Citroen DS3 Cabriolet 2013 Review

It makes sense to introduce the Cabriolet variant first; the DS3 hatch has been a relative success in Australia, holding 13.2 per cent of the Light Car under $25,000 segment; good enough for third place in the category, behind the Alfa Romeo MiTo and Peugeot 208.

With the cutting-edge styling of the hatch largely intact, plus the added benefit of open-air motoring, the DS3 Cabriolet stands to be the modern, edgy choice in the small drop-top segment (see Competitors, below).

An initial 2013 allocation of 90 units is earmarked for Australia (supply is a potential issue, given the model’s success in Europe). Sime Darby aims to increase local flows in the longer term, but it needs the sales to justify the increase. Is the DS3 Cabriolet capable enough to get bums behind wheels?

PRICE AND EQUIPMENT

Standard equipment includes black cloth trim with piano black interior highlights, rear parking sensors, LED DRLs (and interior mood lighting with courtesy lamp), front fog and rear 3D LED lights (a trailblazing feature Citroen hopes to patent), 16-inch alloy wheels with space-saver spare, leather steering wheel with satin chrome insert, cruise control with speed-limiting function, CD/Mp3/Bluetooth capable audio system, auto air conditioning, tinted rear windows, six airbags, and aluminium pedals and foot rest. You also get a curious in-dash air freshener – a case of French quirkiness too far?

The DSport Cabrio (available from $32,990 plus on-road costs) gains the turbocharged engine (see Mechanical¸ below) from the $29,740 DSport Hatch, along with its six-speed manual gearbox. There is no automatic option available.

In addition to the DStyle, DSport gains carbon-look trim, sat-nav, 17-inch black alloy wheels, ‘Hi-Fi’ sound, chrome-tipped dual-outlet exhaust and floor mats.

The multiple-layer canvas hood, standard on both specifications, has a unique, three-stage opening system and benefits from a glass rear screen with defroster. Operated via a roof-mounted switch, just like a sunroof, the roof can be fully opened in 16 seconds at speeds of up to 120km/h.

Impressively, the extra architecture required to fit the roof has added only 25kg to the DS3 hatch’s kerb weight (to 1208kg for DStyle and 1231kg for DSport).

As standard, both variants receive a Noir Onyx (call it plain black) canvas roof trim. Bleu Infini (blue) is available for $800 on either model, while Gris Monogram (grey with a patterned weave) is also an $800 option but is set for DSport only.

Shared options for either grade include Metallic Paint ($800), leather trim ($2000) and, for the DStyle, the sat-nav/Hi-Fi pack from the DSport ($2000). In all, 15 colours are offered and 45 colour/trim combinations are available.

Both models will benefit from Citroen’s capped-price servicing plan, which offers three years or 60,000 kilometres of cover (whichever comes first) for $360 per service. Service intervals are 20,000 kilometres.

The 1.6-litre naturally-aspirated four-cylinder petrol motor produces a lethargic 88kW/160Nm. This lack of spice could have been masked by a manual gearbox option; however the four-speed automatic further highlights the engine’s shortcomings.

This combination returns a claimed 6.7L/100km on the combined cycle. At launch, we saw a figure a whole litre (7.7L/100km) above the claim, a legacy of how hard the mechanical package has to work in naturally-aspirated form.

Stepping up to the DSport, a degree of the expected sophistication returns. Its smooth 115/240Nm 1.6-litre four-cylinder turbocharged unit is part of the joint PSA/BMW engine program which has netted seven International Engine of the Year gongs in succession.

Coupled to the six-speed manual gearbox (there’s no auto available), it returns a claimed 5.9L/100km fuel usage. We achieved 6.2L/100km at launch.

Both models feature electrically-assisted power steering and four-wheel disc brakes, vented at the front. Tyres are 195/55/R16 with Energy Saver Michelins on the DStyle; 205/45/R17 Bridgestone RE050As on DSport, indicating their intended driving experiences.

PACKAGING

Moving to the rear there remains good cabin width. Two adults could fit in, despite uncomfortably cramped rear head room, but the middle seat could only be safely occupied by a child. The front seats sit high, offering rear passengers ample foot room, while legroom is good for the class.

Boot capacity is listed at 245 litres, the largest in this class, and is accessed by a unique boot release which slides the rear panel upwards rather than outwards. While it looks the part, it can’t hide that the opening aperture is quite high-mounted, small, and narrow, making it difficult to drop luggage into.

