Citroen Reviews

Quirky is the first word that comes to mind when thinking of Citroen. The company has always produced cars that don't fit in the box, they have sometimes been groundbreaking and innovative, but they have always been challenging.Rusted-on Citroen buyers revel in the quirkiness of their cars, they celebrate the things that separate them from the mundane pack. For others not so committed to the brand and being different, buying a Citroen is a leap of faith. It's particularly so when it comes to peoplemovers, which are dominated by the big Japanese brands.The C4 Picasso is a seven-seater peoplemover based on the mid-sized, front-wheel drive C4 hatch. Unusually for a Citroen its looks aren't challenging.DESIGNThe Picasso is a sleek, attractive vehicle, particularly in its class, which pretty much determines what it will look like.It's inside that the Picasso comes alive with a mix and match cabin layout that can be adjusted to carry pretty much anything you want, from seven people, to oodles of sports gear, camping equipment, even a spot of cargo if the need demands.There is also a large array of features to get used to, from a second rear view mirror to keep track of the kids out back, an in-dash chiller bin, a plug-in torch in the boot, picnic tables, power points, heaps of storage options, and even drop-down sunshades to cut the glare from the sweeping windscreen.You also need to get used to the steering wheel that twirls around a stationary centre boss, a tiny gearshift in the steering column, and the automatic park brake.If quirky is the first word that comes to mind when thinking of Citroen then comfort must surely be the next. Citroens have always been supremely comfortable, in seating and in ride, and the C4 Picasso is similarly so. The ride is supple, the seats plush.TECHNOLOGYThe engine choices were a 2.0-litre four-cylinder petrol that boasted 103kW and 200Nm that delivered reasonable if not scintillating performance, and a 2.0-litre turbo diesel with 100 kW and 270 Nm that gave great fuel economy.DRIVINGOut on the road the C4 Picasso rides comfortably and shows good performance, but isn't the greatest handling car around. For those concerned about visibility and being able to see out of a car the Picasso is great with very good all-round visibility.IN THE SHOPCitroens are not exactly thick on the ground in this country so there isn't a lot of accumulated data about them. Generally they are well built and that seems to stand them in good stead, but buying one is a leap of faith. The other issue is that dealers aren't located on every street corner, so it's worth working out where you will have it serviced and repaired should you buy one.IN A CRASHFive stars from ANCAP is suggestion enough to tell you the C4 Picasso is a safety leader. Not surprising given that it came equipped with a comprehensive array of safety goodies, from front, side and curtain airbags, ABS brakes and electronic stability control.UNDER THE PUMPUnder test by CarsGuide the C4 Picasso diesel averaged 8.4L/100km, well above the claimed average of 7.4L/100km, but still impressive given the size and shape of the beast. The petrol version was claimed to average 8.9L/100km on the recommended 95-octane Premium unleaded. To save a few bucks Citroen says you can use E10 ethanol blend fuel.AT A GLANCEPrice new: $39,990 to $48,990Engines: 2.0-litre petrol, 103 kW/200 Nm; 2.0-litre turbo diesel, 100 kW/270 Nm.Transmission: 4-speed auto (petrol), 6-speed auto (diesel); front- wheel drive.Economy: 8.9 L/100 km (petrol), 7.4 L/100 km (diesel)Body: seven-seat peoplemoverVariants: Base and ExclusiveSafety: 5-star ANCAPExpect to pay: $20,000 to $25,500 for the base petrol model; $22,500 to $28,500 for the diesel; add $2000 to $2500 for the Exclusive.VERDICTNot as good as the Tarago, but has a great cabin with lots of useful features for the family. Definitely worth a look.

