Citroën C6 2.7 V6 Hdi Exclusive
Content
After a long break behind Citroën's last-of-its-kind, not-so-successful XM, which could not be compared (and Citroën did not mention it at the same time) to the DS, SM and CX models, the C6 is now here. Instead of two letters and two numbers (for the engine) with a letter and a number in the name, as we are used to with modern Citroëns, the new French sedan has the name that we have become accustomed to Citroëns in recent years. Letter and number. C6.
These Citroën cars have always been special not only in terms of design, but also in terms of technology. Hydropneumatic chassis, cornering lights. ... And the C6 is no exception. But let's focus on the form first. I must admit that we have not seen anything more unusual on the roads for a long time. Long pointed nose, narrow headlights (with bi-xenon headlights), Citroën-specific radiator grille with two long transverse chrome stripes intersected in the middle by the Citroën logo, an easily recognizable light signature (thanks to the daytime running lights separated from the headlights). described only the nose.
Some people like the C6, some don't. There is almost nothing between them. Even the rear end will not go unnoticed, on which the concave rear window, taillights and, last but not least, the discreet spoiler, which rises at a speed of about 100 kilometers per hour, are the first to catch the eye. And since the C6 is a Citroën sedan and not a German sports car, you can't manually raise the spoiler to show off in the city centre.
Add to that a coupe-shaped roof and glass doors that are frameless, as befits a coupe, and it's clear that the C6 is a car that boasts a specialty of its own. But, unfortunately, only externally.
You just look at the photo. We haven't seen a big jump between the shape of the exterior and the interior in a long time. Outside something special, inside, in fact, just a collection of parts that Citroëns apparently collected on the shelves of PSA Group warehouses. For example, the entire center console is exactly the same as in the Peugeot 607. There is nothing special about it - except that it is difficult to find yourself in a crowd of more than 60 switches, at least at first. To be precise, we have listed exactly 90 driver-operated switches, along with those on the door. And then there is someone who complains that BMW iDrive is complicated. .
Even leaving aside the derailleur shifter, the inside of the C6 is disappointing. Yes, the sensors are digital, but many cars have them. The steering wheel is adjustable for height and depth, but rear adjustment is not enough, as is the longitudinal movement of the electrically (and equipped with two memory cells) retractable seat. And since this seat is set too high even in its lowest position, and its seat feels like it's stiffer in the middle than on the sides (the back doesn't provide much lateral support), two things are clear: it's on that side. The C6 is designed primarily to drive in a straight line, and some drivers find it difficult to find a comfortable position with the steering wheel just for that purpose. Well, in that respect at least, the C6 is a classic Citroën sedan, and so we didn't blame it too much (even those of us who suffered the most). And in the end, it must be admitted that in some places you can find interesting details, say, large secret drawers in the door.
Of course, the too short longitudinal travel of the front seats has another positive feature - there is more space in the back. In addition, the rear bench seat (more precisely: the rear seats with a spare seat between them) is more friendly to live content than the front one. And because they also have their own ventilation controls (besides setting the most desired temperature) and installing the vents is a success, a long haul in the back can be much more comfortable than in the front.
And while the passengers in the rear seats doze comfortably, the driver and front passenger can have fun with the C6's plethora of electronics. Or at least look for buttons that control it. Ergonomics are not only at odds with the number of buttons, but also with the installation of some of them. The most attractive one will be (once you find it) the seat heating switch. It is tucked away at the very bottom of the seat and you can only feel what is going on. At what level is it installed? On or off? You will only see this if you stop and exit.
The space on the steering wheel was used by Citroën engineers for just four buttons for cruise control and the speed limiter (the latter is highly praised for remembering the set speed even when the car is turned off), but it is not clear why they did this. don't opt for the same steering wheel as the C4, that is, with a fixed center section where the driver is fully at hand, radio switches and more, and a ring that rotates around it. Thus, the C6 misses a detail that is one of the most notable features of the smaller C4. Another lost detail for a recognizable (useful or unhelpful) difference.
There are many missed opportunities in it. The electrically controlled parking brake does not release when starting off (like the competition), the volume of a good audio system does not adjust smoothly, but there are too many jumps between individual volume levels, there is a night dimming function on the dashboard, but the engineers forgot that this C6 has a display that projects certain data onto the windshield (Head Up Display, HUD). And since the driver can already read the vehicle speed from these projection sensors, there is really no need for the same data to be displayed on the classic sensors when the dimming function is on. An ideal interior theme plus speed (and some other necessary information) on the projection sensors would be a perfect combination.
On the other hand, in a car for 14 million tolars, one would expect the driver and passengers to get a little indirect interior lighting, just enough so that it would not be necessary to turn on the interior lights at night to find the wallet stored in it. center console. Speaking of recycling, one of the C6's biggest drawbacks is the complete lack of storage space.
