Latest news with #C3Aircross
NZ Autocar
06-05-2025
- Automotive
- NZ Autocar
C5 Aircross is a complete reset for Citroen's top SUV
Citroen has unveiled its new C5 Aircross, signalling a major rethink for the French brand's flagship SUV. Revealed in a Paris premiere, the second-gen Aircross features a bold redesign, added interior space, and the choice of petrol, hybrid, and fully electric drivetrains. All naturally have ride comfort as the key attribute. Former curves make way for a more angular offering that encompasses Citroen's new design language. Borrowing cues from the new C3 and C3 Aircross, the C5 Aircross embraces aerodynamics with a sloping roofline, grooved rear arches, and dramatic 'light wings'. The latter are thin LED strips borrowed from supercar designs. Citroën says the new look is about both style and improved airflow, key for all-electric variants. The latest Aircross is longer by 152mm, stretching to 4652mm overall. Boot space swells to 651L. It retains 200mm of ground clearance and offers wheels up to 20 inches in diameter. The interior also gains a significant amount of extra space, especially in the rear where adults won't feel hemmed in. Reclining backrests and Citroën's unique 'progressive hydraulic cushion' suspension ensure a comfortable ride. Inside the new C5 Aircross offers lounge-like luxury. There are 10-way electric seats with massage, heating and ventilation functions, quilted upholstery, and a cabin layout that is unique. The dashboard gets a fabric finish, ambient lighting, and a 10-inch digital driver display. A head-up unit is optional. At the centre sits a huge portrait touchscreen that controls everything from satnav and climate to the optional ChatGPT voice assistant. Powertrains kick off with the Hybrid 145 that pairs a 1.2-litre three-pot turbo with 48V mild hybrid ISG tech. The Plug-In Hybrid 195 offers up to 85km of electric-only range from its 21kWh battery and a combined range 960km. EV option 1 is a 73kWh battery pack for 517km of range and 157kW of power. Version 2 is a 97kWh battery pack for range of 677km and power of 170kW. Both feature 160kW DC charging, with bi-directional capabilities. On the practicality front, rear seat backs split 40:20:40 while there are two Isofix systems in the rear. Oddments stowage totals 40 litres, while 47kg of recycled materials are used and driver assistance tech includes semi-automated motorway lane changes and enhanced blindspot detection. A surround camera aids manoeuvring in tight spaces. The 2025 Citroën C5 Aircross launches later this year, hoping to reboot the French brand's fortunes.
Yahoo
21-03-2025
- Automotive
- Yahoo
Reborn Citroën 2CV part of plan for 'daring and shocking' models
Autocar revealed earlier this year that design work on a 2CV-inspired model had begun Citroën will leverage the history and heritage of the brand – and the 2CV in particular – with future models, boss Thierry Koskas has confirmed. Autocar revealed earlier this year that design work on a model inspired by the original 2CV had begun. Asked if Citroën made enough of its history, Koskas said the brand has "one of the richest histories in the world" and in France the original Citroën DS and Citroën 2CV are always named as one and two when people are asked for their favourite cars from history. "The brand has an incredible history and I think it still appeals to a lot of people," said Koskas. "When you travel everywhere in the world, people know the 2CV. "We want to use this heritage. We will do it in a way that we will see [in the future]. But yes, we want to leverage that." Koskas said the future Citroën range will be built around four pillars: the C3, C3 Aircross, C4 and C5 Aircross. But the firm will launch additional models as part of a plan to be "daring and shocking". "There are different ways to express that, through our products and how we communicate," he said. "We have started to be daring again in how we communicate. "But in the future, we need some iconic models that will surprise, either through their design, their features, or whatever. "This is very much what Citroën knows how to do, and I think that we really need to do that again as it will have a halo effect on the other models. We need the four pillars for the volume and growth of the brand, but we also need some icons." Koskas confirmed that the brand will continue to make physical concept cars to showcase proposed new models and ideas, and later this year there will be a "new concept that will give direction on how we understand the notion of comfort and space management". While this is understood to not directly preview a new model, including a reborn 2CV, Koskas said Citroën "needs to move to series