Citroën is making small cars big business. First came the C3, mainstream supermini successor to the uninspiring Saxo, then the wacky five-in-one Pluriel derivative. Andrew Hamilton reports.
Now, there's the C2 with three doors which is built on the same platform as the C3: it has just gone on Irish sale. Finally, we can expect a C1 in 2005, a joint venture involving Citroën, its Peugeot cousin and Toyota, which will be manufactured in the Czech Republic and will challenge the Fiat Panda.
Citroën here expects 800 C2 sales next year, just half the projection for the bigger C3. This is explained by the C2's three-door profile: most small car buyers prefer five doors. Irish prices start at €13,950 ex-works. That procures the base 61 bhp 1.1 litre version but, if you want little "luxuries" such as electric front windows, rear head restraints and a height adjustable driver's seat, it has to be the 1.1 SX, at €14,650 ex-works.
Those intent on going a little faster will go for the 75 bhp 1.4 litre VTR, our steed for a week which retails for €16,500 ex-works. Surprisingly perhaps, this sportier little number is taking over from the uninspiring Saxo. The old Saxo in its VTR garb was a favourite with performance fanatics everywhere.
The 1.4 litre 75 bhp combination certainly doesn't seem anything special on paper, what with a top speed of 105 mph and a 0-62 mph time of over 14 seconds. The liveliest VTR offering has a 110 bhp 16-valve 1.6 litre but it's not in the C2 Irish line-up. With it, top speed is over 120 mph and 0-62 mph is over 10 seconds.
So what of the more modest VTR C2? Even though statistically it seems ordinary, we still got a kick out of driving it. The secret is a wide spread of torque, conferring urge and vigour into mid-range running. Some harshness did creep in when pushed hard, but at a constant 70 mph on the motorway from Dublin to Dundalk the powerplant was remarkably civilised.
Sadly, the VTR is available only with the SensoDrive semi-automatic transmission which Citroën developed from its World Rally Championship expertise. Kept in the manual paddleshift mode, we found transmission pleasant enough to use and, with paddles that are ideally located, it was fun to zip up or down through the box. In auto mode, though, the whole gearshifting experience is less convincing. Up-changes are sluggish and hinder smooth progress. This is a shame because around town - arguably this car's natural habitat - self-shifting should make things much easier. In practice, the C2 becomes even more confused in the urban crawl: the gearbox seems to get caught out often on the ratio it should be in.
The VTR loves to be driven enthusiastically and it can be hustled along back roads at quite a pace. The ride is harsh, especially at low speeds, and potholes do cause discomfort. The pay-off is decent body control and an impressive resistance to roll.
We didn't like the electronically-controlled power steering, which was too light, and had a strangely artificial feel.
This little Citroën has presence, which is why the company has used the VTR to publicise the C2 line-up. It's distinguished from the humbler versions by a rear spoiler, 15-inch alloy wheels, front fog lights, body-coloured side skirts, sports seats and translucent handles.
The C2 seems spacious for its dimensions. There's certainly plenty of leg and headroom in the front seats. The VTR was less flexible than the 1.1 SX which has two individual folding seats replacing a conventional bench. Each chair also slides back and forward separately from or into the boot area.It's easy to get a comfortable driving position because the steering wheel is both height- and reach-adjustable.
Citroën makes much of the fact that it has the best elbow room and the most spacious cabin in its class.
The tailgate layout is different from those on most small cars. It's a two-part arrangement like that of many 4x4s - the rear window lifts separately to allow quick boot access, while the lower part hinges from the base to create a loading platform strong enough for an adult body to sit on.
Fuel consumption on the VTR worked out at 32mpg overall. That could probably have been bettered had it not been for SensoDrive which we reckon wasn't beneficial to economy motoring. The official urban, extra urban and combined cycles are respectively 37.2 mpg, 57.6 mpg and 47.9 mpg.
Most of the 800 projected sales next year will bear the 1.1 litre engine, which we have briefly experienced. With its conventional five-speed gearbox, it oozes that sort of nimble agility that's the mark of many small short wheelbase cars these days. The entry-level €13,950 price tag pits it against a plethora of superminis, such as the Renault Clio, Nissan Micra, VW Polo, Peugeot 206, Ford Fiesta, Opel Corsa and Fiat Punto. Specification, even on the entry-level version, is reasonably comprehensive, although winding windows will seem like a blast from the past for some of us. You do get driver and passenger airbags but side airbags are an optional extra on all models, even the VTR.
So too is ABS with EBD (Electronic Brakeforce Distribution). The RDS stereo radio/CD player, standard on all models, has dual controls on the dashboard and on the steering wheel. The interior boasts a lot of storage space: Citroën says its upper glove box will take five litres of bits and pieces. Even in 1.1 litre form, it's reasonably exhilarating to drive. The VTR is no firebrand GTi, but it should appeal to those looking for a bit of sport in their driving. Most importantly, it shouldn't get up the noses of the insurers.
FACTFILE:
ENGINE: VTR 1,360 cc four-cylinder in-line 75 bhp at 5,400 rpm and 87 Nm of torque at 3,300 rpm. 1.1 litre (1,124 cc) has 61 bhp at 5,500 rpm and 69 Nm of torque at 3,200 rpm.
PERFORMANCE: VTR top speed 105 mph, 0 to 62 mph in 14.1 seconds. 1.1 litre, 98 mph, 14.4 seconds.
SPECIFICATION: Electric power steering, twin airbags, RDS radio with CD player, on-board computer, VTR has rear spoiler, 15-inch alloy whells, sports seats etc.
FUEL: VTR 37.2 mpg urban: 57.6 mpg extra urban: 47.9 mpg combined.
PRICE: 1.1 litre €13,950. 1.4 litre VTR €16,500.
THE COMPETITION
Citroën C2 VTR. 1,360 cc; 14.1 (0-60); 105 max speed; 75 BHP; 46.2 mpg combined; €16,500.
Citroën C2 1.1. 1,124 cc; 14.4 (0-60); 98 max speed; 61 BHP; 47.9 mpg combined; €13,950.
Volkswagen Polo 1.2. 1,198cc; 17.5 (0-60); 94 max speed; 55 BHP; 47.9 mpg combined; €14,645.
Fiat Punto 1.2 Active. 1,242 cc; 14.3 (0-60); 96 max speed; 60 BHP; 49.6 mpg combined; €12,995.
Toyota Yaris T-Sport. 1,497 cc; 9.0 (0-60); 118 max speed; 103 BHP; 41.5 mpg combined; €20,800.