Citroen C3 review
The new Citroen C3 offers real value for money, impressing us with its comfort, space and equipment levels
Our opinion on the Citroen C3
At first glance, the Citroen C3 is a pretty unremarkable small car. It’s certainly more comfortable, admittedly, than most of its peers, but it’s not blessed with any dynamic sparkle or, in its electric form, a big battery.
However, it does offer a surprisingly spacious cabin, and it comes with a decent line-up of standard kit. Keen prices and enticing finance deals help to make the C3 an attractive proposition for buyers seeking to extract the most value for their money, while the option of either petrol, hybrid or fully electric powertrains, means you should be able to find the perfect model to suit your lifestyle.
About the Citroen C3
Citroen has always stood for comfort, but it also scores big on value nowadays. That really hits home here with the Citroen C3 supermini, and particularly with the all-electric Citroen e-C3 version. Of course, there are rivals such as the all-electric Dacia Spring and petrol-hybrid MG3 that are positioned to try and steal sales at the budget end of the market, but Citroen’s C3 and e-C3 are more sophisticated propositions, and offer the flexibility of either a regular petrol powertrain or a zero-emissions set-up.
While the Citroen e-C3 offers so much for the money that it was worthy of our Car of the Year prize in 2024, the internal-combustion-engined versions – although strong – can’t quite live up to the EV’s heights.
Used - available now
We’ve tested the C3 and e-C3 extensively in the UK since it was launched. The car has also figured in twin tests against key rivals. It triumphed over the Hyundai i20 in October 2025 thanks to its comfort and value.
Citroen C3 prices and latest deals
With affordable prices, plus the lure of some seriously competitive finance deals, the petrol C3 model looks like a real bargain. The e-C3 is tightly priced too, with Stellantis stablemates such as the Peugeot E-208 and Vauxhall Corsa Electric being much pricier. Even the BYD Dolphin is around £10,000 more expensive than the e-C3.
The 99bhp C3 petrol model with a manual transmission is only available with the Plus trim level, and kicks off the range at a little under £19,000. If you opt for the 108bhp hybrid (solely offered with a six speed automatic gearbox), you’ll pay around £20,600 for the Plus version, and £22,300 for the Max.
The all-electric Citroen e-C3 starts from around £22,000 in Plus specification, requiring a further £1,700 to step up to a Max model. But, don’t forget that with the Government’s Electric Car Grant, you’ll achieve a £1,500 discount on those prices, no matter which e-C3 you go for.
You can spec your ideal C3 or e-C3 now on the Auto Express Buy A Car service and choose the best offer from dealers around the UK. There are used cars and leasing deals, too, while we can even help you sell your old car.
Performance & driving experience
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The entry point of the Citroen C3 range is the 1.2-litre PureTech petrol version. Equipped with a six-speed manual gearbox, it does without any electrical assistance and has 99bhp on tap.
For those who want some zero-emissions capability, the car is also offered in 108bhp Hybrid form; this uses the same engine but pairs it with a 28bhp electric motor that’s integrated into the six-speed automatic transmission. Finally, the e-C3 has a modest 44kWh battery and 111bhp to call upon.
More than what drives the C3 along, it’s the clever suspension that helps it stand out from other small cars. Citroen makes a big fuss about its Citroen Advanced Comfort suspension, which uses hydraulic bump stops to absorb energy from the wheels, keeping the cabin and occupants isolated from the UK’s pothole plagued streets. It works, too. The C3 isn’t a hoot to drive, but it’s seriously comfy for a car in this class.
| Model | Power | 0-62mph | Top speed |
| Citroen e-C3 44kWh 113PS | 111bhp | 10.4 seconds | 82mph |
| Citroen C3 1.2 PureTech | 99bhp | 10.6 seconds | 99mph |
| Citroen C3 1.2 PureTech Hybrid 100 | 108bhp | 9.8 seconds | 99mph |
Performance, 0-60mph acceleration and top speed
The 1.2-litre three-cylinder turbo is available in two forms: at its simplest, it’s combined with a six-speed manual gearbox and makes 99bhp – enough for a 10.6-second 0-62mph time. Above that sits a hybrid; adding a small electric motor lifts the overall output to 109bhp, and cuts CO2 emissions by 14g/km. This set-up gets a six-speed dual-clutch auto.