cars" for creating new concepts and ideas as "we do not want to have icons only in concepts that nobody will buy. We want to have real icons that customers will buy". After the imminent introduction of the new C3 and C3 Aircross models and a facelift for the C4, the C5 Aircross will be launched later this year as the last of Citroën's four pillar models. Koskas said this will be the ceiling for the brand in terms of the size of cars it offers. There is also still no plan for Citroën to re-enter the city car segment with a C1 or C2 model due to "very challenging" issues about making such cars affordable. But Koskas believes Citroën "already addresses the smaller car segment" with the affordability of its new C3. "We have no intention to go any smaller," he said. "I'm quite happy to be focused on the B- and C-segment. This is my playground. " ]]>
Telegraph
03-03-2025
- Automotive
- Telegraph
Citroën C3 Aircross: the affordable, practical, comfortable French car is back
Before the groundbreaking Renault Espace MPV came out in 1983, if you needed to transport a sizable family, your choices were simple: a minibus, a Land Rover or an estate car with flip-up occasional seats in the boot. Three-row estates were all the rage in the United States, where station wagons' vast boots lent themselves to the conversion. In Europe, Citroën, Volvo and Mercedes started adding extra seats to their large estate cars – and for a time, they became the de facto choice if you had lots of kids to move and wanted a 'normal' car. Now Citroën is at it again. The previous C3 Aircross was a comfy but otherwise unremarkable SUV based on the C3 hatchback, but now the regular C3 is an SUV; the Aircross is a longer version with a larger boot. A C3 estate, to all intents and purposes. And – yes – you can specify an extra row of fold-down seats in the boot. Pros Comfortable Cheerful Cheap Cons Cramped in seven-seat form Comes with no heat pump option Could do with more lower back support Under the skin It's no surprise, then, that the mechanicals are largely the same as those of the C3. The electric version has a 111bhp motor and a battery with a total capacity of 44kWh, enough for an official range of 188 miles, or between 130 and 150 miles in the real world. A heat pump isn't available as an option, though, so there's every chance those figures could head even farther south in cooler weather. In electric form, then, this is very much an urban family hauler rather than a long-distance machine – although a 54kWh model with a range of about 220 miles arrives later this year to fill that gap. But if you are unable to charge at home, you're best off with one of the petrol models. There are two: both versions of the ubiquitous Stellantis 1.2-litre, three-cylinder 'wet belt' engines. The cheaper Turbo 100 delivers only 99bhp, so expect to make judicious use of the six-speed manual gearbox to maintain progress. The car tested here might be a better bet: a mild hybrid with 134bhp and a six-speed dual-clutch automatic gearbox. It's in the seven-seat option that's the big news though. The first disappointment is that it isn't available in the electric version, only the petrol. The next is that the seats are bolted into the boot, which means that even with them folded down, you lose a huge chunk of the boot space; at 330 litres, it's a touch more than in the standard C3, but not by much. Flawed floorspace What's more, the variable boot floor has disappeared in the process, replaced by an odd false floor consisting of two flimsy pieces of reinforced fabric, which you simply rest on top of the folded seats. While these cosmetically cover the deep crevasses in front of and behind the folded-down rearmost seats, they aren't supported in these areas; put too much weight in the wrong place, and the whole thing gives way, scattering your belongings onto the floor. With the third-row seats in operation, boot space is virtually nil; don't expect to fit your shopping in. And as you might expect, the seats themselves aren't the most capacious; an adult might just squeeze in for a short trip, but they won't thank you for it. Children will fit better, as long as their car seats aren't too bulky, but there aren't any Isofix points in the third row, so those seats will have to be belted – and you might reasonably question the wisdom of strapping in small people when their seats are jammed against the boot lid, right in the car's crumple zone were you to be rear-ended. Perhaps, then, this is a car that works better in five-seat form, as a small SUV with a bit more passenger space. Viewed thus, the C3 Aircross goes from a car that feels cramped to one that feels spacious. The boot is now 460 