If you follow Roadhunter, you probably already know how I will begin introducing the Citroën C3 Aircross, because we have discussed this topic many times before. According to Citroën, this is a subcompact SUV. According to me, it is essentially a minivan wearing light SUV makeup.
Twenty years ago, minivans were highly successful on the market thanks to their practicality, generous interior space and reasonable prices. Gradually, however, they began to develop somewhat unfortunate associations — symbols of unfulfilled dreams and acceptance of a rather dull reality. Somehow the segment acquired the image of the exhausted housewife or the balding man who had quietly accepted his fate.
At exactly that time SUVs began gaining popularity. Models such as the Mercedes-Benz ML and BMW X5 started a revolution, and soon the SUV trend reached more affordable segments as well.
Within just a few years it became cool to drive an SUV, and customers were willing to pay extra for that image. Naturally, manufacturers embraced the trend. As a result, “high-riding” models started appearing everywhere, even creating unusual niches like the Opel Adam Rocks or the Volvo S60 Cross Country.
Without further philosophical interpretation, the car I am presenting today is the facelifted version of the mini… well… the subcompact SUV Citroën C3 Aircross.
Design
The Citroën C3 Aircross is compact and tall, with a short front end and a wheelbase stretched as much as possible within the car’s dimensions. This results in rather rounded, slightly bulky proportions, which are not to everyone’s taste.
The same applies to the design details. They are unusual — at the same time interesting, attractive and, depending on personal taste, perhaps even a little awkward. In simple terms, the design is controversial.
Higher trim levels feature a distinctive white frame around the rear side windows, a design element I do not recall seeing elsewhere. Interestingly, it reminds me somewhat of the classic Citroën BX. The car shown here is the facelifted version, where the main change is the front end design, which has become slightly more aggressive. Personally, it gives me strong Finnish associations — when I look at the C3 Aircross, I somehow see the pig from the popular Angry Birds.
In reality, however, this front design works surprisingly well and adds character to the car. It also preserves the slightly unconventional spirit that Citroën has been known for over the decades. Even though it may not be entirely to my taste, the model’s market success proves that the design and concept clearly work.
It is also worth mentioning that C3 Aircross uses the older platform known from the previous generation Peugeot 2008 and the Opel Crossland. The connection with Crossland is obvious, but in my opinion the Citroën has better proportions and a clearer identity.
Interior
The cabin of the C3 Aircross is relatively simple, but it includes some interesting design details. The shape of the air vents and the grooves in the door panels echo the design of the distinctive Airbump protective elements found on some Citroën models.
One thing that immediately catches my attention are the seats, with their combination of colours, materials and unusual stitching. This is pure French style.
The downside is that when we talk about materials, there is simply too much hard plastic in this interior. On the one hand, this does not quite match the car’s price. On the other, it places the model behind most of its direct competitors — including its internal rivals, the Peugeot 2008 and Opel Mokka.
The overall impression is of a solidly assembled interior, but that alone is not enough to compensate for the extensive use of plastic.
If you choose one of the lower trim levels of C3 Aircross, I would strongly recommend spending around €460 on the optional interior package that adds textile decoration across the dashboard. It softens the otherwise harsh impression created by the plastic surfaces.
Otherwise, the seating position is pleasantly high with good visibility and a sense of openness, partly thanks to the large panoramic roof. The front doors offer very large storage pockets, and there are several additional compartments for small items.
The seats themselves are quite comfortable. As their design suggests, they offer almost no lateral support, but honestly this is not really necessary in a car like this.
The infotainment system features a 9-inch display that is clear and easy to use. The downside is that Citroën has integrated functions such as the parking assist and — more importantly — the climate control into the touchscreen. This is undoubtedly inconvenient while driving.
Unfortunately this has become a common trend across the industry. At least here there is a dedicated button that brings up the climate control menu on the screen, which makes the system slightly easier to use.
The second row of seats is somewhat narrow. My knees touched the seat in front of me, although only slightly. To be honest, considering the overall shape of the vehicle I expected more space back there. In reality, the rear seats will probably be most comfortable for children.