It is one of the best days of your life. Or should be because through the euphoria comes Mr Logic. He's been napping in your head for the past year or so and is now very much awake and wants to know where you're going to put the new arrival.  That's another bedroom and a bigger car. You won't be able to cart junior in the car with the other three, he says.Society is comfortable with designing one-size-fits-all boxes.  The sedan car holds five people and homes have four bedrooms so the maximum accommodation that society builds for us is five - two adults, three children.Children, lots of them, produce uncomfortable squirms in house and car designers.  In my case, Child No.4 led to a Nissan Nomad, a commercial van that replaced the bare-metal expanse in the rear with two extra rows of seats to accommodate up to six children. A frightening thought.But the Nomad struggled through its tenure at our house, safely carted our kids and their friends to various sport and social functions and doubled as a furniture pick-up truck. It broke down a few times - radiator hoses, mainly - but generally was a content family bus.It was loved, hated, crunched, thrown up in, became an occasional bed and nappy changeroom, and finally sent to another home to repeat the experiment that is child rearing. This is not an excuse to go forth and breed. But it is a list of quality new - and used - vehicles with six seats or more that will fit more than the predetermined maximum of three kids.NEWCitroen C4 Picasso (from $39,990): Very clever car with lots of great ideas, flexibility and driving enjoyment. Expensive and a bit off the wall but worth a look.Honda Odyssey (from $41,990): Safest bet - excellent all-round vehicle let down only by its asthmatic performance when fully laden or - gasp when asked to tow a trailer. Safe, economical, flexible and with excellent resale value.Dodge Journey (from $36,990): Newer entrant with pleasant ambience and good pricing and doesnt look like a tradies van.Hyundai iMax (from $36,990): Basically a commercial van made for people, but one of the better attempts. Has a four-star crash rating and is economical, affordable and roomy. Diesel engine is a no-brainer. Kia Grand Carnival (from $39,990): Market leader in terms of volume and more recently has overcome earlier mechanical woes. Good compromise for space and economy, especially the diesel.Kia Rondo 7 (from $25,990): Better for a small brood as third row rom is precious and luggage area is tight. The price is a winner but youll be upgrading when the kids start growing - apparently they all do that.Mercedes Viano (from $78,826): Expensive but maximum five-star safety van.Ssangyong Stavic (from $32,990): Best seen while blindfolded, theres no doubting the keen price, high feature list, economy of the diesel and paltry resale value.Toyota Tarago (from $52,490): Expensive but top notch quality. The Honda Odyssey can match it in all but performance. VW Caddy Maxi Life (from $39,990): Makes sense but a bit too van-like to make a statement in the pre-school carpark.VW Caravelle (from $49,990) - Seats nine so go for your life. Diesel only and may require special driving licence in some states.VW Multivan (from $49,990): More restrained seven-seat version of Caravelle. Also diesel only.Peugeot 4007 (from $45,190): This is a seven-seat version of the 4007 and its clone, the Mitsubishi Outlander.Ford Territory (from $44,890): Seats seven from TS model up. Comes as cheaper 2WD version. New model with frugal diesel engine here soon so best to wait.Holden Captiva 7 (from $35,490): Just upgraded and worth a look. Diesel is good and car has plenty of flexibility and family-friendly features.Hyundai Santa Fe (from $37,990): Hot seller for ages and seats seven with god room. But do you need an SUV?Kia Sorento (from $36,490): Same issue as Santa Fe, just looks a bit better.Mazda CX-9 (from $50,015): Not cheap but follows Mazdas line of great quality. A bit thirsty on petrol, though, and no diesel option. Other SUVs include:Mitsubishi Challenger (from $49,390):Mitsubishi Pajero (from $50,490):Nissan Pathfinder (from $48,490):Ssangyong Rexton (from $36,990):Subaru Tribeca (from $56,990):Toyota Kluger (from $39,990):Toyota Prado (from $60,904):Nissan Patrol (from $53,190):Toyota Landcruiser (from $77,414):Audi Q7 (from $88,614):Mercedes R-Class (from $92,200):Volvo XC90 (from $69,950):  USEDFord Territory 2005 - $23,000Subaru Tribeca 2007 (old face) - $35,000Volvo XC90 2006 - $39,000Chrysler Grand Voyager 2002 - $10,000Ssangyong Stavic 2005 - $23,000Ford Fairlane 8-str limousine 1989 - $18,000Toyota Tarago 2006 - $27,000Toyota Tarago 1998 - $7000Toyota Prado 2005 - $40,000Mitsubishi Delica 2005 - $11,000Hyundai Santa Fe V6 2006 - $17,000Land Rover Discovery 2007 - $48,000Jeep Commander 2009 - $39,000