litres; the variable floor, meanwhile, which in its raised position sits flush with the folded seat backs, provides a shallow under-floor cubby. In the back seats, there's a huge amount of room for such a relatively small car; even 6ft adults can sit comfortably without their knees touching the backs of the front seats. The only downside is that the rear bench is fixed; in the seven-seat version, it slides back and forth to provide an extra degree of flexibility. From the central pillar forward, the Aircross is identical to the standard C3. Citroën's latest infotainment system features a more simple design that helps make it quicker to respond (not to mention quicker to navigate). Keep it simple, stupid The instrument binnacle sits above a small steering wheel, a bit like Peugeot's divisive i-Cockpit gauges. The difference is that the black panel filled with crystal clear digital numbers is much easier to read than the Peugeot form, while it's slim enough that it isn't hidden by the top of the steering wheel rim. In fact, the whole of the C3's dashboard is a clever combination of smart design and usability. There's a lovely swath of tactile fabric that spans the dash, for example, while in top-spec models, there's ambient lighting throughout and heated seats. Yet there are also large, tactile piano-key controls for the climate control, along with proper buttons on the steering wheel. To disengage the most egregious legally mandated driver aids there are two more buttons, located side-by-side below the driver's side air vent, which makes it easy to press and hold them together each time you start the car. It's refreshing that Citroën has considered such details. For a car that starts at only £20,240, the C3 feels remarkably upmarket and well thought out. Which makes it an absolute bargain for what it is. Even the top-spec hybrid model tested costs less than £26,000, while the electric version is actually cheaper, at £24,990. What's more, Citroën will now provide up to eight years' worth of extended warranty on your C3 Aircross's powertrain if you use a main dealer for servicing. Not quite as good as Toyota's warranty offer, but neither is it to be sniffed at on a car this affordable. On the road Given the value, you might be expecting the C3 Aircross to drive like a school chair bolted to a sheet of plywood, mounted on a set of ball bearings. Happily, it does not. In fact, it's about as comfortable as you'd hope a Citroën to be. And not in the wafty way of the larger C4 and C5 X. No, the C3 Aircross does a better job of controlling its vertical body movements, resisting the urge to waft over the largest, fastest undulations. Yet it still manages to smother almost all of the bumps. In fact, for the price, no other car can really touch it for ride comfort. If there's a downside, it's that Citroën's much-vaunted 'advanced comfort' (read: memory foam) seats lack lower-back support in this car and there's no adjustable lumbar support to boost it. It's not fast – what were you expecting? – but the three-cylinder engine revs gamely to get you up to speed. True, on a motorway, it's hardly the quietest and when you push it hard there's a lot of vibration – you'll take all of three seconds to work out that money has been saved on sound deadening. And given the suppleness of the suspension, it's no surprise that in corners the body leans over. Not by too much, though, while there's grip and traction aplenty. The steering, meanwhile, is over-assisted but direct, meaning you can hustle the C3 Aircross with abandon. The Telegraph verdict This car isn't redolent of the big old Citroën seven-seaters, however. In fact, you're better off avoiding the seven-seat version altogether. The five-seater is a far more coherent proposition. Like the Ami 8 Break of old, it is built for comfort and versatility; its remit to provide basic, affordable transport to a family on a budget. Like the Ami, it's a bit gawky from some angles, but its form follows function. And, like the Ami, it isn't fast, but it is laden with charm, in spite of its affordability. I love cars like this: simple, honest and accessible, but chock-full of joyful touches so that they don't feel like wearing a hair shirt. That the C3 Aircross manages to be comfortable and relatively stylish as well is merely the icing on the cake. It isn't perfect – but this is just the sort of car many buyers have been crying out for. The facts On test: Citroën C3 Aircross 1.2 Hybrid 136 Max ëDCS6 Body style: five-door SUV On sale: now How much? £25,740 on the road (range from £20,240) How fast? 120mph, 0-62mph in 10.1sec How economical? 