Martin Česenj je napisal/-a:V zenitu

Tekmovalnost v nižjem srednjem avtomobilskem razredu je prevelika, da bi se bilo vredno šaliti z njo. Zato hoče biti novi C3 resen, a tudi rahlo nenavaden avtomobil. Drugačen od drugih; vznemirljiv, a brez tveganja; in z zenitno tridimenzionalnostjo, brez zdaj tako zelo modernih kinematografskih očal.

Seveda je o zenitnosti (tudi in predvsem in v besedni povezavi s panoramsko prednjo šipo Zenith) moč govoriti le s prednjih sedežev v opremo Exclusive odetega C3 (testni avto), ali pa, če ste za upognjeno in zgoraj nežno zatemnjeno steklo pred in nad očmi voljni doplačati 400 evrov. Bolj letalski kot kabrioletski občutek pod njo je, po moje, reden svojega denarja, predvsem, če je Ona romantična duša in znata družno izkoriščati dnevne ter nočno-astronomske-in-še-užitke. Tudi semaforske ukaze je izpod te kupole laže nadzorovati, zoper premočno sončno ali ulično bleščavo pa je – hvala Citroenu – na voljo ročno potezni stropni vložek, z dokaj običajnima senčnikoma vred, ki zna seči do povsem običajne okenske višine. In tudi brisalnika sežeta zgolj do tam. Zaradi pomične strešne zasnove, so se morali odreči ročajema nad vrati in sredinsko nameščenim bralnim lučem (zdaj so, dokaj medle, ob straneh), notranje vzvratno ogledalo pa sameva kot „leteči krožnik“ tam nekje, „na nebu“. Svetlobe v tem avtu je vsekakor dovolj, včasih tudi preveč, še posebej, če štejem tudi delni „alu look“ armaturne plošče ter njeno zloščeno sivo in črno ohišje, ki se utegne odvečno bleščati vozniku v oči.

Dolgonogi voznik se – navkljub štirismerno prilagodljivemu volanskemu obroču in dovolj vzdolžno pomičnemu sedežu – pritožuje nad neudobno bližino pedalov, da je obod volanskega obroča tangencialno prirezan ni razumnega (razen postavljaškega) razloga in, da je komolčnik med prednjima sedežema previsok, je tudi takoj jasno. Je pa kokpit vseeno dosti priljudnejši, kot se po pravkar naštetih očitkih zdi. Prednja sedeža (odeta v blago in alkantro) sta ergonomsko in oprijemsko temeljita, tudi volanski obroč je s temeljnima oprijemališčema rokama zelo po volji, merilniki so zlahka berljivi ter, družno s večino stikal, zdajšnjim okusom primerni, le zaradi stikala višine žarometnih snopov (na volanskem drogu) se zdi pametneje izstopiti, kot pa da si skrivite vrat med sklanjanjem, da bi ga videli. Vzorno lahkotna in natančna, čeprav z razmeroma dolgimi gibi, je prestavna ročica pa tudi voznikova dnevna vidljivost bi bila (predvsem na račun velikih zunanjih ogledal) vredna pohvale, če je ne bi kazila preveč stasita in povrh še upognjena prednja strešna opornika. Žarometne lastnosti med nočno vožnjo pa tudi niso briljantne. Čeprav je novi C3 daljši in širši od predhodnika, je kolenska dolžina pred zadnjo klopjo le za 3 centimetre daljša. Ampak, ker je ospredje prednjega (desnega) sopotnika, s predalom vred potisnjeno daleč naprej, je tako pridobljeni vzdolžni prostornosti možno prilagoditi tudi vzdolžno nameščenost sedeža; pa tako znatno udobneje sedi tudi sopotnik za njim. In prtljažnik? V osnovi in razredno povprečno velik; s kletjo brez nadomestnega kolesa in tudi povečljiv: a, ker je sedalo zadnje klopi enodelno, je moč zganiti (ne pa tudi zložiti) le po tretjini deljivo naslonjalo, pa sat prtljažniški „stopnici“ kar dve:tik za tako prepognjeno klopjo in ob pragu, pod oblimi (dovolj visoko) dvižnimi vrati.