Funky doesn't always work in cars, but when it's wearing a Citroen badge there's a chance it will strike a chord.  Some things the French brand have done can go over the buying public's collective head, but the DS3 is unlikely to miss its mark.  The head-turning, smile-inducing appeal of the DS3 DSport suggests the Citroen crew are on a winner.The DS3 Dsport six-speed manual demands $35,990, but the features list is decent.  The manual sports model gets an alarm (an option on the auto), remote central locking with deadlock and automatic drive-away locking, a reach and rake adjustable sports leather steering wheel, cruise control and speed limiter, power windows, a sound-insulated front windscreen, aluminium drilled pedals  (standard on the manual sports model only).The DS3 DSport also gets carpet mats throughout, filtered climate control, an MP3 compatible six-speaker sound system with Bluetooth iPod integration, suede/cloth sports seats, a trip computer  and a "gear efficiency indicator" that's only on the manual but a little incongruous given the sporty nature of the hatch.Anyone looking for an automatic transmission will have to opt for the less-powerful DS3 DStyle, which is $3000 cheaper but doesn't get the turbocharger on the 1.6; neither car has rain-sensing wipers.Among the optional extras for both models are rear parking sensors (at $500), an upgrade to the sound system for $800, Bluetooth phone hands free and USB port costs $700, the climate pack  for $1000 and gray leather or amarente red leather trim  adds $2000.The powerplant is the 1.6-litre turbocharged four shared with sibling Peugeot and development partner BMW Mini.  The engine uses direct fuel injection, a twin-scroll turbocharger (for better response), variable valve timing on intake and exhaust valves, as well as variablie lift on the intake valves.The little French hottie boasts a Bluetooth link for compatible mobile phones and audio players - an iPhone can be linked for both but was not always retained by the car's system, sometimes dropping out and then returning to the system.The most striking thing about the DS3 is its exterior design, which boasts head-turning good looks, but it's not always apparent why it looks so good.  Citroen says it uses "carefully considered design elements" on its new sports-hatch, boasting about the "shark fin" B-pillar, the "floating" roof and the signature LED lights on the snout.  It all adds up to a stylish package that passed the schoolkid-headturn test at the bus stop.Citroen has a reputation for producing safe packages and the DS3 is no exception - a five star Euro NCAP crash test, stability control is standard, as well as anti-lock brakes, electronic brakeforce distribution and emergency brake assist, six airbags - dual front, side and full-length curtain airbag - all standard.The DS3 also features automatic activation of the hazard lights on under heavy braking, automatic door unlocking following an accident and a fuel cut-off device.French hot hatches can be a conundrum - so good in some ways and so annoying in others, but some, like the DS3 are becoming less painful to endure day-to-day.  On the right piece of road, some of the Gallic hatches that have gone before were laugh-out-loud brilliant - but curse-laden things to drive in mundane metropolitan duties.Not so the DS3.  Around town the flexible little turbo engine easily shoots the DS3 through traffic without requiring numerous gearchanges, but the six-speeder does encourage the driver to use it - the shift feel is good.Steering is light and direct, without any real torque steer issues, and the driving position is reasonable - an improvement if not ideal for someone over the old six foot mark.  It could still do with a little more in terms of range adjustment for the wheel and the seats.Cruising through the hills or on the freeway, the DS3 sits solidly on the road but is not uncomfortable, coping well with broken bitumen.  When the road begins to curl, the little Citroen laps it up, zipping through bends with good grip, no tyre squeal and well-controlled body roll.The DS3 is not the smallest in class, nor is it the biggest, but the cabin has enough space to get settled, although no one would be wanting to sit behind me in my best driving position.  The back seat is pretty much kids only unless its a quadrella of jockeys on board, but its a comfortable cabin.The DS3 will lead Citroen's charge into 2011, giving the French marque a halo car for its resurrected small car range. The asking price is on the money for the segment and it's chic and cheeky-quick.

Small, chic and very French…the Citroen C3 has been an absentee from the small car market in Australia, but will make a valiant return next year.