53.3mpg (WLTP Combined) Engine & gearbox: 1,199cc three-cylinder petrol engine, six-speed dual-clutch automatic gearbox, front-wheel drive Electric powertrain: AC permanent magnet synchronous motor with 0.9kWh battery (gross), no external charging capability Electric range: 0.6 miles Maximum power/torque: 134bhp/170lb ft CO2 emissions: 121g/km (WLTP Combined) VED: £210 first year, then £180 Warranty: 3 years / 60,000 miles (extendable up to 8 years for powertrain on servicing) Spare wheel as standard: no (optional extra) The rivals Dacia Duster TCe 130 4x2 Extreme 128bhp, 51.4mpg, £23,850 on the road The new Duster still has the edge over the C3 Aircross on price, and its rough, tough styling might well be more appealing to those who want their SUVs to look like SUVs. It is handsome inside, too, although the materials aren't as varied nor as tactile as the C3's. You might not care, given the £2,000-odd saving – especially given the Duster does better than most Dacias in crash tests. Vauxhall Frontera 1.2 Hybrid 136 GS e-DCT6 134bhp, 53.3mpg, £27,405 on the road It's hard to imagine why you'd pay almost £2,000 more for the same car with a Vauxhall badge (and, it's worth noting, without the C3's clever hydraulic suspension bump stops). However, we haven't driven the Frontera yet, so perhaps it will deliver some quality and specification upgrades that justify its price. Watch this space. Renault Captur E-Tech 145 Techno 143bhp, 61.4mpg, £26,495 on the road Time was the Captur was the value option in this sector, but it's been undercut by cheaper (and more cheerful) rivals. Still, for your cash you get a full – rather than mild – hybrid powertrain; its impressive fuel economy will help mitigate the extra outlay. Inside, the Captur feels plusher than the C3, but it doesn't ride as nicely, and while the rear seats slide, the boot isn't as large.
Yahoo
03-03-2025
- Automotive
- Yahoo
Citroën C3 Aircross: the affordable, practical, comfortable French car is back
Before the groundbreaking Renault Espace MPV came out in 1983, if you needed to transport a sizable family, your choices were simple: a minibus, a Land Rover or an estate car with flip-up occasional seats in the boot. Three-row estates were all the rage in the United States, where station wagons' vast boots lent themselves to the conversion. In Europe, Citroën, Volvo and Mercedes started adding extra seats to their large estate cars – and for a time, they became the de facto choice if you had lots of kids to move and wanted a 'normal' car. Now Citroën is at it again. The previous C3 Aircross was a comfy but otherwise unremarkable SUV based on the C3 hatchback, but now the regular C3 is an SUV; the Aircross is a longer version with a larger boot. A C3 estate, to all intents and purposes. And – yes – you can specify an extra row of fold-down seats in the boot. Comfortable Cheerful Cheap Cramped in seven-seat form Comes with no heat pump option Could do with more lower back support It's no surprise, then, that the mechanicals are largely the same as those of the C3. The electric version has a 111bhp motor and a battery with a total capacity of 44kWh, enough for an official range of 188 miles, or between 130 and 150 miles in the real world. A heat pump isn't available as an option, though, so there's every chance those figures could head even farther south in cooler weather. In electric form, then, this is very much an urban family hauler rather than a long-distance machine – although a 54kWh model with a range of about 220 miles arrives later this year to fill that gap. But if you are unable to charge at home, you're best off with one of the petrol models. There are two: both versions of the ubiquitous Stellantis 1.2-litre, three-cylinder 'wet belt' engines. The cheaper Turbo 100 delivers only 99bhp, so expect to make judicious use of the six-speed manual gearbox to maintain progress. The car tested here might be a better bet: a mild hybrid with 134bhp and a six-speed dual-clutch automatic gearbox. It's in the seven-seat option that's the big news though. The first disappointment is that it isn't available in the electric version, only the petrol. The next is that the seats are bolted into the boot, which means that even with them folded down, you lose a huge chunk of the boot space; at 330 litres, it's a touch more than in the standard C3, but not by much. What's more, the variable boot floor has disappeared in the process, replaced by an odd false floor consisting of two flimsy pieces of reinforced fabric, which you simply rest on top of the folded seats. While these cosmetically cover the deep crevasses in front of and behind the folded-down rearmost seats, they aren't supported in these areas; put too much weight in the wrong place, and the whole thing gives way, scattering