Njihova oblost je zvesta v celem jajčasti karoserijski obliki, ki se ji tudi tokrat niso odrekli. Je pa, ko štejejo podrobnosti – temeljiteje dodelana in tudi izdelana. Ugaja agresivnejši nos s spretno oblikovanima žarometnima skupinama, zajetnim tovarniškim znakom med njima in obilno hladilno masko pod njim, ugajata bočni vdrtini tik nad pragovoma, ugaja obla streha, ki jamči tudi dovolj notranje višine, ugaja pa tudi zadek z bumeranskimi lučmi, umirjeno podobo in diskretnim spojlerjem nad zgornjim robom šipe.

V aerodinamično prijaznem nosu je tokrat 1.4-litrski bencinski kratkogibni štirivaljnik, lahke gradnje, z dvema odmičnima gredema in s prilagodljivim ventilskim krmiljenjem, z visoko kompresijo, z izjemno mirnim in tihim prostim tekom ter po okusu norme EU5. V spodnji polovici celotne hitrostne zmogljivosti sta z menjalnikom odličen par: odzivnost motorja in kratkost prestavnih razmerij se združujeta v prožnost in nepotrebnost nenehnega pretikanja v nižje prestave (pri tem so dobrodošli tudi varčevalni nasveti z armaturne plošče), ko pa hitrost postane odločnejša, šeste prestave pa žal ni, so vrtljaji (dovoljeni do največ 6200/min) stalno visoki, motor je opazno glasnejši, izpuh pa še bolj rezko slišen od njega. In poraba goriva, jasno, ni več ravno nežna. Strašljiva (upoštevaje, da je bil testni avto še zelo neutečen) pa tudi ne, zato vseeno menim, da izbira tega stroja ni napačna.
Rahlo dvolično je tudi podvozje med elegantno velikimi kolesi z zamolklo sivimi platišči ter nizkopresečnimi gumami na njih: na kratko in nizko zgubanem asfaltu so udarci izpod pločevine preveč glasni; na daljših cestnih „valovih“ so nihanja vzmetenja in blaženja sicer neškodljiva, a včasih moteča; ko pa smo v zgodnjepomladanski noči ta C3 zapeljali med testne stožce, se je izkazal z lastnostmi, povsem enakimi in celo boljšimi kot pri marsikateremu dosti bolj športnemu avtu. Resda je bil prvi med letošnjimi testnimi avtomobili obut v letne gume, kar je oprijemu na grobem in suhem asfaltu, navkljub drugačnim teorijam, nedvomno prijalo (tudi zavorne poti so to dokazovale); povrh tega pa ni imel ESP (ta je serijsko samo v kombinaciji z Exclusive Hdi 110 FAP, pri vseh drugih različicah pa zahteva 350 € doplačila) pa je bil nadzor voznikove odločnosti manjši, povprečne hitrosti z losovega testa in slaloma pa večje. Lega vozila na cesti je v takšnih okoliščinah skoraj povsem nevtralna, rahla begosumnost zadka je smeri v ovinkih celo v prid, je pa jasno: na spolzkih tleh je trakcija občutno manjša, nos smerno zahtevnejši, ESP pa bolj pogrešljiv.
Bolj mestno kot športno je tudi odzivanje elektrificiranega volanskega servoojačevalnika, ki je v prid predvsem lahkotnosti dela z njim, manj pa povratnim informacijam s ceste. Ampak vozniki, še bolj pa voznice, ki segajo po avtih te vrste, niso dirkači, zato volanskega obnašanja ni vredno šteti med napake. Se pa velja ozreti k opremi, ki poleg že omenjene prednje šipe – obsega še šest zračnih vreč, potovalni računalnik, osebne nastavitve, Bluetooth, radio-MP3, tempomat in omejevalnik hitrosti, osvetljenost čevljev voznika in desnega sopotnika, usnje na volanskem obroču, samodejno klimatizacijo in hlajeni predal, kromirane karoserijske detalje (tudi kljuke vrat), zadenjska parkirna tipala, prtljažno mrežo, dodatno zatemnjena stekla, (samodejno) zložljivi in greti zunanji ogledali; in tako dalje (doplačilno pa še svetlomodro karoserijsko barvo, komunikacijske priključke in že pohvaljena platišča).