WHEN Volkswagen wanted to reinvent the Beetle, it designed something that evoked the bug but looked modern: the New Beetle. It was the same story when BMW made over the Mini and Fiat updated the 500.In each case, it's all about the look. You don't get 1950s engineering or comfort, and they're not chasing mass market appeal. Yesterday's poverty pack is today's fashion statement.Retro design has been a boon for those carmakers lucky enough to have a suitable model in their back catalogue because it solves two problems at once.First, it attracts young buyers who reject everyday wheels but who lack the petrol-head gene; people for whom every purchase is a lifestyle decision, who agonise over a party outfit, or the accessories for a Mini.Second, retro allows car companies to charge premium prices for small cars, which to the industry is akin to alchemy. In the past, small cars meant small margins. Large cars were where money was.But led by Europe, everybody is downsizing madly to avoid fuel bills, congestion headaches and punitive taxation. Pretty soon, if you can't make money out of small cars you won't be in business.If you don't have a candidate for rebirth you're going to have to do it the hard way. Before long, there will be a wave of new small cars from the German luxury brands aiming to stretch their appeal, and price resilience, lower in the market than ever. Next year's Audi A1 will lead the charge.Meanwhile, Citroen has got there first. The DS3, Citroen says without the hint of a smile, is anti-retro. It looks like nothing that has gone before. European TV adverts for the DS3 use clips of John Lennon and Marilyn Monroe wondering why people "live in the past''. Retro is sooo yesterday.It's a bold stance for a bold car and it has been well received in Europe. It's a verdict I'd echo after a test drive via the scenic route from Sydney to the Hunter Valley last week.The DS3 is entertaining from behind the wheel. It feels solid and secure on the road, tips eagerly into corners and can carry a fair bit of speed before running wide. For a short car with standard hatchback underpinnings, it also rides fairly well, certainly better than a Mini. Although with quite a lot of wind and tyre noise entering the cabin, it doesn't set a new benchmark for small car refinement.The steering, brakes and gearshift all get pass marks or better.  The test fleet were all Dsport models, which run a similiar turbocharged 1.6-litre to the Mini - it was a co-development between Peugeot-Citroen and BMW - and it's a fiesty unit with enough low-down torque to propel the car with conviction.With this engine, the DS3 is a similar weight to a Mini Cooper S and about as fast. The automatic, with just 88kW and four speeds, may not be as convincing but does have a similar equipment level.The DS3 is slightly bigger all around than a Mini and makes use of the extra space to offer better accommodation in the rear and a much larger boot.  But it has borrowed some of the successful bits of the Mini design, despite its disdain for retro.The four-square stance of the Mini, with the wheels at the extremity of each corner, is echoed here, and so is the "floating roof". As with the Mini, the roof can be specified in a contrasting colour to the body, and the DS3 offers similarly high levels of personalisation and options.Citroen will be only too aware they are a boon to the financial bottom line.  The DS3 does have some original moves, though. The B-pillar is an unusual shark's fin shape that works well with the wraparound look of the rear glass.It's a less upright shape than a Mini and the DS3 face, with a vertical cascade of LED lights and distinctively kinked Citroen chrome, is appealing.  The cabin continues the theme, with seats, vents and dials that are unique to this car and at least as funky as the exterior.Only the audio controls and wands are off-the-shelf Citroen. On price, it's line ball with a Mini so you're paying Commodore money for something less than 4m long. Citroen has modest targets of 35 buyers a month, about one-fifth of Mini's.Citroen sales have been in the doldrums here and the DS3 should help. This car also heralds a new strategy for the brand, with a premium line-up badged DS that will parallel its mainstream offerings and share engineering.A new C3, the poor relation of the DS3, arrives soon and late next year the next generation C4 arrives with its rich cousin, the DS4, alongside. The DS moniker will be familiar to Citroen aficionados as the badge on its groundbreaking car from 1950s.Read more about prestige motoring at The Australian.