your belongings onto the floor. With the third-row seats in operation, boot space is virtually nil; don't expect to fit your shopping in. And as you might expect, the seats themselves aren't the most capacious; an adult might just squeeze in for a short trip, but they won't thank you for it. Children will fit better, as long as their car seats aren't too bulky, but there aren't any Isofix points in the third row, so those seats will have to be belted – and you might reasonably question the wisdom of strapping in small people when their seats are jammed against the boot lid, right in the car's crumple zone were you to be rear-ended. Perhaps, then, this is a car that works better in five-seat form, as a small SUV with a bit more passenger space. Viewed thus, the C3 Aircross goes from a car that feels cramped to one that feels spacious. The boot is now 460 litres; the variable floor, meanwhile, which in its raised position sits flush with the folded seat backs, provides a shallow under-floor cubby. In the back seats, there's a huge amount of room for such a relatively small car; even 6ft adults can sit comfortably without their knees touching the backs of the front seats. The only downside is that the rear bench is fixed; in the seven-seat version, it slides back and forth to provide an extra degree of flexibility. From the central pillar forward, the Aircross is identical to the standard C3. Citroën's latest infotainment system features a more simple design that helps make it quicker to respond (not to mention quicker to navigate). The instrument binnacle sits above a small steering wheel, a bit like Peugeot's divisive i-Cockpit gauges. The difference is that the black panel filled with crystal clear digital numbers is much easier to read than the Peugeot form, while it's slim enough that it isn't hidden by the top of the steering wheel rim. In fact, the whole of the C3's dashboard is a clever combination of smart design and usability. There's a lovely swath of tactile fabric that spans the dash, for example, while in top-spec models, there's ambient lighting throughout and heated seats. Yet there are also large, tactile piano-key controls for the climate control, along with proper buttons on the steering wheel. To disengage the most egregious legally mandated driver aids there are two more buttons, located side-by-side below the driver's side air vent, which makes it easy to press and hold them together each time you start the car. It's refreshing that Citroën has considered such details. For a car that starts at only £20,240, the C3 feels remarkably upmarket and well thought out. Which makes it an absolute bargain for what it is. Even the top-spec hybrid model tested costs less than £26,000, while the electric version is actually cheaper, at £24,990. What's more, Citroën will now provide up to eight years' worth of extended warranty on your C3 Aircross's powertrain if you use a main dealer for servicing. Not quite as good as Toyota's warranty offer, but neither is it to be sniffed at on a car this affordable. Given the value, you might be expecting the C3 Aircross to drive like a school chair bolted to a sheet of plywood, mounted on a set of ball bearings. Happily, it does not. In fact, it's about as comfortable as you'd hope a Citroën to be. And not in the wafty way of the larger C4 and C5 X. No, the C3 Aircross does a better job of controlling its vertical body movements, resisting the urge to waft over the largest, fastest undulations. Yet it still manages to smother almost all of the bumps. In fact, for the price, no other car can really touch it for ride comfort. If there's a downside, it's that Citroën's much-vaunted 'advanced comfort' (read: memory foam) seats lack lower-back support in this car and there's no adjustable lumbar support to boost it. It's not fast – what were you expecting? – but the three-cylinder engine revs gamely to get you up to speed. True, on a motorway, it's hardly the quietest and when you push it hard there's a lot of vibration – you'll take all of three seconds to work out that money has been saved on sound deadening. And given the suppleness of the suspension, it's no surprise that in corners the body leans over. Not by too much, though, while there's grip and traction aplenty. The steering, meanwhile, is over-assisted but direct, meaning you can hustle the C3 Aircross with abandon. This car isn't redolent of the big old Citroën seven-seaters, however. In fact, you're better off avoiding the seven-seat version altogether. The five-seater is a far more coherent proposition. Like the Ami 8 Break of old, it is built for comfort and versatility; its remit to provide basic, affordable transport to a