Citroen C3 review
The latest Citroen C3 is a comfortable and spacious small car that offers great value for money
Our opinion on the Citroen C3
There was a change of approach with the arrival of the fourth-generation Citroen C3, with a ground-up redesign that incorporated Citroen’s new-found pursuit of driving comfort.
Combined with SUV-inspired styling, it means the C3 has been given a new lease of life, while attractive pricing means it offers great value for money, too. It’s not perfect, with an uninspiring driving experience and a range of low-powered drivetrains pegging it back a little, but that’s the trade-off for everyday comfort, while some cheaper materials in places remind you of its value-driven roots.
However, these shortcomings are easy to forgive when there’s a spacious supermini cabin and a decent range of standard kit. Keen prices and enticing finance deals help to make the C3 attractive, while the option of petrol, hybrid or fully electric powertrains offers more choice than in some rivals.
About the Citroen C3
Citroen has always stood for comfort, but it also scores big on value nowadays. That really hits home with the Citroen C3 supermini, and particularly with the all-electric Citroen e-C3 version. Of course, there are rivals such as the electric Dacia Spring and petrol-hybrid MG3 that are positioned to try and steal sales at the budget end of the market, but the C3 and e-C3 are more sophisticated propositions, and offer the flexibility of either a regular petrol powertrain or a zero-emissions set-up.
Used - available now
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 can’t quite live up to the EV’s heights courtesy of a shortage of power.
Citroen C3 prices and latest deals
Affordable prices, plus some seriously competitive finance deals, mean the petrol C3 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 more costly. Even the BYD Dolphin is around £10,000 more than the e-C3.
The petrol C3 with a manual transmission kicks off the range at around £19,000, while upgrading to Max spec will cost £1,500 extra. If you want an automatic gearbox, then your only option is the 108bhp petrol hybrid, which starts at around £21,200 for the Plus version, with the Max model costing £1,700 extra.
The all-electric Citroen e-C3 starts from around £20,000 with a 30kWh battery in Urban Range guise, while the Standard Range model starts from £22,100. The Standard Range is the only one that’s available in higher-spec Max trim, for £1,700 extra. It’s worth noting that the Government’s Electric Car Grant knocks £1,500 off the e-C3, no matter which version you choose.
You can spec your ideal Citroen 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, and we can even help you to sell your 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 reduced emissions, the C3 is also offered in 108bhp Hybrid form; this uses the same engine but pairs it with a 28bhp electric motor integrated into the six-speed automatic transmission. Finally, the Citroen e-C3 has a 111bhp electric motor and two battery options: Urban Range or Standard Range.
More than what drives the C3 along, it’s the clever suspension that helps it stand out from other small cars. Citroen’s Advanced Comfort suspension uses hydraulic bump stops to absorb energy from the wheels, and this keeps the cabin and occupants isolated from potholes and bigger bumps. It works, too, because the C3 is seriously comfortable for the class.
| Model | Power | 0-62mph | Top speed |
| C3 1.2 PureTech | 99bhp | 10.6 seconds | 99mph |
| C3 1.2 Hybrid | 108bhp | 9.8 seconds | 99mph |
| e-C3 44kWh | 111bhp | 10.4 seconds | 82mph |
Performance, 0-60mph acceleration and top speed
Citroen’s 1.2-litre three-cylinder turbo petrol is available in two forms: either with 99bhp and a six-speed manual gearbox, or with a supplemental electric motor for hybrid drive, an output of 109bhp and a six-speed dual-clutch automatic gearbox. This model is the fastest in the line-up, with a 0-62mph time just under the 10-second mark.
The C3 hybrid moves 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.
There’s a slight vibration in the cabin from the thrummy three-cylinder engine, but it’s not coarse or noisy when accelerating hard. Performance is fine, too, with the C3’s acceleration feeling lively enough, even up to motorway speeds. The automatic gearbox can feel a little lazy, though, with a slow kickdown.
Town driving, visibility and parking
Superminis need to be easy to drive, and the large glass area and light steering make the C3 a breeze 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 other superminis; even though many of those bumps are smothered by the soft set-up, travelling over them is louder than in rivals.
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 the car delivers on its promise. It’s not much 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 C3 feels more agile than the electric e-C3, although small hybrid models 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.