There are three storage areas on the center console, two of which are shallow with very flat and rounded sides (meaning you'll be filming content around the cockpit every time you change direction) and one a little deeper. , but extremely small. What good is a drawer under the armrest and two in the door if there is no room to store a cell phone, keys, wallet, garage card, sunglasses and whatever else that normally rolls around the car. How Citroën's engineers and designers were able to produce such a (for that matter) useless interior is likely to remain a mystery. ...
With all this electricity helping to drive the C6, you'd expect the trunk to open and close with the push of a button as well, but that's not the case. This is why (for this type of vehicle) it is large enough and its opening large enough that you don't have to fiddle with even slightly larger pieces of luggage.
As befits such a big Citroen, the suspension is hydropneumatic. You will not find the classic springs and dampers as befits a true Citroën sedan. All work is done with hydraulics and nitrogen. The system has been known for at least a long time and is a Citroën classic: one hydro-pneumatic ball next to each wheel, it hides a membrane that separates the gas (nitrogen), which acts as a spring from the hydraulic oil (shock absorber). which flows between the ball and the "shock absorber" itself next to the bike. Another one between the front wheels and two additional balls between the rear wheels, which provide the chassis flexibility sufficient for all possible conditions. But the essence of the system is given only by its computer flexibility.
Namely, the computer can assign up to 16 different operating programs to the hydraulics next to each wheel, and in addition, the chassis already knows two (manually adjustable) stiffnesses and two basic modes of operation. The first is primarily for comfort, as the computer devotes the vast majority of its work to ensuring that the body is always in the same position (horizontal, regardless of large or small bumps in the road), regardless of the road under the wheels. . The second mode of operation mainly provides tight wheel contact with the ground and minimal body vibration - a sportier version.
Unfortunately, the difference between the two modes of operation is not as great as one might expect. Sport mode does noticeably reduce body lean in corners (the C6 can be surprisingly pleasant in this regard, as the steering wheel is reasonably precise, albeit with too little feedback, and there's less understeer than you'd expect from a car with such a long nose) , interestingly, the number of shocks from the road to the passenger compartment does not increase significantly - mainly due to the fact that there are too many such shocks with a convenient suspension adjustment.
Short and sharp bumps cause a lot of suspension problems, especially at low speeds in the city. We might have expected too much from the suspension, but that feeling of hovering on a flying carpet could not be overlooked until the speed soared.
The gearbox proved that the C6 is not an athlete, despite good steering. The six-speed automatic got into the car along with the engine from the shelves of the concern, like other larger cars of the PSA group (as well as an engine of any other brand). It "differs" by its slowness and lack of response when downshifting unless you engage the sports program, for which you will be rewarded with downshifting even with partial throttle and, as a result, higher fuel consumption.
It's a pity, because the engine itself is a streamlined example of a diesel engine, which, thanks to its fairly good sound insulation and six cylinders, well hides what fuel is driving it. 204 "horses" are lost (again due to the automatic transmission), but the car is still far from malnutrition. With a sporty gear shifting program (or manual gear shifting) and decisive accelerator pedal pressure, the C6 can be a surprisingly fast car that keeps pace with the (slightly weaker motorized) competition quite easily.
On the highway up to 200 kilometers per hour, speeds are gained quite easily, even long distances can be surprisingly fast, and consumption will not be excessive. Which competitor could be a little more economical, but an average test volume of 12 liters is a good enough figure for a nearly two-ton vehicle, especially since even average speed routes didn't get much higher than 13 liters, and an economical driver can turn it against (or below) ten liters.
However, C6 leaves a slightly bitter aftertaste. Yes, this is a really good car, and no, the mistakes are not so big that it would be worth skipping it when making a purchase decision. Only those who want real, classically extravagant Citroën sedans can be disappointed. Another? Yes but not much.
Dusan Lukic
Photo: Aleš Pavletič.