family on a budget. Like the Ami, it's a bit gawky from some angles, but its form follows function. And, like the Ami, it isn't fast, but it is laden with charm, in spite of its affordability. I love cars like this: simple, honest and accessible, but chock-full of joyful touches so that they don't feel like wearing a hair shirt. That the C3 Aircross manages to be comfortable and relatively stylish as well is merely the icing on the cake. It isn't perfect – but this is just the sort of car many buyers have been crying out for. The facts On test: Citroën C3 Aircross 1.2 Hybrid 136 Max ëDCS6 Body style: five-door SUV On sale: now How much? £25,740 on the road (range from £20,240) How fast? 120mph, 0-62mph in 10.1sec How economical? 53.3mpg (WLTP Combined) Engine & gearbox: 1,199cc three-cylinder petrol engine, six-speed dual-clutch automatic gearbox, front-wheel drive Electric powertrain: AC permanent magnet synchronous motor with 0.9kWh battery (gross), no external charging capability Electric range: 0.6 miles Maximum power/torque: 134bhp/170lb ft CO2 emissions: 121g/km (WLTP Combined) VED: £210 first year, then £180 Warranty: 3 years / 60,000 miles (extendable up to 8 years for powertrain on servicing) Spare wheel as standard: no (optional extra) 128bhp, 51.4mpg, £23,850 on the road The new Duster still has the edge over the C3 Aircross on price, and its rough, tough styling might well be more appealing to those who want their SUVs to look like SUVs. It is handsome inside, too, although the materials aren't as varied nor as tactile as the C3's. You might not care, given the £2,000-odd saving – especially given the Duster does better than most Dacias in crash tests. 134bhp, 53.3mpg, £27,405 on the road It's hard to imagine why you'd pay almost £2,000 more for the same car with a Vauxhall badge (and, it's worth noting, without the C3's clever hydraulic suspension bump stops). However, we haven't driven the Frontera yet, so perhaps it will deliver some quality and specification upgrades that justify its price. Watch this space. 143bhp, 61.4mpg, £26,495 on the road Time was the Captur was the value option in this sector, but it's been undercut by cheaper (and more cheerful) rivals. Still, for your cash you get a full – rather than mild – hybrid powertrain; its impressive fuel economy will help mitigate the extra outlay. Inside, the Captur feels plusher than the C3, but it doesn't ride as nicely, and while the rear seats slide, the boot isn't as large. Broaden your horizons with award-winning British journalism. Try The Telegraph free for 1 month with unlimited access to our award-winning website, exclusive app, money-saving offers and more.
Yahoo
06-02-2025
- Automotive
- Yahoo
Citroen C3 Aircross
Citroen is going all-in on affordability. When it launched the new C3 it was hailed as the new-age affordable car to take the supermini crown. The axing of the Ford Fiesta had left a suitable hole that it was looking to fill. Now, its big sibling, the C3 Aircross, has arrived, with the same value positioning but with added practicality. This second-generation crossover lands once again in the B-SUV segment. It is positioned as one of the cheapest propositions available, starting from just over £20,000 while kitted with a generous level of equipment. Only the Dacia Duster, in bare-bones Essential form, undercuts it at £18,000. The Citroën's low price, as with the smaller C3, is partly down to Stellantis's new cost-saving architecture called 'Smart Car' – the new model makes the switch from the PFA1 platform, which dates back to the Peugeot 206. The C3 Aircross line-up opens with Plus spec from £20,240 – £2500 more than the smaller C3 – and rising to £25,740 for the Max trim; here you'll find luxuries like heated seats. Unlike other Citroën models, no basic You! trim is offered in the UK, although its value standing suggests it could be added in the future. Citroën thinks that buyers looking at the C3 Aircross will most likely be swayed by how it looks rather than how it drives, which explains its radical redesign. The new generation car is a big departure from the car it replaces. Design boss Pierre Leclercq said the second generation car was – along with the new C3 – a clean sheet design that brings a different attitude to the segment. Citroen is expecting plenty of conquest sales. As effectively a raised version of the C3, the C3 Aircross retains much of what makes its smaller sibling pretty. This includes the split headlight design, squared nose, and sculpted side panels. Differences are an extra bit of contrasting plastic under the numberplates. In the flesh, it is quite a bold looking thing, and so has a presence on the road. The underbite design