Nobody at Citroen is singing ‘we don’t need another hero’ when it comes to the little DS3. They do, and they know it. While the brand is happy that their customer satisfaction is above 90 per cent, they admit their profile needs raising.“We know awareness is extremely low,” Citroen general manager Miles Williams says. “But it will take significant investment to lift to a point where we have a better flow of people through the showrooms.”In the meantime, they hope to get a profile boost from the arrival of the lDS3, the first of a trio of cars – the DS4 just unveiled overseas, and DS5 in the works –they hope to position as a separate brand line, targeting the young, chic and reasonably well-off.Despite the name, which suggests the 1950s DS of famed frog-mouth styling, Citroen has resisted the recent vogue for retro cues. Instead, the DS3 is all cute, clipped curves and appealing face – although a nip and tuck might have removed the resemblance to the Fiat 500 around the rear.Limitless customisation of roof, wheel and trim colour is possible in Europe, but Australia is for the moment stocking just the main six most popular combinations. Buyers will be able to add more choices later if they’re happy to wait for them to arrive .Ours was in a lurid yellow that surprisingly looked quite good, especially set off the by the combination of matching yellow-sueded and meshed seat inserts. The sueded surface looking worryingly magnetic for things like ice-cream, dog paws and sticky fingers. But Citroen vows it’s designed to resist and last the distance. Even the digital patter of the ‘carbon fibber’ plastic looks acceptable.Bezels, handle inserts and other features are in swooping lozenge shapes … it’s all very French chic. Which means there are also some oddities, like the perfume diffuser in the dash and the gaps under the instrument binnacle – admittedly the light that comes though doesn’t make the instruments any less readable, but there’s no reason for it to be there.The better small cars these days are packed with features you once only found in large ones. But they won’t come with a small price tag. The base model DStyle is $32,990 and the DSport $3000 more at $35,990, and they come with a fair bit of standard equipment – including ‘mood lighting’. But you can add up to $10,000 more on options, because the extras list for both models includes things like Bluetooth/USB connection and automatic lights. And there’s no satnav at all. The extra $3000 for the Sport gives you 17-in alloys, rear spoiler, better upholstery and a lot of chrome trim, but the main reason for spending the extra will be the more powerful engine.However, the DS3 has landed in the midst of the crowd of its fellow little Eurochic rivals, with prices ranging from $28,990 for the Fiat 500, while the Alfa Romeo MiTo is $29,990, VW’s Beetle is $30,361and Mini is from $31,100 – while the incoming Audi A1 is tipped to be around the $32,000 mark. So you have to weigh up the fresh French style against the features offered by some of the the competition.There will be a 88kW/160Nm 1.6-litre coming soon with a four-speed automatic, but the first cars to arrive are the 115kW/320Nm turbocharged 1.6-litre – also used by the BMW Mini and the new Peugeot RCZ—but with only a six-speed manual in the Citroen. Both versions get sports-tuned pseudo Macpherson strut front suspension and flexible beam rear and variable electric power-assisted steering. But the DStyle gets only 16-in wheels – and both get only a space saver spare. That’s to prevent a full-sized one swallowing the luggage space, which is a very capable (against its rivals) 285 litres, growing to 980 litres with the rear seat down.Disc brakes with ventilation on the front are standard, as are the anti-skid, brakeforce distribution and brake-boost technology, and stability and traction control. Crash protection includes six airbags, side impact protection and seatbelt pretensioners, while rear park assist can be added as a factory optionOur car was kitted out with a host of engines, and the first one we would have crossed off the list was the centre armrest, which you have to flip up and out of the way to comfortably use the manual shifter. But you get over that annoyance pretty quickly, once you kick off the line and find that within minutes you’re enjoying yourself.The car connects with you, with plenty of pick-up from the 115kW engine, and the manual’s smooth, precise action making it fun to use – and even bearable in peak hour city traffic. Out of town and through some hills, the steering is responsive and the DS3 simply goes where you point it. Slightly firm suspension helps it around corners, but manages to take care of most bumps without it skittering around. However nothing seems to get rid of the tyre noise.The rear seat is easy to get into, but there’s little legroom when you’re there – despite the recesses in the seat backs – and it’s best left for the petites. The luggage area is necessarily small, but the rear folds easily into flat, offering a great load space.The question will be how the auto goes. The manual transmission is easy enough to use around town, but a lot of people will prefer not to shift for themselves in heavy traffic. On paper, the 88kW engine will be far less responsive and perhaps too asthmatic for enthusiastic overtaking or hill-tackling. More a city mouse, then, with its bigger brother the choice for those who look forward to weekends away.