The C3 hybrid can move away smoothly in electric mode, with only a pedestrian-warning noise and whizzy sounds from the e-motor itself interrupting the silence. Squeeze the accelerator pedal a little harder, and the engine judders into life – it’s not quite as smooth as the systems you’ll find in pricer supermini hybrids such as the Toyota Yaris.
The three-cylinder engine makes a low-pitched, thrummy noise, so even though it transmits a slight vibration into the cabin, it’s not coarse or noisy when accelerating hard. Performance is fine, with a claimed 9.8-second 0-62mph time beating even the EV versions. While that figure is quite some way down on that of the similarly priced MG3 Trophy, the C3’s acceleration feels lively enough – even up to motorway speeds.
The power delivery is a little more consistent than the MG’s, too. There’s no manual override for the automatic gearbox, though, and its shifts feel a little lazy with a slow kickdown.
Town driving, visibility and parking
Superminis need to be easy to drive in urban zones, and the large glass area and light steering make the C3 a doddle to move around at low speeds. While the ride is soft overall, there’s just a little fidgeting over rough road surfaces.
Sound insulation around the suspension joints and bushings seems to be less comprehensive than in some rivals; even though many of those bumps are smothered by the soft set-up, travelling over them is louder than in alternatives.
Country road driving and handling
It’s clear that comfort was Citroen’s aim for the C3, and we have no problem with that at all – especially because it largely delivers on its promise. It’s not particularly fun to drive, but that isn’t really because of the soft suspension set-up and the body roll that it brings; it’s down to the light steering that’s short on feedback. The petrol-powered C3s feel more agile than the heavier electric e-C3, although hybrid superminis such as the Yaris and Renault Clio – and even the Fiat Panda that it is related to under the skin – are more entertaining on a twisty road.
However, grip is adequate, and the nose-heavy balance at least feels predictable for drivers of any ability. On very bumpy country roads, that soft suspension can struggle with containing the car’s mass, though, meaning that some slightly firmer rivals can be more comfortable in these rare situations.
Motorway driving and long-distance comfort
That smooth ride is at its best at high speeds, where the C3 is a really composed and comfortable cruiser – especially by supermini standards. There’s quite a bit of wind noise from around the screen and door mirrors – but the engine is well subdued, meaning overall refinement is acceptable.
The experience of shifting up or down isn’t exactly helped by a preposterously large and awkwardly shaped gearknob, and a typical, slightly baggy Stellantis shift. But the rest of the control weights are consistent enough, so it’s certainly possible to drive the ICE C3 smoothly.
“Owners will find the C3 excels for comfort. From the seats to the suspension set-up to interior space, everything about the C3 is classic Citroen” - Paul Barker, editor
MPG & running costs
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The PureTech petrol motor is a well-calibrated unit which, along with the relatively light weight of the internal combustion engine (ICE) C3 models means you’ll benefit from impressive overall economy: between 52-56mpg on the WLTP combined cycle, depending on whether you opt for the petrol or hybrid version. Even if most of your time is spent on more stop-start urban journeys, you should still see an average of more than 40mpg.
The hybrid system manages to cut engine use fairly frequently at low speeds – especially if you’re not constantly using the power-sapping air-con. That gives plenty of scope to save fuel in town, while the C3 is fairly frugal in general. Our time at the wheel – taking in town, country and motorway driving – averaged 50.1mpg.
Citroen has included a gear shift indicator for the six-speed manual model, so you know exactly the right time to change gears - ensuring you have all the help you need to drive as efficiently as possible. Another useful addition - for both Plus and Max versions - is a tyre pressure monitoring system, which prevents you from unknowingly driving on underinflated tyres that can significantly reduce your overall fuel economy.
| Model | MPG | CO2 | Insurance group |
| Citroen C3 1.2 PureTech | 52mpg | 128g/km | 24 |
| Citroen C3 1.2 PureTech Hybrid 100 | 56mpg | 114g/km | 24 |
Electric range, battery life and charge time
The Citroen e-C3’s 44kWh battery is rated for 199 miles of range. Our initial drive in Austria took in a mix of fast country B-roads and slower suburban streets, interspersed with short squirts of acceleration for photography, and yielded a projected range of 174 miles. This figure ought to be beatable with more conventional use, we’d argue, although the lack of a heat pump (it’s not available even as an option) means you could easily wipe 10 per cent back off the total range when conditions are cooler.
