Paul Horrell’s first drive 2017 Citroen C3 review with specs, performance, ride and handling, safety, verdict and score.

In a nutshell: The C3 is a mainstream supermini with mostly the same engines and underpinnings as the Peugeot 208.







DIMENSIONS 3996MM (L); 1829/2007MM (W, MIRRORS IN/OUT); 1474MM (H)










THINK OF CITROEN C3 as a Cactus without the prickles. Many of its design hints come from the C4 Cactus, but it’s got more compromises to keep it mainstream. Where the Cactus goes to extremes to save weight and cost (no split seat, simple digital instruments, hinged instead of winding rear windows) the C3 is more ‘normal’.

There’s a bit of lightweight crossover to the styling, with the availability of plastic protection around the wheel-arches and bumpers, as well as those airbumps. The exterior, like the cabin, is customisable. The programme includes contrast colours for the roof and various lipstick-like highlights such as around the fog lamps.

What’s the interior like and how practical is it?

Citroen is pinning its brand on the idea of well-being: a calm sort of comfort, free of distractions and over-complications. There’s little that’s revolutionary in the C3, to be sure, but it’s an easy car to like. Unless that is you want lots of techno gadgetry or racy aggression, because those things aren’t what Citroen sees as its job these days.

2017 Citroen C3 review

The seats look like domestic furniture, with relatively flat and generously wide cushions. They use new multi-layer foams. Though they sigh softly like old-school French car-seats when you first sit in them, they do support you well. Definitely better than the Cactus chairs, which give some people backache after a time.

Interior space is about average for a 4-metre supermini, and there’s adequate headroom. Those in the front have a good environment but the rear is cramped for tall adults. But the glass area is big so it feels airy. You can have a panoramic glass roof too.

2017 Citroen C3 review

The dash panel is styled in straight horizontal lines to give an impression of width and space – no need for a falsely sporty ‘cockpit’ in Citroen’s relaxed mission. The door pulls look like the handles on luggage. Other plastics are mainly fairly hard-surfaces, but have some interesting dimples and textures.

2017 Citroen C3 review

Various option packs let you introduce red/grey or brown themes into the cloth trims, including matching soft panels across the dash itself. They lift the ambience into something pretty classy for a baby car.

2017 Citroen C3 review

Out back you have a 300-litre boot, which is barely class average. But handy cabin storage makes up for it. The glovebox is claimed to be the biggest in this segment, and the centre console has a tray with a grippy surface to hold your phone. In a moment of quiet genius, the designers decided to spray the inside of the door bins in light grey paint. This draws in light and makes it easy to see what’s lurking at the bottom.

2017 Citroen C3 review

The main dials are clear, and the touch-screen is set fairly low but still easy to reach, though it could do with a place to steady the heel of your hand while you jab at it with your finger. Still, that screen is responsive, and it appears on mid and upper versions. It uses phone mirroring to display the maps, contacts and music in your Apple or Android device.

There’s also a factory navigation with pinch-to-zoom and some simple connected apps. Mostly the infotainment system is simple and intuitive to use, so it accords with the Citroen mantra of fitting technology that’s useable rather than bafflingly over-complex.

2017 Citroen C3 review

The final connected feature is a forward-facing camera by the rear mirror, with GPS, linked to your phone. You can hit a button to record its views as happy snaps and share socially. It also functions as an evidence gatherer in an accident, automatically recording the periods immediately before and after.

What’s it like on the road?

I drove the version with the French Group’s 1.2-litre three-cylinder turbo engine, here rated at 81kW and 205Nm, which is more than adequate given this is a lightweight car. It’s an engine I’ve always enjoyed for its mid-range torque and happy sound. It’s enjoyable to work it hard, taking it to the 6000rpm limit. That said, it’s one of those downsized engines that, if you do work it hard in European conditions, uses quite a bit more fuel than its official ratings. In speed-limited Australia though I wouldn’t expect that to be much of an issue.

2017 Citroen C3 review

The five-speed manual gearbox has a long and wobbly shift action. Still, if you use the engine’s ample torque, you can often just shove it in a high gear and leave it there.

The suspension is supple over bumps at all speeds. To aid comfort it’s not very firmly damped, so bobs up and down a bit, but doesn’t get out of control. The suspension and tyres are fairly quiet, lending things an air of refinement small Peugeots and Citroens have lacked before.

2017 Citroen C3 review

Through corners, the soft suspension rolls a bit. Because it’s such a light car it still feels agile and happy to turn, but not exactly playful at the limit of grip. The steering is light, so you have to get used to guiding it with a gentle hand, but that’s OK because it’s not too high-geared. At highway speed it self-centres well, so it’s an easy car to keep in lane.

The brakes are strong enough, and progressive with no snatch at urban speeds.

What about the safety features?

As often happens when we test cars right at their first launch (or even before), we have to report there are no official crash tests yet. So we can’t say what protection the C3’s structure gives you. But Citroen says it should be stronger than previous cars on that platform because of a new crossmember under the seats.

Electronic warning and assistance systems are above average, though not class-leading, for a supermini.

The built-in navigation, if specified, is connected to Citroen’s servers so can – at least in Europe – warn of hazards. Not just fixed ones such as school zones and accident blackspots, but for example weather-related dangers too.

2017 Citroen C3 review
2017 Citroen C3 review

Speed limiter, cruise control and speed-limit sign recognition are all standard. Lane departure warning is available. So is blind-spot alert. A reversing camera helps you avoid hitting something or more critically someone when going backward – you might think you’ve looked through the rear glass, but what about the nightmare of a child below your sight-line? A camera could save them.

A notable omission is collision warning if the car ahead suddenly stops, or autonomous low-speed emergency braking.

2017 Citroen C3 review

All photos by James Lipman /


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About Author

Paul Horrell

Paul's working life has been paced out in cars. He began road-testing when the VW Golf was in its second generation. It's now in its eighth. He covers much more than the tyre-smoking part of the road-test landscape. He roots around in the financial machinations of the car corporations and the apparent voodoo of the technologies. Then he clarifies those complications so his general readers – too busy to lodge their heads up the industry's nether regions – get the fast track on what matters and what doesn't. A freelance writer living in London, he usually gets around the city by bicycle, which adds to his (sometimes justified) reputation as a bit green and a bit of a lefty. He's a member of Europe's Car of the Year jury.


  1. I hope it comes with a smooth shifting Auto. If it is manual only or worse a single clutch robotised nanual, it will tank in Australia.

    1. Yup, this engine will be available with a proper 6-speed torque converter automatic in Europe. Not sure about Australia yet, but they build it in RHD for us Poms.

      1. Good to know, PSA has a habit of great design and poor non-europe specs as well as cheap RHD engineering. Maybe they are thinking more globally now.

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