Prepričljiv pa je tudi občutek, da utegne zenitni položaj tega Citroena trajati; tudi zaradi diskretne ekstravagance in navkljub številnim tekmecem, kot so Corsa, Clio, Fiesta, Mazda 2, Peugeot 207, Polo,... Navsezadnje je prejšnji model na vsem svetu našel dva milijona, v Sloveniji pa skoraj devet tisoč kupcev. In prodajna repriza se prav lahko zgodi.

TEHNIČNI PODATKI

MOTOR
Bencinski, 4 – valjni, vrstni, 16 ventilov. 1397 ccm, 70 kw (95 KM) pri 6000/min, 135 pri 4000/min. Elektronizirano vbrizgavanje goriva. Poraba goriva (EU) 7,6/4,8/5,8 l/100 km.
CO2: 134 g/km. EU5
PRENOS MOČI
Pogon na prednji kolesi. Ročni, petstopenjski menjalnik. Gume 205/45 R 17 (Michelin).
PODVOZJE IN KAROSERIJA
Spredaj vzmetni nogi, trikotna prečna vodila, stabilizator. Zadaj poltoga prema, vzdolžna vodila, vijačni vzmeti, teleskopska blažilnika, stabilizator. Spredaj kolutne (prisilno hlajene), zadaj bobnaste zavore, ABS, EBD, zavorna pomoč. Volan z zobato letvijo, elektro-servo, 3,0 zavrtljaja.
Limuzinski kombi, 5 vrat, 5 sedežev. Cx=0,31. Dolžina 3,941 m, širina 1,728 m, višina 1,524 m. Medosna razdalja 2,466 m. Rajdni krog 10,5 m. Prtljažnik (normno) 300/1120 l. Gorivo 50 l. Mase: prazno vozilo 1075 kg, obtežba 501 kg, prikolica z zavoro/brez zavore 900/570 kg.
CENA
Osnovna cena: 14.050 €
Testno vozilo: 14.890 €



NAŠE MERITVE

NAJVEČJA HITROST
184km/h
POSPEŠKI (s)
0 – 60 km/h...............................5,0
0 – 80 km/h ..............................7,8
0 – 100 km/h .............................11,7
0 – 120 km/h..............................17,0
0 – 140 km/h..............................24,5
1000 m brez zaleta......................33,3 (155 km/h)
PROŽNOST (s)
50 – 90 km/h (IV).........................11,5
90 – 130 km/h (V)........................19,0
VODLJIVOST (km/h)
Losov test (povprečno).................68,4
Slalom 15 m (povprečno) ................52,2
ZAVORNA POT (m)
Od 100 km/h...............................38,6
PORABA GORIVA (l/100 km)
Normni krog................................6,1
Testno povprečje..........................9,4



OCENA
+ karoserijska oblika in aerodinamika; uglajenost in zmogljivost motorja, lahkotnost menjalnika; voznost, vodljivost, okretnost, zavore; kokpit; prednja sedeža; klimatizacija; preglednost merilnikov; prednja šipa (pogojno), pomični strešni vložek; oprema; poraba goriva (normni krog AFM); končna obdelava;
- ni ESP; zgolj petstopenjski menjalnik; neprilagodljivi zgornji oprijemališči prednjih varnostnih pasov; posoda za gorivo s ključem; slabo zložljiva zadnja klop; ni nadomesntega kolesa; visok prag prtljažnika;
Napake testnega avta: brez napak.