Grip is adequate, and the C3’s 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, meaning that some slightly firmer rivals can be more comfortable in these rare situations.
Motorway driving and long-distance comfort
The C3’s smooth ride is at its best at high speeds, where the car is composed and comfortable by supermini standards. There’s quite a bit of wind noise from around the screen and door mirrors, but the engine is subdued, so 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 petrol C3 smoothly.
"Citroen’s Advanced Comfort suspension system offers a plusher ride than you’ll find in many other small cars. While it’s no substitute for the hydropneumatic systems found on classic Citroens, it’s a far less complex and more cost-effective way for the firm to deliver on its comfort mantra." - Dean Gibson, senior road test editor.
MPG & running costs
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Citroen’s efficient PureTech petrol motor combined with a relatively light kerbweight means the C3 delivers decent overall economy of around 52mpg on the WLTP combined cycle. Even if most of your time is spent on more stop-start urban journeys, you should still see an average of more than 40mpg, while a standard-fit gearshift indicator will help you to time your changes and maximise your efficiency.
The hybrid version is better still, with a claimed figure of up to 59.2mpg. The system manages to cut engine use fairly frequently at low speeds – especially if you’re not constantly using the power-sapping air-conditioning. That gives plenty of scope to save fuel in town, although a return of 42.8mpg during our time with the car on a mix of urban roads and country lanes isn’t an amazing figure when you consider that Toyota’s hybrid models can easily hit the 50-55mpg mark in similar driving.
| Model | MPG | CO2 | Insurance group |
| C3 1.2 PureTech | 52.0mpg | 128g/km | 24 |
| C3 1.2 Hybrid | 59.2mpg | 114g/km | 24 |
Electric range, battery life and charge time
There’s a choice of two batteries in the Citroen e-C3, either 30kWh in the Urban Range model or 44kWh in Standard Range guise. We’ve driven the latter and seen a range of 174 miles, compared with official claims starting from 201 miles. This figure ought to be beatable with more conventional use, although the lack of a heat pump (it’s not even an option) means you could easily wipe 10 per cent off the 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 a home wallbox, while a quicker 11kW AC set-up is available as an option.
| Model | Battery size | Range | Insurance group |
| e-C3 Urban Range | 30kWh | 130 miles | N/A |
| e-C3 Standard Range | 44kWh | 201 miles | 24 |
Insurance groups
A group rating of 24 is standard across the entire range, whether you choose petrol, hybrid or electric, and is the same for Pure and Max trims. That’s a little on the high side for a small car such as this, considering the Skoda Fabia is only in group 22 in its highest spec.
Tax
Company car users will be best served by the e-C3 courtesy of its low Benefit-in-Kind tax rating. The petrol car sits in the 31 per cent bracket, while the hybrid faces the 28 per cent rate. As a result, BiK costs are similar between the two, in spite of the hybrid’s higher P11D values.
Depreciation
You’re looking at residual values in the 40 per cent range for the C3, with the petrol and hybrid models performing slightly better than the e-C3. The best of the lot is the hybrid model in Plus trim at 48 per cent, while Max spec is slightly lower at 45 per cent. The best electric model is the base Urban car at 44 per cent.
Interior, design & technology
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The cabin is functional, smart, and well organised, but the real draw is the equipment you get at this price point. Crucially, Citroen 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 is on the basic side, but there’s a little more design flair on show here than in many other cars at this end of the market. Some lighter grey finishes give the cabin a lift, while the higher-spec Max model adds light-coloured fabric to the upper section of the seats. We’re not big fans of the little red fabric tags on the door trims with messages such as ‘Be Cool’ and ‘Have Fun’, because they seem to be trying a little too hard to inject some fun into the car.
The steering wheel is oddly shaped and nearly oblong in its design. The reason for this is the standard-fit head-up display (HUD) that sits high on the dashboard. As in Peugeots, a small wheel is fitted to help make the HUD visible, while the display is projected onto a mirror set into the top of the dashboard, rather than the windscreen or a clear panel higher up.
