“What sort of car is this? Who makes it? Where does it come from?” These are just a few of the questions from people who stopped me in the street to ask about the funky looking car I was driving.
If such questions can be used to gauge of interest in a new model, then the Citroën DS3 is going to be a success. It’s the first new model in Citroën’s DS line, highlighting its ‘Creative Technologie’ – Citroën speak for modern automotive design without the restrictions of heritage.
Performance
Both the DStyle and DSport are powered by an all-alloy 1.6-litre petrol engine, but there’s a difference. In the DStyle, the unit develops 88kW and is matched to a four-speed automatic transmission. For a change, Sport in the DSport moniker means more than just a fancy set of alloy pedals, carbon-fibre inserts and go-fast stripes.
With the DSport you get a turbocharged version of the 1.6-litre engine matched to a six-speed manual transmission. The turbo lifts the power output to 110kW and, importantly, boosts engine torque from 160Nm to 240Nm and delivers it from a low 1400rpm.
It’s that low speed grunt that puts a smile on your face every time you take off, producing strong acceleration that belies its 110kW of power, and providing the driving flexibility of a much larger engine. The six-speed manual is a perfect fit for the engine, and while some might be critical of its lightly weighted throws, the six-speeder offers crisp, precise changes. The DS3 is such an easy car to drive there are no excuses for the lack of an automatic option.
Ride and Handling
The DSport is fitted with larger 205/45 x 17-inch Bridgestone tyres, which, in conjunction with the spring and damper package, provide a firm, sporty ride. Compared to some of the hard-riding hatches around (Polo GTI, for instance) the DS3 DSport offers a good compromise between ride and handling.
Around town, the firm ride quality is definitely liveable and despite the odd thump on potholes and lumpy surfaces it’s as good as any of its sporty rivals.
Find a series of corners out of town and the DS3 will make up for any minor quibbles about its ride with a satisfying, planted feel. Like the lively engine, the DS3 chassis has a sporty edge to it, and while not as sharp at its limits as a Polo GTI, the DSport is the best handling car from Citroën since, well, ever. The power-assisted steering is sharp and, like the rest of the controls, nicely weighted.
Refinement
The DSport does a perfect job in balancing its sporty credentials without compromising everyday driveability. The user-friendly gearbox/clutch combination works in tandem with the engine’s power characteristics. And it’s as refined as any current premium small car. It’s more sporty to drive than you would rightfully expect from just 110kW, underscoring just how well packaged it is.
Buying and Owning
Buyers have the choice of two versions, DStyle and DSport. The DStyle, priced at $32,990, isn’t cheap for a small two-door hatch and the DSport we drove is an extra $3000. The DS3 range straddles many of the Euro hatches price-wise though: Mini, for instance, has a Cooper starting at $31,650; the Alfa MiTo starts at $29,990; the new Audi A1 is under $30,000; and Volvo has the C30 T5 manual at $36,950. The Audi A3 range starts at $35,500.
Quality
We were lucky to get behind the wheel of a couple of DSports recently, one in black with carbon fibre dash inserts and grey trim, and the other which was a standout in our staff car park, a Sport Yellow version with carbon fibre and yellow trim inserts. Inside, both looked nicely crafted and the attention to detail with different materials and textures used to great effect.
Safety and Security
The Citroën receives a five-star euro NCAP rating, and safety features include six air bags, electronic stability control with traction control, and anti-lock brakes. Both models have remote locking and engine immobilisers, and the DSport features an alarm.
Space and Practicality
For a small two-door hatch the DS3 is surprisingly accommodating. Two doors can often be a problem for entry into the second row seats, but the boxy shape combined with a near vertical B-pillar makes entry in to the back easier than it looks.
Once inside there’s enough leg room and head room for more than just occasional use, but the ‘shark’s fin’ just behind the door limits the view. That’s what you get for being unique and having ‘Creative Technologie’, I guess.
There are numerous storage areas in the centre console and door pockets for small items, but the glove box is tiny – you can forget storing a street directory in it. The second row seats are split folds, providing extra options when you need to carry bulky objects. They don’t fold flat though, which restricts their practicality.
Behind the Wheel
There’s plenty of seat and steering wheel adjustment to accommodate most shapes and sizes, and the front seats are supportive without being too firmly bolstered.
What’s not so good is the layout of the switchgear – it’s not well positioned, it’s difficult to use, and it’s sometimes hard to distinguish what button does what.
The knurled chrome air-fragrance knob on the dash rivals the Volkswagen Beetle’s plastic flower as the silliest feature seen in recent years.
Equipment
The DStyle and DSport share many standard features: air-conditioning, power steering power windows, electric mirrors, a six-speaker radio/CD player, sports leather steering wheel, and height and reach adjustable steering. While that’s not an expansive list, it is on par with many other Euro brands. The DSport’s big difference (and $3500 price hike) over the DStyle is the 115kW turbocharged engine, 17-inch alloy wheels, automatic air-conditioning, Alacantra trim on the seat facings, and a gear up shift indicator light.
The DSport gains some sporty touches inside (drilled alloy pedals, interior mood lighting) and out (some chrome detailing to the grille and fog lamps). Options for both models include electronic rear park assistance, a hi-fi audio system, Bluetooth, USB connectivity, metallic paint and leather trim.