It would be so very refreshing to read a review of a French car which eschewed the token use of French. Sadly, this is not going to be that review, because vive la difference embodies perfectly the essence of Citroën's C5.In price, placement and most of all in its cosseting and eventually appealing road manners, the range topping version of the big sedan (it comes as a wagon for three grand more) is predicated on following a path less travelled by Europeans.Whereas sporting pose is the (too) dominant theme in the handling compromise of most Euros, composure and poise is the C5's raison d'etre (sorry) an attitude that arguably better suits Australian roads.VALUEVexed question this. Depends if you think the Citroën overpriced next to the Passats, 159s and 407s of this word, or if like Volvo it undercuts the German prestige trio.Less equivocally, the range-topper’s 3.0-litre V6 twin turbo diesel sets it apart. Nothing in price proximity offers an equivalent engine - they're all either one or two cylinders short, or overpriced and underdone by comparison.Recently upgraded over the 2.7-litre unit, with which the second generation C5 launched two years ago, it's a less potent version of the PSA engine found in Jaguar's $113,000 XF.Against that, the $12,000 premium over the 2.0-litre turbo-diesel C5 is slightly mad, given the latter is almost as useful in urban use. Options, not least the $5000 demanded for the "NaviDrive" GPS set up, are enough to make you choke on your croissant. Wheel arch filling 18-inch alloys are standard.TECHNOLOGYHydractive III+ suspension is a good chunk of the Citroën’s appeal, derived and developed from the original "magic carpet ride" concept of the iconic DS. At speed, the C5 automatically lowers. On poor surfaces, it automatically sets for increased clearance and comfort. Thanks to the self-levelling feature you are also guaranteed a constant ride height, regardless of the load or number of passengers. In practice, it remains slightly soufflé even in "sport" mode. This is no bad thing.DESIGNIf the previous C5 (a liftback, not a true four-door) was the preserve of Francophiles, this one is altogether more visually appealing, within and without. As is almost always the Euro way, the wagon is the most resolved looker, but the four door with its massive front overhang and sculptured derriere (looking more than a little Audi A4) is distinctive enough even without that chevron badge.In the event of a big impact, the steering wheel's fixed hub permits unimpeded deployment of the airbag. The plethora of controls attached work audio and cruise functions – it’s a neater solution than Peugeot's array of wands, though the Citroën’s centre console buttons are equally fiddly.SAFETYThe full five stars in NCAP crash testing and seven airbags, with the full armoury of active acronyms. The spare is full size. Are you listening BMW? No, didn't think so...DRIVINGTo be perfectly Francois, the C5 initially feels unwieldy and even alien, wafting weirdly, with most of the that massive kerb weight (near enough 1800kg) forward of your feet. Yet by week’s end it feels like a favoured and comfortable coat.Sudden jolts will send it rocking like a boat that's struck a wave, but this tendency is largely controlled by selecting and sticking with Hydractive's sport mode. The transmission's sport mode, by contrast, simply muddies gear selection, which can be performed manually but is best left to its own devices.From noticeable lag off the mark, the digital speedo is soon blurring, but not only is there little sense of how quickly you're accruing speed, there's no sound of it. Refinement is remarkable you could be driving a hybrid rather than a big torqueing diesel.Some seem to be criticising the C5 for not being a 5 Series. If you want to slice up the twisties look elsewhere; if you want to effortlessly dispatch cruising kilometres, step this way. Tout de suite.VERDICT: Composure and poise beats sporting poseCITROËN C5 3.0 HDI EXCLUSIVE SEDANPrice: From $69,990Engine: 3L V6 bi-turbo diesel; 177kW/450NmTransmission: 6-speed autoThirst: 7.4L/100km combined

YOU'VE almost got to wonder, who buys all those cars? To say nothing of the SUVs and commercial jiggers.  Private owners and fleets bought almost 81,500 new vehicles last month. Of course, the usual suspects - Holden, Toyota, Mazda, Ford, Hyundai - do most business among the 50 or so brands on offer. But for every no-brainer buy there's an overlooked, if not unloved, model sitting on the lot.If you fancy a bit of vive la difference, we've unearthed some hidden treasures whose lack of popularity ought to compel the sales people to do a deal for you.Alfa Romeo 159Sales in April: 29Price:$49,990-$82,990THOUGH a non-starter in the premium sales stakes led by zer Chermans, Alfa's now five-year-old midsize sedan and wagon will be with us for another two years.Upgrades have seen it shed a bit of lard and get a six-speed automatic that works with it, as opposed to behaving like a transplanted organ the body's rejecting. Most 159s sold now are TI editions with lowered suspension and lustrous, but eminently kerbable, 19-inch alloys.Hardly the sharpest tool in the shed but, my, isn't she lovely? Gorgeous, actually.  