Materials and build quality
It’s clear that the C3 is built down to a price, although there are plenty of neat textures that help to give the cabin a lift. There are interesting shapes and a mix of materials, while small Easter Eggs include a relief on the inside of the glovebox that has the outlines of three classic models (and the Citroen Ami quadricyle).
There’s some piano-black plastic in places, but it’s used sparingly. The main issue is that it trims the bottom of the centre console where it is likely to be easily scratched.
Infotainment, sat-nav and stereo
There’s a 10.25-inch central infotainment system fitted to all models, and while it dominates the fascia, it’s positioned low enough that you never feel that it encroaches on your field of vision.
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 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.
"If you’re looking for the trip computer in the Citroen C3, the engineers have made it a bit of a challenge to find. It’s selected via a button on the end of the right-hand column stalk, although you’d be forgiven for thinking that it’s the wiper control because there’s a logo for those functions right next to it." - Dean Gibson, senior road test editor.
Boot space & practicality
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The C3 is as 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 cup-holders 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 driving position that’s almost SUV in style, and the square edges of the bonnet make it easy to judge where the corners of the car are. At the back, the high window line restricts the view out of the back a little. The small steering wheel will take some getting used to for those coming from a car with a more traditional-shaped wheel, and you might need to adjust your driving position slightly to ensure you can see the dials.
There’s some neat storage on offer. The front door bins are wide, and the white finish on Max models will make finding items in the dark easier. Between the front seats is a deep but narrow cubby under the adjustable central armrest, although this is hard to open when the armrest is moved all the way forward. The glovebox is in effect half-sized due to the fuses located behind it, 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 the back seats give plenty of reason to be cheerful, because the seats are very soft and all-round space is excellent; there’s loads of room for knees and feet, while that upright profile offers lots of headroom, too. The front seatbacks on the top-spec Max have smartphone holders, while the door pockets can easily hold a 500ml drinks bottle.
It’s not all good news in the back, because if you need to fit child seats, the Isofix points are hard to access. They’re behind zipped slots in the fabric, which is a little more fiddly than in some rivals.
Boot space
At 310 litres, boot capacity is on the money for a supermini; it’s a little bigger than in a Toyota Yaris, but smaller than in a Renault Clio. The space is deep, but a high load lip makes hauling heavy items across the opening a bit tricky. There’s no false floor, so when the seats are folded (via nylon straps on the shoulders of the split-folding backs), they leave a pronounced step in the load area. However, the 1,188-litre capacity available in two-seat form is still generous.
"The soft seats offer good long-distance comfort and plenty of support, while the large door glass helps to boost the sense of space in the cabin. We quite like the light-coloured fabric in Max models, and because it’s only used on the top section of the seats it should stay relatively clean in everyday use, while the dark seat cushions hide the worst of the grime." - Dean Gibson, senior road test editor.
Reliability & safety
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Euro NCAP hasn’t tested the C3, and because it uses a platform that 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 that are located to the right of the steering wheel. Confusingly, when the lane-keeping 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 the most recent Driver Power survey. Online research might bring up questions about the dependability of the C3’s PureTech petrol engine, but that will be reference to an earlier variant with a ‘wet belt’ cambelt. The current car features chain-drive instead, so should be a better performer.
Warranty cover for the Citroen C3 is basic, with a three-year/60,000-mile policy as standard. However, you can extend this with franchise servicing to a maximum of eight years or 100,000 miles with the firm’s We Care cover.
Buying and owning
- Best buy: Citroen C3 Hybrid Max
With low prices across the board, the top-spec model with the Hybrid powertrain is a decent buy, with lots of kit, a smart look and low running costs. However, if you’re a company car buyer, then the e-C3 in the same trim is a better option.
Citroen C3 alternatives
Although more of a city car, the all-electric Dacia Spring might tempt some buyers with its budget price tag, although 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.
If you don’t need back seats very often and want a city car that can put a smile on your face, then the Toyota Aygo X is worth considering. It comes with hybrid drive now, and it’s a far more efficient and responsive powertrain than the Citroen’s set-up.
Frequently Asked Questions
Considering how much it costs, the Citroen C3 is good value for money. It manages to hide its budget leanings well with clever use of materials inside, while the comfortable ride is an added bonus. We’d like better response from the petrol engines, though, and the driving experience is safe rather than enjoyable.
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