esem je napisal/-a:C3 je sodeloval v nekoliko nenavadnem primerjalnem testu v nemškem Autobildu (in le nalo zaostal za Astro ter imel najboljše razmerje "točke/cena")
http://www.autobild.de/artikel/duster-g ... 84778.html

BBS je napisal/-a:Kako privlačno-ergonomsko-udobna mi deluje zadnja klop

(klop)

fiatpowered je napisal/-a:

BBS je napisal/-a:Kako privlačno-ergonomsko-udobna mi deluje zadnja klop

(klop)

Sej zadi sedijo samo tisti ki niso nič za avto dali, ali pa otroci v otroških sedežih.

evo magazine je napisal/-a:The Clio’s biggest rival up until now has always been the Cooper S, and that’s where I head now. You sit wonderfully low down in the Mini, with your legs stretching out more horizontally than in the other cars and the steering wheel pretty much wherever you want it thanks to a fantastic range of adjustment. The only blot is that the sports seats should locate and hold you better and you can end up clinging to the wheel tighter as a result.
John Hayman has leapt into the DS3 and so I follow him out of the car park. To be honest I’d rather hoped to get in front of him. The Mini is quicker to 60mph and feels like it ought to romp away from the CitroΫn down a B-road.
As soon as you pull away it feels involving – the steering is positive, the 172bhp engine feels like it’s bubbling over with more energy than the front wheels really need, and there’s a healthy positivity to the controls that makes you feel like the Mini wants to be driven. The Sport button, as ever, is a mixed blessing, as the steering feels better with it switched off, the engine better with it switched on.

By the first corner, though, it’s obvious that following the CitroΫn will be no easy task. The Mini is unsettled almost straight away. Bumps see it fidgeting and giving lumpy feedback through the steering, the traction control is constantly flickering until I turn it off, and the back end is all too happy to swing round slightly unnervingly. It’s exciting but slightly more so than it should be and it’s a relief to reach the smoother section of road further up, where the S becomes more consistent and enjoyable.

After ten minutes, the DS pulls into a lay-by to turn round (impressive turning circle) so I signal to John that I want to swap cars. Hayman looks utterly relaxed and unflustered as he hops out, despite not having had a Marlboro for at least five minutes. When I enquire how hard he was trying he says, ‘Not very. I didn’t even trigger the traction control.’

As I get into the DS3 I discover he’s even had the radio on. And the interior smells nice. I let him lead again in the Mini. Although they share a common engine, the turbocharged 1.6 isn’t as characterful in its detuned CitroΫn form and you wring it out a little more concertedly at the top end. However, there’s more than enough low-down torque to trigger axle-tramp from the soft, long-travel front end, and the DS3 doesn’t seem to lose any appreciable ground as we accelerate away down the first straight. The gearshift is excellent, with a nice natural feel around the gate and none of the floppiness we’ve come to expect from CitroΫns.

In the corners it’s all very relaxed, almost a little too relaxed to be a truly involving drive, with the front end seeming a little aloof, but there’s absolutely no problem sitting behind the Mini and, indeed, it never even occurs to me to turn the ESP off. The steering doesn’t give a lot of resistance and confidence on turn-in, but as soon as the suspension is loaded up you get light and subtle feedback relaying a very clear picture of what the front tyres are doing. It’s hugely impressive.

J.Clarkson je napisal/-a:My review this morning is powered with hindsight. You see, when I first drove the new Volkswagen Beetle, I thought it was a very clever idea: to clothe a Golf in a modern interpretation of the old Beetle. And garnish the finished product with a vase.

