THE first-generation Citroën C3 found a following amongst those who yearned for something different, something with style and something French. Nine years is a long production run (the car appeared in SA three years after its world introduction) in these days of new models with multiple facelifts being churned out on a regular basis, helped by computer-assisted design packages.
The styling was so chic that there was little need for change, but some exterior and interior tweaks were nevertheless implemented in 2006. Visually, the grille chevron was altered, along with the bumper and lower airdam, and some clear lens sections were added to the tail-lamps. The most popular colours appear to have been the metallics in silver, green or blue.
WHICH MODEL?
Engine options included a 1,4i (s-o-h-c) with 54 kW and 118 N.m of torque, a 1,6i (d-o-h-c) with a much higher 80 kW and 147 N.m and the 1,4 HDi diesel with 50 kW and 150 N.m. The diesel engine pulls cleanly from 1 500 r/min and is extremely fuel efficient. Our consumption index worked out to 5,5 litres/100 km!
Luggage space is average for its class: 208 dm3 expanding to a utility figure of 832 dm3 with the rear seats folded. The Pluriel convertible version offered 224 dm3 with a utility volume of 736 dm3.
WHAT TO LOOK OUT FOR
ENGINES
Ignition coils caused rough running and stalling on some early models. Similar symptoms were also due to a need to reprogramme the engine management system. Noisy engines on start-up could just be the hydraulic valve lifters waiting for full oil pressure to silence them. One con-rod failure necessitated a rebuild (under warranty). Starting problems were reported by an HDi owner after 50 000 km. Another noticed difficult starting and noise from the engine, which turned out to be leaking injectors.
Cam-belt changes for the diesel are only due at 180 000 km or 10 years and 80 000 km or 10 years for petrol. We feel the 180 000 km interval could be pushing your luck: rather play it safe and cut it down to 100 000km.
TRANSMISSION
Jerky clutches were criticised by a few owners. The Sensodrive model features an automated manual transmission. Only one owner had a problem with an internal oil leak on the gearbox that led to a slipping clutch and an overhaul.
SUSPENSION, BRAKES AND WHEELS
Some front suspension ball joint and MacPherson strut failures were mentioned, most being repaired under warranty. One owner was happy to cover over 60 000 km without changing brake pads, while another had to have his discs replaced. Brake disc problems are fairly common, possibly due to impurities in the cast iron that can lead to cracks or premature wear.
STEERING
The electrically-powered steering had its share of hassles with some motor “failures” that would rectify themselves after a switchoff and restart. This sounds like an electrical/ connector issue rather than motor problems.
ELECTRICAL
In driving rain, water can enter the engine bay via the windscreen washer jets. This can short out either the ABS unit or the ignition coils. Have this checked and use silicone sealer under the bonnet if necessary. Window switches, especially the more often used driver’s one, had to be replaced on a few cars. One alternator ceased charging the battery at a very low mileage – probably a diode failure that is easily repaired.
INTERIOR
Quite a few respondents mentioned interior rattles, mainly emanating from the facia. A couple of people mentioned an inaccurate (digital) fuel gauge.
BODYWORK
One wiper motor gave up cleaning the windscreen and a couple of sharp-eyed drivers noticed optical distortions in the windscreen glass. Another car had water ingress to a rear light, causing a short circuit. Some Pluriel owners complained about roof leaks, usually from the roof/windscreen fastener.
The seals were improved in 2005 but some reported that the leaking continued. One owner noticed a water leak into the boot area. One entire roof had to be replaced because of the failure of a plastic part that was not available separately…
GENERAL
Some dealers were puzzled by faults such as engine cut-outs that simply did not show up on the diagnostic computer on downloading, making fault-finding much trickier. Parts prices are expensive according to some owners, possibly exacerbated by the fact that many bits have to be bought from the agents and imported from Europe. There are sometimes no substitute options as with vehicles selling in higher volumes.
SUMMARY
French cars have experienced more than their fair share of criticism and faults in the last decade, so we were expecting to find a barrage of disappointment from C3 owners. It wasn’t that bad, however.
One owner of a 2002 Sensodrive had no rattles and reported changing only one set of brake pads, an aircon electrical repair and a clutch servo failure after a high pressure wash allowed water into the system. The total mileage covered was 130 000 km. He would be happy to buy one again, although he was not happy with the dealer service.
TOPICAL TIPS ON BUYING USED
Never underestimate the importance of good, clean oil. As a vehicle gets older, this becomes more and more important if you want to avoid unnecessary engine overhauls. A colleague of ours recently experienced an engine seizure on a fiveyear- old Japanese people mover that would normally do 300 000 km without trouble.
Unfortunately, the parent company was not interested in her tale of woe because she had missed a scheduled oil change. The oil started forming sludge and blocked the oil passages. With the car not yet paid off, this family now has to put the vehicle on blocks until such time as they can afford the price of a rebuild. Two factors are important – the frequency of the oil change and the quality of the oil. Don’t take a chance with cheaper or no-name oil. Stick to a reputable brand from a trusted sales outlet.