The EV’s charging port is on the rear of the car, where you’ll find the petrol filler flap on conventionally powered versions. This is still a compact car, though, so if you choose to park with the e-C3’s nose closer to the charging port, you shouldn’t have any problems running a regular-length cable along the side to reach the socket.
The maximum charging speed is solid for the price, at up to 100kW – enough, Citroen claims, to get the battery from 20 to 80 per cent of capacity in 26 minutes. It’ll charge at 7.4kW from home wallboxes, but while a quicker 11kW AC set-up is available as an option, a heat pump is not; you’ll just have to take the hit on range in colder conditions.
| Model | Battery size | Range | Insurance group |
| Citroen e-C3 | 44kWh | 199 miles | 24 |
Insurance groups
Groupings are as simple as they come for the C3 family. Regardless of whether you choose the petrol manual, the auto hybrid or the full EV, they all fall into group 24.
Tax
From the second year onwards, Citroen C3 buyers will pay the same flat rate of Vehicle Excise Duty as any other car buyer whose vehicle costs less than £40,000. Through to year six, that rate currently stands at £195.
Depreciation
By small car standards, C3 depreciation is pretty respectable. The range holds on to roughly 48 per cent of its original value; that’s similar to the budget-focused Dacia Sandero and the Hyundai i20, but a little worse than for the Renault Clio.
To get an accurate valuation for a specific model, check out our valuation tool...
Interior, design & technology
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While some cars in the supermini class boast interiors that are more technology laden, the C3 feels funky and fresh. It is not without its frustrations, however.
The cabin is functional, smart, and well-organised, but the real draw is the equipment you get at this price point. Crucially, Citroën hasn't achieved the C3’s competitive pricing by offering a stripped-out version that leaves you feeling cheated.
Interior and dashboard design
The C3’s cabin clearly has a basic feel, but there’s a little more design flair on show than in many other cars at this end of the market. But depending on your point of view, ‘flair’ might not be the first word that springs to mind when you clock the little red tags on the door trims with messages such as ‘Be Cool’ and ‘Have Fun’. We found them a bit cringey – yet look beyond, and the curving dashboard and funky-looking steering wheel make it a fairly cheery place to sit.
The steering wheel is a curious small, almost oblong creation – Citroen’s take, in effect, on the Peugeot i-Cockpit. But as you pull away, you’ll find the head-up display (which isn’t really a HUD at all, but rather just a simple, slim instrument panel) easier to see over the top of the wheel than the dials in pretty much any Peugeot.
Materials and build quality
It’s clear that the C3 is built down to a price, although for the most part the use of interesting shapes and mix of materials manages to elevate the ambience beyond some of its rivals. Max versions get a fabric-trimmed panel on the dashboard that helps to break up the hard plastics elsewhere.
Stellantis’s trademark piano-black finish is used sparingly, thank goodness, although its position around the bottom of the centre console will place this easily scratched material right where hands are likely to fumble for phones, keys and coins.
Infotainment, sat-nav and stereo
Plus and Max versions feature a 10.25-inch central infotainment system, which dominates the fascia but is positioned low enough that you never feel you have to peer over the top of it.
The interface is simple and clean, with reasonably large buttons for key functions; on the whole, the set-up is better to use than the glorified Android tablets that feature in many of the Citroen e-C3’s Chinese rivals. In a victory for usability, it’s worth remembering that this piece of tech only has to worry about entertainment and navigation, because Citroen has kept physical switches beneath it for heating and ventilation control - a welcome move in our view.
“Those familiar with Stellantis products might already know that a little button on the end of the wiper stalk works the trip computer – but we’d be impressed if anyone else ever finds it here. Not only is the button unlabelled, but there’s also a logo for the rear wiper control beside it.” - Alex Ingram, chief reviewer.
Boot space & practicality
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The C3 is strong on practicality as it is on comfort. There’s good cabin space, and the Advanced Comfort seats are better padded than the ones you’ll find in most small cars, without sacrificing too much support.
There are two cupholders up front, along with a good selection of cubbies and storage options for various oddments. You should find the C3 a pleasant place in which to travel, whether you’re in the front or the back.