I still think the vase was a good idea. I like the idea of having a small bunch of forget-me-nots in the car. It goes well with my Will Young CDs. But I’m afraid that the idea of raping the past to feed the future will inevitably lead us all into a cul-de-sac. No, really. If all we ever do is reinvent what’s gone before, progress will end.

See the Jaguar S-type for details ...

And quite apart from the aesthetic debate, I wonder, really, if it was a good idea to bring back a car as nasty as the Beetle. That it sold in such vast numbers — 21m were made — is not testament to its design brilliance so much as to the average customer’s stupidity. The engine was in the wrong place, the rear suspension was a recipe for disaster, air is not as good a cooling agent as water and the shape is all wrong. Pretty much what you’d expect, really, from a car designed in part by Hitler.

I realise, of course, that the new Beetle has been plagued with none of the original’s design flaws. Its engine is water-cooled and in the front, the suspension is normal and it wasn’t designed by a Nazi. But it is built by Mexicans. And I’m sorry but they can’t even make a plate of mince properly so what possible chance do they have with a wiring loom?

And, puh-lease, let’s not get sidetracked by Herbie, shall we. Herbie was a menace. A car with a mind of its own. No one wants that. Or we’d all have Alfas.

Of course, we have the Mini and the Fiat 500 as rivals to the Beetle. I like both of them very much. But what will their replacements look like? Modern interpretations of, er, what exactly?

Designing a car to look like something else from the pages of history is not sensible. It would have been like designing a CD player to look like a turntable. Why would you do that?

And that brings us nicely to Citroën’s new DS3. Does it look anything like the original DS? No. Are there any hints of the 2CV? Absolutely not, and we can all thank our lucky stars for that. Wisely, Citroën decided to look to the future and in doing so it has created motoring’s equivalent of the iPod.

And what makes the achievement so notable is that the DS3 — there was no DS2, by the way — is closely based on the rather dreary C3. I’m not just talking about the bits you can’t see, either. The windscreen, the front wings and the bonnet are all shared, too. I’ve looked hard and you absolutely can’t tell.

Partly, this is because of the wildly kinking B pillar. Partly, it’s because the roof is a different colour and appears to be floating on a sea of glass. And partly it’s because the car I tried was egg yellow. The combination of all this visual stimulation means this car is like a Mexican’s chilli-infused lunch. Sweating and with crossed eyes, you don’t notice that you are eating a rat’s bladder.

It’s much the same story with the way the DS3 drives. The sensible, rational part of your mind tells you that it must be like the standard C3. It’s the same car. So it should feel like you are driving around in Eric Pickles. And, sure, the gearbox is a bit gratey, and you do tend to pitter-patter over crappy road surfaces in a most un-Citroën-like fashion. But, thanks to a few tiny tweaks to the steering and suspension, the DS3 feels like a Mini. It feels brilliant.

The only other car I’ve ever wanted this badly before I drove it was the Aston Martin DB9. And that’s before Citroën brings out a 193-horsepower DS3 “racing” version later in the year. I want that more than I don’t want lung cancer.

If I could single out one thing on the car I drove, I’d go for the engine. It’s the same 1.6 you find in various Minis and Peugeots but it seems to work best of all in the DS3. It revs like a Magimix chewing on nothing but consommé and, thanks to its 150bhp, 0-62mph is dealt with in just 7.3 seconds.

This morning the sun was shining and, for the first time in ages, I went for a drive. Remember those? When the purpose of your journey was the journey itself? It was worth it.

There was no torque steer, and there wasn’t so much power that I went into every corner with puckered buttocks. Everything just felt perfectly in tune with everything else. Except for the satellite navigation system. I don’t know what happened but I pressed a button, it went off the screen and because I didn’t have my glasses I couldn’t get it back again. No matter. Because I was lost, I was able to do more driving.