Citroën C6 2.7 V6 Hdi Exclusive
Basic data
| Sales: | Citroën Slovenia |
|---|---|
| Base model price: | 58.587,88 € |
| Test model cost: | 59.464,20 € |
| Power: | 150kW (204 KM) |
| Acceleration (0-100 km / h): | 8,9 with |
| Maximum speed: | 230 km / h |
| Mixed flow ECE: | 8,7l / 100km |
| Guarantee: | 2 years general warranty, 12 years anti-rust warranty, 3 years varnish warranty, 2 years mobile warranty. |
| Oil change every | 30.000 km |
| Systematic review | 30.000 km |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 260,39 € |
|---|---|
| Fuel: | 12.986,98 € |
| Tires (1) | 4.795,06 € |
| Loss of value (within 5 years): | 30.958,94 € |
| Compulsory insurance: | 3.271,57 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 7.827,99 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 60.470,86 0,60 (km cost: XNUMX €) |
Technical information
| engine: | 6-cylinder - 4-stroke V60o - diesel - front mounted transversely - bore and stroke 81,0 × 88,0 mm - displacement 2721 cm3 - compression 17,3:1 - maximum power 150 kW (204 hp) ) at 4000 rpm - average piston speed at maximum power 11,7 m / s - specific power 55,1 kW / l (74,9 hp / l) - maximum torque 440 Nm at 1900 rpm – 2 overhead camshafts (chain) – 4 valves per cylinder – direct fuel injection via common rail system – 2 exhaust gas turbochargers, 1.4 bar overpressure – charge air cooler. |
|---|---|
| Energy transfer: | engine-driven front wheels - 6-speed automatic transmission - gear ratio I. 4,150 2,370; II. 1,550 hours; III. 1,150 hours; IV. 0,890 hours; V. 0,680; VI. 3,150; rear 3,07 - differential 8 - rims 17J x 8 front, 17J x 225 rear - tires 55/17 R 2,05 W, rolling range 1000 m - speed in VI. gears at 58,9 rpm XNUMX km / h. |
| Capacity: | top speed 230 km / h - acceleration 0-100 km / h 8,9 s - fuel consumption (ECE) 12,0 / 6,8 / 8,7 l / 100 km |
| Transportation and suspension: | sedan - 4 doors, 5 seats - self-supporting body - front single suspension, double triangular transverse rails, stabilizer - rear multi-link on double triangular transverse and single longitudinal rails, stabilizer - front and rear with electronic control, hydropneumatic suspension - front disc brakes), rear disc (forced cooling), ABS, ESP, electric parking brake on the rear wheels (button between the seats) - steering wheel with rack and pinion, electric power steering, 2,94 turns between extreme points. |
| Mass: | empty vehicle 1871 kg - permissible total weight 2335 kg - permissible trailer weight with brake 1400 kg, without brake 750 kg - permissible roof load 80 kg |
| External dimensions: | vehicle width 1860 mm - front track 1580 mm - rear track 1553 mm - ground clearance 12,43 m. |
| Inner dimensions: | front width 1570 mm, rear 1550 - front seat length 500 mm, rear seat 450 - steering wheel diameter 380 mm - fuel tank 72 l. |
| Box: | Trunk volume measured using AM standard set of 5 Samsonite suitcases (total volume 278,5 L): 1 backpack (20 L); 1 × aviation suitcase (36 l); 2 × suitcase (68,5 l); 1 × suitcase (85,5 l) |
Our measurements
| T = 12 ° C / p = 1012 mbar / rel. Ownership: 75% / Tires: Michelin Primacy / Gauge reading: 1621 km | |
| Acceleration 0-100km: | 9,6s |
|---|---|
| 402m from the city: | 16,9 years ( 136 km / h) |
| 1000m from the city: | 30,5 years ( 176 km / h) |
| Maximum speed: | 217km / h (WE.) |
| Minimum consumption: | 10,1l / 100km |
| Maximum consumption: | 14,9l / 100km |
| test consumption: | 13,0 l / 100km |
| Braking distance at 100 km / h: | 39,4m |
| AM table: | 39m |
| Noise at 50 km / h in 3rd gear | 54dB |
| Noise at 50 km / h in 4rd gear | 53dB |
| Noise at 50 km / h in 6rd gear | 90dB |
| Noise at 90 km / h in 3rd gear | 58dB |
| Noise at 90 km / h in 4rd gear | 57dB |
| Noise at 90 km / h in 5rd gear | 56dB |
| Noise at 90 km / h in 6rd gear | 55dB |
| Noise at 130 km / h in 4rd gear | 64dB |
| Noise at 130 km / h in 5rd gear | 63dB |
| Noise at 130 km / h in 6rd gear | 62dB |
| Test errors: | unmistakable |
Overall rating (337/420)
Those who want a real Citroen will be a little disappointed with the interior, others will be disturbed by minor flaws. But you can't blame the C6 for being bad.
Exterior (14/15)
One of the freshest exteriors of recent times, but some just don't like it.
Interior (110/140)
Inside, the C6 is disappointing, mostly due to the lack of a stand-alone design.
Engine, transmission (35
/ 40)The engine is great and the transmission is too lazy to downshift.
Driving performance (79
/ 95)Despite the weight and the front-wheel drive is surprisingly lively in corners, the damping is too weak on short bumps.
Performance (31/35)
A good 200 "horsepower" moves the two-ton sedan quickly enough, even when there are no speed limits.
Security (29/45)
Five NCAP stars and four for pedestrian protection: the C6 is the leader in the lineup in terms of safety.
Economy
Consumption falls into the golden mean, the price is not the lowest, the loss of value will be significant.
We praise and reproach
form
engine
consumption
Equipment
front seats
number and installation of switches
Transmission
internal forms
safety