Standard equipment levels are high, so put the acid on the dealer for a good driveaway deal.* Our choice: 2.4 JTDm auto sportwagonCitroen C5Sales in April: 16Price: $45,990-$72,990DESPITE its dashing appearance, the driving reality of this almost entirely diesel line-up can be considered exciting only if you accept boules as an extreme sport. It ain't sportif, but that's the point.What it does, in its Gallic shrugging way, is provide a classically wafty Citroen ride in a package that looks equally at home in Paris, Provence or Parramatta. The 3.0 twin turbo V6 oiler would convert an avowed petrolhead but, in Australia's Third World road conditions, isn't sufficiently superior to the 2.0-litre four potter to justify the price.* Our choice: 2.0 HDi ComfortFiat 500Sales in April: 25Price: $22,990-$33,990THING is, everyone who wants a mini 2+2 convertible goes for, well, a Mini. The irresistible new Bambino now comes with a rag top, in addition to its more stalwart though hardly less cute coupe siblings.Indeed, how much cute can you cope with? Given its level of kit and customisation options, the 500 is as much a bite-sized luxury car as a city-friendly commuting device.The current lack of an auto option in all versions across the range keeps sales to niche levels but, hey, this is a compact Italian job. Over there, even the most venerable nonna can handle a stick shift. Anecdotal evidence suggests the Fix-It-Again-Tony days are way behind Fiat.* Our choice: 1.4 Lounge manualHonda Civic HybridSales: 75-80 (since January)Price: $34,490WHILE Toyota's Prius is effectively a synonym for petrol-electric propulsion, the cheaper Honda not only looks like a car it drives like one, while returning a potential 4.6 litres per 100km. Sales are down a bit at the moment, as petrol prices are too, but an oil price spike is certain at some point. If you want a green car that doesn't make you look like Clover Moore, act soon.* Our choice: There is but oneSkoda SuperbSales in April: 6Price: From $39,990MAYBE the long Czech liftback and now wagon is just too close in essence and price to its VW Passat sibling. Maybe we don't yet "get'' big cars with small but highly efficient engines (though there's a diesel and a V6 petrol variant as well). Maybe it's a cold war hangover.Whatever it is, we're wrong. With a price realignment, the Superb offers better value, more kit, lots of space and lusher feel than the VW. It won Top Gear's luxury car of the year; the previous winner was a Rolls-Royce, for heaven's sake.* Our choice: Got to be the 1.8 turbo petrol wagon

Like many things French, we have mixed emotions about the Citroen C5 Tourer. Love the looks, space, equipment, technology, six-speed automatic and effortless cruising pace of the 2.0-litre turbo-diesel but the driving experience leaves us indifferent.It all comes down to the car's hi-tech Hydractive III suspension. It is sensational when the roads are billiard-ball smooth and when you do happen to encounter some gravel roads, the Roll-Royce-like plushness and refinement is something you don't get for the price of a European family wagon.However, sharp bumps like bridge expansion joints will catch it out regardless of whether you're in normal or sports mode. And speaking of sports mode, it doesn't feel particularly sporty, just harsher.Perhaps it’s about taste. It takes a while to get used to the culinary delights of snails and frogs’ legs, so we suspect driving the C5 falls into the same category. There's is plenty to like about the big French wagon though. The cabin is plush, with heated front seats that have good support and the ambient lighting at night is a real touch of class.The door pockets have motion sensor lights that turn on when you're rummaging around for gear and the luggage bay light that doubles as a torch is a neat touch.An acoustic windscreen and laminated side windows do a great job of isolating the cabin from road and wind noise and the rear side window blinds are handy for keeping the sun off small children.The 100kW/320Nm 2.0-litre diesel is quiet, smooth and reasonably frugal but feels a bit underdone in this cavernous wagon. Citroen quotes 7.2 l/100km and we came close to bettering that in a mix of highway and city driving.Apart from the spongy ride, the C5's fixed-hub steering wheel - like the C4 - takes a while to get use to. Some of the minor switchgear and radio controls are not intuitive and storage space around the cabin is plentiful but practically useless because the nooks and crannies are so small.But that's the French for you. You should not expect a country that gives you great food, architecture, fashion and style to execute cars with the same caustic efficiency as the Germans.At $60,990 the C5 wagon is for those confident folk who embrace individuality and French flare.As the name says, it's Exclusive. 