And as I did more driving, I noticed something else. It felt very well screwed together. Let me just say that again. This is a Citroën and it feels extremely well screwed together. No one has ever said those words before. Perhaps it isn’t very well screwed together but it feels that way because it’s so quiet. Unlike a Fiat 500, this is a car in which you could do long distances, no problem at all. And unlike a Mini, it has space — just about — in the back for teenagers.

I even liked the dashboard. It’s completely mad and at a glance you can’t work out what anything does or what the dials are saying — you could very easily run out of fuel, for instance. But compared with the dreary, plasticky, home-brand, low-rent rubbish you find in most hatchbacks these days, it comes as a welcome and joyous change.

But here’s the thing. The car you buy needn’t be anything like the car I drove because the range of aesthetic options beggars belief.

To understand what I’m on about, you should visit Citroën’s website and spend some time playing around with its car configurator. You choose the engine — you can even have a diesel that does more than 70mpg — and then you can spend hours selecting bits of trim and colour combinations.

You can choose what colour roof you’d like and whether you want it finished in a zebra-skin pattern. You can select a carbon-fibre-look dash or one in white. Same goes for the gearlever, and even the air freshener. How funky would sir like the wheels? Slightly or very?

Quite how the production line is geared up to cope with such a massive range of options, I have no idea. But then I don’t care. Will Citroën lose money as it tries to accommodate everyone’s wishes? I have no shares in the company so I’m not bothered. All I know is that when you’ve finished designing your car, and it’s there on the screen with its chromed door mirrors and its zebra roof and its yellow seats, you just think: “I don’t care how much that costs; I must have it. I must.”

Ah, yes, cost. It’s tricky, of course, because of those options. Prices start at £11,700 and rise to £15,900 for the car I was driving. But “start” is the operative word here. By the time you’ve finished making merry on the internet, you’ll probably add £1,200 to the base cost. That would make the DS3 more expensive than a Mini. And that’s fair enough because this is the best of the small cars by a very, very long way.

THE CLARKSOMETER

Clarkson's verdict
Motoring’s equivalent of the iPod

malo surfam nokoli, ker čisto potiho, ter navkljub krizi, pomanjkanju denarja in dejstvu, da (sem ga parkrat srečal "head on" na cesti) mi s tistimi ledastimi škrgami po sprednjih vogalih zgleda istočasno grozno in kretensko tumplasto, še zmeraj nekak upam, da ga bom enkrat v bodoče zapeljal v svojo garažo... .

iKst je napisal/-a: Da te potolažim, LED diode se da izklopiti. Oz...ko gorijo kratke luči so ledice ugasnjene. Meni so sicer všeč.

Drugače pa je avtek zakon. Manj športen od Minija, počasnejši od Cliota, ampak vseeno dovolj športen za občasne izpade in dovolj udoben ter uglajen za vsakodnevno vožnjo. Pa presenetljivo kvaliteten. Ne samo za Citroenove standarde, ampak nasplošno.

~toMmy~ je napisal/-a:Bo treba enkrat na testno vožnjo, ampak po vsem kar sem prebral o DS3 in tudi Cliotu, me spomini na vožnjo z Minijem še vedno premamijo. Tisti avto je pa tako prekleto zabaven za vozit!

drugmirko je napisal/-a:ja... ni glih Mini... ni tako brezkompromisno "gokartovski"... ampak, če se pelje za približno 30% slabše kot Mini, je ob tem početju ziher vsaj 2x udobnejši! nekak tako, kot je rekel Clarkson... volan ni tako neposreden in trd, motorja ne razganja od moči tako brutalno, in v ovinek se ne "strmopizdiš s tako stisnjeno ritjo" kot v Miniju... zato pa vse lastnosti avta delujejo popolnoma "uglašeno"! nič ne izstopa na račun česa drugega, tako kot pri Miniju, kjer na račun voznih lastnosti trpi vse, od udobja, do prostornosti v avtu in prtljažniku...

drugmirko je napisal/-a:probej... predvsem THP150, ki ma končno tudi spodoben menjalnik.