as the hybrid Toyota Prius or the tiny Smart car.As for the noise, well, at worst it can be said to resemble the sound of an old Volkswagen Beetle, and at best you even feel that it sounds like a Subaru WRX.Either way, while road noise is at a minimum while driving the C4, you will certainly hear the diesel powerplant at work.The car does not have the bodykit and exterior sports trim of the top of the range petrol C4 VTS but is still a pretty little thing.Its wheels are fairly plain but the grille is distinctive. But it is inside where you will notice you are in a distinct car.It starts with the fixed-hub steering wheel. It feels strange at first to turn the wheel while the hub stays still but once you get used to it the value of having all the steering-mounted controls remaining in a fixed position for ease of use is an obvious bonus.But the jewel in the crown is the dashboard-top mounted display screen that provides a range of readings from the speedo to the fuel gauge and the number of kilometres left before you go searching for the diesel fuel pump at your local servo.It is extremely clear to read and the screen back-lighting adjusts for outside conditions.The driver's seat adjustment is manually operated and like a few other cars in this class can be fiddly to co-ordinate.Leg room for front and rear passengers is good and, while not cramped, the driver's footwell area could be bigger. The boot, reached by opening the hatch, boasts enough space for most small-family needs.Tested around town, including some of Sydney's hillier stretches, the C4 delivered sprightly acceleration, smooth handling and a comfortable ride.This car won't be a huge seller but it is a strong foot in the door for the future of diesel power in Australia.

Time spent recently with the Citroen family's largest — for the moment — model left a rather empty feeling. An impression that it should have been enjoyed more.At $55,990, the C5 V6 is playing in a fairly demanding ballpark.Shoppers with that sort of greenery in the back pocket have a rich menu to select from.Chrysler's 3.5-litre 300C, Holden's 3.6-litre Statesman, Ford's 4.0-litre Fairlane Ghia, Peugeot's 3.0-litre 407 and Volvo's turbo AWD S40 are just some prime examples of those there or thereabouts.What the C5 does offer — apart from its Gallic individuality — is a reputable claim to being the "safest" car on the road.What it actually has is the highest safety score ever handed out by boffins at the EuroNCAP crash test centre. The Citroen C5 actually scored an unprecedented 36 points out of a possible 37.Even better, it managed a 100 per cent score in the frontal impact test.What really impressed the NCAP guys was that the C5 passenger cell protected all occupants with an impressive side impact protection system, warning lights for rear as well as front seatbelts, double pretensioner on the front passenger belt and knee airbags.In a nutshell, this means that as that big accident looms you will be allowed a momentary self-satisfied smirk because you chose to spend your hard-earned on the C5.However, the NCAP engineers only crash cars — they don't have to drive them or live with them day-to-day. In the C5, there are lots and lots of neat individual aspects — it is only the whole that fails to engage. The styling is ... French. Long front overhangs and a bonnet that extends far enough into the distance to intimidate first-time drivers in tight car parks. Yet, it is pleasing to the eye.The interior of the cabin is spacious with an instrument display that is clear and easy to read. The seats are comfortable without being outstanding and most of the ergonomics are at the better end of the French scale.There are also numerous nooks and crannies in which to store/hide the ever-growing list of small items you take into a car.The major exception to the ergonomics is the driver's footrest, which is narrow and tucked away hard against the central tunnel.Using the multi-function stalks mounted on the steering column also takes a degree of practice and concentration but they work well and, as an owner, use would become more instinctive over time. Powering the top-of-the-range C5 is the 3.0-litre V6 Citroen shares with development partner Peugeot.With 155kW available at a peak of 6000rpm and 290Nm of torque on tap at 3750rpm the outputs are mid-range at best. Around the city the engine gives the impression of being relaxed. The six-speed automatic does its best with well-sorted ratios but shifting position quickly in slow-going traffic to take advantage of merging opportunities is not a forte.As a highway cruiser the C5 takes on another character entirely. The steering feel, disconcertingly light at low speeds, weights up nicely; the clever Hydractive suspension reads the road surface and speed for a more sporty damper response and the C5 becomes an effortless cruise; in this environment the six-speed shifter feels completely at home.Unfortunately, the Hydractive's ability to lower the car by 15mm for highway running only comes into effect over Australia's 110km/h speed limit. Overall, the impression is that in the C5 there was something worth getting to know, but an absolute certainty that it was going to take a lot of hard work.

Naturally, since this is a French-made car it is slightly quirky, sophisticated and packed with technology. The sharp-looking car I'm referring to is the Citroen C4 VTS hatch. Nice, isn't it? Classy but not too sassy, and just that wincy bit different that makes it stand out. We girls like to be noticed.Those cat's eyes headlights might look sexy from this angle, but they look even better from behind the wheel – they are directional and move as you turn the steering wheel. Brilliant. Other motorists noticed, too – it's such an attention seeker.And how cute are the C4's heated, folding side mirrors? They fold, like closed ears (as I like to call them), when the car is locked.Inside, its chic and indulgent, and much like a French house of couture, ultra stylish in black. It's a bit spyish, too. Black leather, suede-like alcantata on the cushioned seats and polished aluminium. There's a sexy audio system with surround sound and a double CD stacker, dual climate zones, a pollen filter, tinted windows and cruise control.Even the steering wheel is slick. Volume and radio controls sit on a fixed centre, as does a rev counter which looks like something out of Battlestar Galactica. The fixed wheel ensures the driver's airbag always deploys at the right angle.The dash has an ingenious translucent instrument display, which uses natural light to show your speed. If those big, bold numbers don't slow you down, then perhaps the speed limiter might. Having seen the way they drive in France, I expect a speed limiter is a must there. It should be here, too, especially since this car has been designed to glide.The sports suspension is faultless, and the two-litre engine and five-speed manual transmission whip it up steep climbs.Even the bells and whistles are fun – cute popping sounds for the parking/reversing sensors, a kettle-like whistle when headlights are left on and a jingle when seat belts are yet to be fastened.But, alas, the cup holder was a disappointment – it wouldn't fit a 350ml bottle of water.Perhaps I should have bought a Perrier instead ...The directional lights are very cool as are the rain-sensitive windscreen wipers. Love the French twists.The seats are a little uncomfortable. I felt like I was being pushed to the right and wasn't sitting centred. It was offputting.