Britain had the Mini, Germany the Beetle, but France also had its iconic vehicle, the Citroen 2CV, and the ‘Tin Snail’ as it’s affectionately known has just turned 60. The 2CV is as recognizably French as the Eiffel Tower, the baguette and Moet champagne.Just like the Mini and the VW the 2CV was born to satisfy a need for small, economical and affordable transport. It not only was all of that, but it also went on to become a much-loved motoring icon much the same way the Mini and Beetle did. The 2CV perhaps isn’t as well known as the other two here as it wasn’t sold here in the same great numbers the other two were, but it has a strong following worldwide and a small, but loyal one here.MODEL WATCH The 2CV made its debut at the Paris Motor Show in 1948, but it was well underway before World War 2, the war merely delaying its introduction. When the idea for the 2CV was hatched motoring was still something only the well off could afford to indulge in. Car ownership hadn’t yet reached the masses, but there was a number of far-sighted motoring pioneers who realized there was money to be made if you could create a car the masses could afford.Henry Ford had his Model T, Herbert Austin his Seven, Hitler was mad keen to have a wagon for his people, and Citroen was hatching the 2CV. All had the same aim in mind. Their cars had to be light, easy to produce, economical and affordable.Citroen’s plan was to produce a car with four seats, a top speed of 50 km/h, one that would do 100 km on five litres of fuel, and would be cheap to produce and maintain. The 2CV was a reality in 1939, but the outbreak of war saw it put on the backburner as the French had more important things on their minds.It was finally launched in 1948. It was panned at first for its modest performance and poor finish, but that didn’t deter the French from buying it. So high was the demand that in no time at all there was a waiting list five years long.As Porsche had known when he was developing the Beetle for Hitler aerodynamics were important when you had a small motor, and so too did the 2CV’s designers who realized they had to have a shape that cut through the air efficiently. Hence, while the VW looked like a Beetle the Citroen had the shape of a snail. With its slab sides, rounded profile, canvas roof and flaps for windows who could not fall for the little Citroen.But there was much more to the 2CV than a cute shape. It had four-wheel long travel independent suspension, front-wheel drive, inboard brakes and a small air-cooled flat-twin cylinder motor. A clever system connected the front and rear suspension on each side and helped keep the little car level. It could indeed be driven over a ploughed field with a basket of eggs on the seat without breaking one of them, as the design brief had called for. It began with a tiny 375 cubic centimetre engine producing just nine kilowatts, but over the years grew to 652 cm3 and the performance increased in line with the increase in engine capacity.There have been many variations made on the 2CV theme, including vans, luxury models, some that even went faster than 100 km/h, and one even appeared in a James Bond movie. Ultimately the demands for cleaner engines and better safety caught up with the 2CV and spelt its demise. Production finally ceased in 1990, by which time more than five million had been built. Of that number a handful were imported and sold here in the 1950s, and one or two were imported in the 1980s. Most of the 300 or so that are thought to reside in this country have been privately imported by people who fell under the little car’s spell.IN THE SHOP The 2CV engines and gearboxes are quite reliable. The engine has a short crank thanks to its twin-cylinder boxer layout, and it runs in roller bearings so it will happily rev and run forever. Rust is the scourge of the 2CV, so look for it, particularly in the floor. Poor quality Russian steel was used through the 1970s and cars from that era tend to suffer more than most from the dreaded tin worm.While some parts are available here in Australia, there is a ready supply of parts from overseas suppliers, which are contactable through the Internet. Clubs are also a good source of info and parts. Go to www.citroenclassic.org.au for more info.IN A CRASH The need to build cars that were safe was one of the reasons the 2CV died; so don’t expect anything in the way of airbags or ABS braking in the little Citroen. It can be used for everyday transport if you’re well aware of its shortcomings, but perhaps it’s best left for a beaut drive on a sunny day when its more endearing features can be best enjoyed. There are few more frugal cars than the 2CV. Owners talk of five or so litres per 100 km, which are Toyota Prius hybrid numbers in today’s terms.OWNERS SAY Alison Harvey loves her 2CV Dolly, which she has owned for 15 years. It is her first car and she hopes it will be her last as there is nothing else like it. Alison brought it with her to Australia 10 years ago, primarily as an investment, but she knew she could never part with it. A flat battery poses no problem, she just gets out the crank handle and away she goes! Who needs air conditioning on a sunny day when you can just roll the roof back and have a stylish convertible? When she visits IKEA there is no need for a trailer or station wagon, she just takes out the seats and any size flatpack will fit. Similarly, on picnics she can take out the seats so there is no need to pack the camping chairs! It glides along on corrugated roads, leans around corners, gets up to a good speed and makes people smile wherever she goes.In 1976, while working and holidaying in Europe Don Scutt required an inexpensive mode of transport, so he bought a 2CV6. The 2CV covered 25,000 km carrying two adults, two children, luggage and camping gear and for some of the time a third adult. The car was, and still is comfortable, economical, fun to drive and a great way of meeting people, and as everyone knows fast, because on the road it is always at the head of a stream of (frustrated) traffic!LOOK FOR • Cute styling• Comfortable ride• Admiring looks• Reliable mechanics• Fun motoring• Body rustTHE BOTTOM LINE Great little fun car for an affordable entry into classic motoringRATING 85/100