The Drive Report: Citroen C3 Aircross AT

Citroen C3 Aircross Review

Props to Citroen for entering a space as cut-throat and competitive as the mid-size SUV one. Now that they’ve entered the space, they’ve opted for an all-or-nothing approach. As a result the Citroen C3 Aircross now gets a 6-speed torque converter mated to its 1.2-litre, three-cylinder petrol motor, and is offered at a price point undercutting its chief competitors, who, to put it mildly, have a leg-up over it. Does the automatic gearbox help elevate the C3 Aircross in rank and stature?

Does it improve the performance?

The C3 Aircross has already been blessed with a terrific 1.2-litre turbo petrol unit, so tinkering with it can yield mixed results given that it is a 3-cylinder motor. However, the 6-speed torque converter is full of surprises. It compliments the rev-happy motor by always meeting it halfway and keeping the upshifts as smooth as can be expected from a torque converter. It also has an air of familiarity to it, since the unit is manufactured by Aisin, a Japanese brand which supplies the same unit to the non-DSG versions of the Skoda Kushaq/Volkswagen Tiguan. The same unit is also sourced by MG Motors and Maruti Suzuki.
This is probably the best three-pot turbo-petrols in the market. It’s a shame that it doesn’t sell in high numbers given Citroen’s lacklustre service network and visibility, but as a standalone unit – it is an absolute gem. What’s even more impressive is that now it seems more calibrated towards city driving. Initial gears are tall, allowing you to tap into its strong mid-range. Yes, it isn’t dual-clutch quick but it does perform better than several torque converters in its range. Bury the throttle and there’s a noticeable lull in downshifts, followed by a strained engine sound that makes its way through what is otherwise a terrifically insulated cabin. It’s a problem many three-cylinder motors face, but here it’s mitigated by the quiet cabin.

If you truly want to enjoy the engine’s performance, switch to manual mode. The gear lever is very late 90s/early 2000s – slotting its way down to drive with decisive “clunks” going down a slatted pathway. Slot it all the way to the left and you have greater control over shifts. It’ll shift down automatically when slowing down, but it allows you to hold the revs, significantly improving acceleration and removing any transmission lag. This is the mode to be used by enthusiasts who can comfortably stay in second gear for clean overtakes, aided by a light-weight steering and dynamic chassis. Its appeal is further enhanced by its supple ride quality which never fails to impress on battered Mumbai roads.

Design and interiors

Remain the same as before. This is a good thing as far as the exterior design is concerned, because it’s far more stylish and well-proportioned than anything offered by the competitors. A strong, aggressive front-end, a shapely rear and a sculpted shoulder-line bring some much needed French verve to this otherwise staid space. The C3 Aircross looks butch, sophisticated and snazzy all at once.

On the interior front, you still get the same clean interface as before, but you continue to be deprived of a sunroof, ventilated seats and automatic climate control. In fact the aircon needs to be blasted all the way up to max to be truly effective in peak summer, and it makes a fair bit of noise while doing so. The 10.25-inch touchscreen feels adequately large and ergonomic, although utilising maps on Apple CarPlay – the primary reason anyone wants Apple CarPlay/Android Auto requires you to mirror your phone screen so it isn’t a glitch-free, seamless transition like you’d want it to be. Not sure if this applies to Android Auto, but I wager it fares better. The bronze coloured panelling continues to add a zany, youthful quality to the Aircross which continues to get very comfortable, well-padded seats.

Verdict

Truth be told, the Citroen C3 Aircross is a very wholesome product. Look beyond issues like service centres (Citroen does offer remote mobile servicing at your doorstep) and it starts to seem a lot more appealing since the absence of ventilated seats and a sunroof – a pointless accoutrement – it gets the core attributes of a mid-size SUV right, and then some. It’s spacious, it looks more expensive than it is, has a fantastic engine which now offers the convenience of two-pedal city driving without any real compromise. It also offers three-row seating although only notionally so. Think of it more as an SUV offering 511 litres of boot space.

Add to that the fact that, at Rs 12.85 - Rs 13.85 lakh, ex-showroom, it’s cheaper than the non-DCT automatic options offered by Hyundai (the Creta in this price range, comes with a CVT anyway) and cheaper than the AT variants offered by Maruti Suzuki and MG Motors. Yes, in this country the network is of paramount importance, but as far as fundamentals go, this is a very complete car.