The roof itself is simply a joy to use, with a pop-up mesh wind deflector reducing buffeting.

At the time of writing, the Cabriolet had yet to be tested by ANCAP or the Euro NCAP equivalent, however the near-identical Hatchback has received the full five stars from Euro NCAP.

Fiat’s four-seat 500 Cabriolet is available from a miserly $17,900 in ‘Pop’ form, but its 51kW/102Nm and ancient robotised manual gearbox means it’s outgunned in this company.

Stepping up to the $20,800 500C S brings 74kW/131Nm and more substantial standard equipment, but the DS3 DStyle Cabriolet remains far more spacious, as well as being more powerful.

Leaping ahead in the price game is the Abarth Esseesse version of the Fiat 500. From $38,990 it is more powerful than the DSport but remains far less practical, and remains saddled with the automated manual transmission.

The MINI Cooper Roadster is available from $37,490 and is a more spacious proposition than the Fiat. Its 90kW/160Nm shades the DS3 DStyle but falls behind DSport in the power stakes. The MINI Cooper Cabriolet is still more expensive starting at $40,350. Its boot capacity is almost half that of the DS3, at 125 litres, and it only has four airbags.

On value for equipment terms, therefore, the Citroen DS3 range makes a compelling on-paper case.

Starting with the DStyle, it was immediately apparent that the auto-only naturally-aspirated drivetrain was the weak link. The engine’s delivery was flat and uninspiring, though thankfully not overly obtrusive to the cabin.

Exacerbating this flat delivery was the slow-witted gearbox, which had a curious, almost-CVT like feel through second gear, like the torque converter was progressively locking up.

The engine would rev with little forward motion and then suddenly drive would be taken up with more meaningful thrust. Sport mode allowed the gearbox to change down for engine braking, which was an unexpected bonus on downhill runs.

The DStyle rode very well but larger bumps upset it. Indeed, some scuttle shake was felt over multiple compressions with steering lock on. Body roll was also prevalent, the steering lacking initial incisiveness, like it was a half-second behind your steering input.

Roof-up, vision was exceptional, thanks to large side-rear glass. When the roof was in its lowest position, however, rear vision became restricted by the stack of canvas.

The reviewed DStyle had the sat-nav/HiFi pack, leather seats and with the blue soft-top, which gave it a distinctive look. Seating was comfortable and roof-down motoring was pleasant, though there was some wind intrusion coming through the deflector. In closed form, the economy-biased tyres let in some road noise, but it was no worse than that experienced in the Fiat 500C.

Bluetooth connectivity -- a simple enough process in theory, requiring the pressing of a button -- proved problematic for my iPhone, the connection twice timing out while I was waiting for a PIN code to present itself.

Stepping up to the DSport was a vast improvement, the $2000 premium more than justified by the improvement in standard equipment, let alone the fact its engine is far superior.

We sampled a standard DSport, which incredibly carried a list price of $32,990 (plus on-road costs) which is cheaper than the fully-optioned DStyle already discussed, its $4800 of options bringing total price to $35,790 (plus on-road costs).

The DSport was immediately firmer-riding and keener in its responses, the larger wheel/tyre package offering more grip. Roll was decisively reduced, though the ride maintained a modicum of civility. Frustratingly, though, on busier surfaces the damping became confused, lacking the rebound necessary for the DSport to regain post-bump composure.

Indeed, there was an over-riding feeling of untapped chassis potential… it’s a pity we can’t get the DS3 Racing, due to homologation issues.

Braking was less inspiring, the pedal feeling leaden, while ultimate retardation was unimpressive.

Engine delivery nicely matched the DSport’s warm-hatch credentials, being strong on response and low-down torque. Higher in the rev-range, however, it felt restricted; the same engine in the Peugeot RCZ generates 147kW/275Nm, and with a little damper tuning the DS3 could comfortably put that power down. The manual gearbox was notchy, fun and a nice match for the engine, encouraging you to make regular use of its six ratios.

As an ownership proposition, it feels like Citroen missed a trick by having the DStyle in auto-only form. A manual ‘box would be a far nicer fit for the atmospheric engine, however the target market is likely to not want to shift gears themselves. If you can compromise on the gears, we’d strongly recommend selecting the turbo manual, for its added value and more entertaining drive experience.

It will be fascinating to see how the DS3 Cabriolet competes with the retro market establishment. It certainly looks the part, and is nicely finished for the money. Whether that translates to sales is something that remains to be seen.

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