On the road
When I first drove the Citroën C3 Aircross through the city, looking at the tachometer and feeling the vibrations at low revs, I initially thought I was driving a diesel. In fact, I even told myself that it felt rather refined for a diesel. It turned out I was completely mistaken.
The model is indeed offered with diesel engines, but the test car was equipped with the far more logical option considering current trends — a petrol engine. The vibrations at low revs come from the fact that it is a three-cylinder unit.
The engine produces 130 hp (there is also a 110 hp version), has a displacement of 1,199 cc and delivers 230 Nm of torque. It is paired with a six-speed automatic transmission, allowing acceleration from 0 to 100 km/h in 9.2 seconds with an average fuel consumption of 6.3 L/100 km.
In the city the car feels very pleasant, mainly because it is among the softest-riding vehicles in this class that I have encountered. The comfortable suspension absorbs road imperfections effectively without causing excessive body movement. Combined with the compact dimensions and good visibility, this makes navigating busy urban streets quite easy.
The car also features a rear-view camera with rather average resolution and a parking assist system. It works well, although it is not particularly fast or especially precise.
The next day I decided to leave the city and head toward Prohodna Cave. Just after passing the start of the Hemus motorway I pressed the accelerator fully and, accompanied by the characteristic sound of the three-cylinder engine — which I actually like — the car reached 140 km/h surprisingly quickly.
It turned out that C3 Aircross is more lively than I expected, and the engine provides enough confidence for longer journeys as well. Overtaking manoeuvres from 70–80 km/h on secondary roads are quick, although there is a slight delay immediately after pressing the accelerator.
Returning to the motorway, the tall body shape leads to increased aerodynamic noise above roughly 120 km/h. At higher speeds I also noticed a slightly less stable feel that required small steering corrections. For this reason, despite the capable engine, the C3 Aircross feels most comfortable cruising at around 120 km/h.
Near Vitinya I decided to take the old road, which has recently been resurfaced. The many corners do not trouble the car — as long as you drive calmly. The height of the body and the soft suspension inevitably lead to noticeable body roll, but this car simply does not encourage fast driving on winding roads. It is designed for relaxed travel. For that reason I did not even press the slightly hidden but rather large S button at the bottom of the centre console. It activates the transmission’s sport mode, which in my opinion is entirely unnecessary here.
When I reached the muddy fields near the cave I noticed two other unusual buttons. Despite its SUV appearance, the C3 Aircross is not available with all-wheel drive. Instead, for about €250, you can equip it with Grip Control — an enhanced traction control system with selectable modes for conditions such as snow, sand or mud.
This option also includes Hill Descent Assist, which allows the car to maintain a controlled low speed when descending steep slopes without the need to touch the pedals. I was initially tempted to say that this option is unnecessary, but perhaps that would be unfair. Many neighbourhood streets at the foot of Vitosha are often neglected by snow-clearing services when winter arrives, and in those conditions such a system could prove quite useful.
Overall, the C3 Aircross delivers a positive driving experience, winning points with its classic French focus on comfort. The compact crossover feels most at home in the city, but the combination of a capable engine and relatively low weight provides enough confidence for longer journeys as well.
Off-road ambitions are minimal, and sporty driving is simply not part of the car’s character.
As for fuel consumption, the average during the test was 7.5 L/100 km. In everyday driving it could easily settle around 7.0 L/100 km.
Conclusion
I believe the Citroën C3 Aircross will appeal mostly to buyers attracted by its unconventional appearance.
The car works best in the city, where it behaves in a very relaxed manner — it does not particularly impress with any standout abilities, but it also never becomes irritating. Its main advantages here are the excellent ride comfort for the class and the high seating position, which can be very valuable for some drivers as it makes entering and exiting the car easier.
The three-cylinder petrol engine provides good performance, although I suspect that the 110 hp manual version might be the more sensible choice. It is significantly cheaper while still offering adequate dynamics — roughly €23,000 for a very well-equipped example.
However, I do see several serious challenges for C3 Aircross in this segment. Those challenges come in the form of the Peugeot 2008, Opel Mokka and Nissan Juke.
These are more modern models with similar prices, interiors with noticeably better materials and — although this is subjective — designs that feel more contemporary and attractive.
eng. Tsvetan Iliev