Dimensions and size
At just 4,015mm long, the C3 is short for the class, with the likes of even the compact Vauxhall Corsa stretching a full 45mm longer. Considering those modest external dimensions, interior space is excellent compared with the competition, especially when it comes to seating passengers.
| Dimensions comparison | |||
| Model | Citroen C3 | MG3 | Dacia Spring |
| Length | 4,015mm | 4,113mm | 3,701mm |
| Width | 1,813mm | 1,797mm | 1,583mm |
| Height | 1,577mm | 1,502mm | 1,519mm |
| Wheelbase | 2,540mm | 2,570mm | 2,423mm |
| Boot space | 310 litres | 293 litres | 308 litres |
Seats & passenger space
The C3 has a very upright, almost SUV-like driving position, while the square edges of the bonnet make judging the car’s corners fairly easy. However, the rear window line is a little high, which slightly restricts the view out of the back. The small steering wheel will take some getting used to for those coming from a car with a more traditional-shaped wheel.
Storage options are generous by supermini standards. The front door bins are wide, and their white finish will make finding items in the dark easier. Between the front seats, there is a narrow but deep cubby beneath the adjustable central armrest, although this is hard to open when the armrest is moved all the way forward. The glovebox is effectively half-sized due to the fusebox inside, but the cup-holders are deep, as is the smartphone shelf in the centre console. There are two USB-C ports up front; one in that centre console, and a second high on the left of the dash.
We’ve already mentioned the red tags on the doors, which in the rear encourage you to ‘Feel Good’ and ‘Be Happy’. And as it turns out, there’s reason to be cheerful, because the back half of the C3’s cabin is a comfortable place to be. The seats are very soft and all-round space is excellent; there’s loads of room both for knees and beneath the front seats for feet, while that almost SUV-like silhouette provides a lot of headroom, too. The front seatbacks on the top-spec Max have smartphone holders, while the door pockets can hold a 500ml drinks bottle.
Our one small gripe will prove to be an issue only for young families; the Isofix points are hard to get to behind zipped slots in the fabric, which makes child-seat installation a little more fiddly than in some rivals.
Boot space
At 310 litres, the boot capacity is right on the money for a supermini; it’s a little bigger than in a Yaris, but smaller than in a Clio. The space itself is deep, but a high load lip makes hauling heavy items across the opening a bit tricky. There is no false floor, so when the seatbacks are folded down (by pulling on nylon straps on the tops of each section of the split seat), they leave a pronounced step in the load area. However, the 1,188-litre capacity available in two-seat form is still generous.
“The C3 is taller than most typical superminis – and even some supermini-sized SUVs – so it’s really spacious inside. Rear headroom is its biggest strength, but rear knee room and foot space are also plentiful, and the seats are very soft.” - Alex Ingram, chief reviewer.
Reliability & safety
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Euro NCAP hasn’t tested the C3 and e-C3 yet – and because the STLA Smart Car platform has been built to a cost, a full-five star result may not be forthcoming. Citroen has fitted a reasonable amount of active safety kit, though, such as active safety brake, driver-attention alert, lane-departure warning and speed-limit warning.
The last two can be switched off easily by holding down dedicated buttons, located to the right of the steering wheel. Confusingly, when the lane-keep assist switches off, an orange warning light remains on the dash – but a long press of the speed warning simply causes the light to flash a few times before disappearing. It’s an odd lack of consistency when operating two very similar functions.
Citroen’s reputation for reliability has much improved in recent times. It finished 16th out of 31 brands in our Driver Power 2025 survey.
Buying and owning
- Best buy: Citroen e-C3 Plus
We made the e-C3 our 2024 Car of the Year, so we’d have to edge towards the all-electric version as our tip on which model to go for. Compact, simple and efficient EVs make sense for many buyers, and the e-C3 delivers in these areas, plus offering a genuinely good real-world range, and specification levels that are well above the value-focused price-tag.
Citroen C3 alternatives
Although more of a city car, the all-electric Dacia Spring might tempt some buyers with its budget price tag, though it's clear this is a car built to a tight budget. The MG3 has won our Affordable Hybrid Car of the Year award twice, and is surprisingly fun to drive, with strong refinement. More expensive options include the Peugeot 208 or Vauxhall Corsa, available with petrol or all-electric powertrains.
Frequently Asked Questions
All new Citroens have a three-year, 60,000-mile warranty. However, the ‘Citroen: We Care’ package means that, as long as the car is serviced on schedule at a participating authorised partner, that warranty can run for as long as eight years. The service plan is fully transferable to any subsequent owner, too.
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