at the front is particularly striking, especially in Montana Green. Citroën's new badge design also adds a classy touch. I personally prefer it to the smaller C3. Like the exterior, it's a similar story inside, with our Max trim test car's funky split dashboard that's centered around a 10.25in touchscreen. Naturally given the C3 Aircross' value positioning, there is plenty of cheap plastic to be found, but Citroen has done a good job to lift the ambience. There are some nice looking materials such as the sofa-like fabric on the dashboard, however it does feel a tad cheap to the touch. There's also ambient lighting and there are labels dotted around with inspirational slogans like 'be cool/have fun'. The latter are a bit corny, but it adds a touch of fun to the cabin. The touchscreen, although it's supposedly new, feels rather last-generation and having to adjust the media volume via the touchscreen is impractical. It's odd that a volume knob has been left out because elsewhere, there are physical switches and buttons, including for the heating and ventilation and to turn off the speed limit warning (which is far from infallible). Instead of a traditional driver's display, the information is projected onto a bar just underneath the base of the windscreen. It's a neat solution that's reminiscent of the old C4 Picasso, and it works better than the i-Cockpit in most Peugeots because the display is positioned high enough that you can easily see it over the small, square steering wheel. The C3 Aircross has one more ace up its sleeve: it can be had with seven seats. At just 4.39m, it is the shortest seven seater on the market. Opting for the seven-seater version (a £765 option on Max trim) reduces the boot space from 460 litres to 330 (still 20 litres more than the C3 supermini) with the third row down, and the third row is obviously very tight, but it is quite a rare feature. Having said that, at £18,295 the Dacia Jogger is more commodious and cheaper still. The Smart Car platform allows for the fitment of both petrol and electric powertrains (the latter badged ë-C3 Aircross), and the C3 Aircross takes full advantage of this. Petrol buyers can choose from two setups, both with Stellantis's ubiquitous turbocharged 1.2-litre 'Puretech' three-cylinder. The entry-level model has 99bhp and a six-speed manual gearbox, or for a bit extra, you can upgrade to a 134bhp hybrid system with an electric motor integrated into the six-speed dual-clutch automatic gearbox. It offers a very simplified driving experience with just one drive mode and a fixed level of regenerative braking. It's able to drive on electric power for short distances and at lowish speeds. When more power is called for the transition from electric to combustion drive is noticeable but not overly so. Performance is adequate for an entry-level crossover, but the accelerator response is a tad dull and the long gearing makes it feel somewhat sluggish. The kick-down could also be more responsive. Like the smaller C3, the Citroën's Advanced Comfort seats are well bolstered and comfy on longer journeys but even on the top trim, the passenger seat doesn't adjust for height. The brand has embraced ride comfort in recent years, and that applies to the Aircross as well. It uses Citroën's hydraulic bump stops for a soft ride to good effect, although Britain's pockmarked roads might present more of a challenge than our Barcelona test route's pristine roads. The soft suspension translates to generous body roll. Although nice to handle, the new wheel lacks any real feedback, but has a nice weight around town. At speed, the wheel's elasticated nature to recentre itself proves more of a problem, making it hard to place. This is especially true on a winding motorway section while overtaking. The new C3 Aircross offers excellent value in the segment. At £20,240, it is only beaten on price by the most bare-bones Duster that comes in at £18,000 – and the Romanian SUV doesn't offer any type of infotainment in this guise. The C3 Aircross line-up opens with Plus spec – £2500 more than the smaller C3 – and rising to £25,740 for the Max trim. In this top-rung guise you'll find luxuries like heated seats. The trims mirror that in the ë-C3 Aircross. The new C3 Aircross is a comfortable, spacious, practical and easy to use family hauler, with the option to add a third row – even if those back seats aren't really usable for longer journeys. We liked the smaller C3, and we like its bigger sibling too. It is budget friendly and offers great equipment levels for that money. It also looks funky and the cabin is a genuinely nice place to be. Currently, for the price, there is little else that beats it. One to try. ]]>
