Citroen C8 2.2 16V HDi SX
Content
The number eight in the name of this car, of course, has nothing to do with the aforementioned eight-year period, but it is undoubtedly interesting that the design of the car has not aged during this time. If that were the case, four brands (or two car companies, PSA and Fiat) would not dare to send it back to market. Since it was not there, they only skillfully modified it, deftly used its potential, retained the wheelbase, widened the track, updated the transmission and significantly expanded it (270 millimeters, that is, more than a quarter of a meter!), But also partially expanded. and lifted the body. Here you go, C8.
It is named so because it is a Citroën. What convinces C8 is more than obvious; who loves the ease of life, who hates the rigid enclosed environment, who emphasizes the design and practicality of the living space, he - if at the same time of course thinking about a limousine (or not) - should go through the C8. Trust me, it's worth a try.
The big Citroën key finally gets its fill: four remote control buttons with locks. Two of them are for unlocking (and locking), the other two are for sliding side doors. Now they open electrically. Yes, we were like children, passers-by looked around with curiosity (and approval), but we will not dwell on the praise of practicality. The debut is long gone, as Americans have known such luxury for at least a decade.
The second pair of side doors reminds me of the Isonzo Front: when we talk about limousine vans, one side is stubborn in classic opening, the other in sliding mode, and the fact is that the front has been idle for at least eight. years. Customers, ultimately the only deciding factor, approve of both in one way or another. And so the "single" PSA / Fiat remains with sliding doors, and the competition - with classic doors.
Yes, electric opening, a large entrance area and little side space required undoubtedly speak in favor of sliding doors. And so our real usability was demonstrated again in our test. It is easy to enter (if you subtract the rather high threshold of the car) in the second row and slightly less in the third row. The test C8 was equipped with only five seats, but its lower section allows for any of the three second row seats in the third row. There are also three-point seat belts and a window airbag.
When you do this a few times, removing the seats after you have acquired the necessary motor skills will be an easy task, but the seats will still be uncomfortably heavy and uncomfortable to carry. But due to the versatility of the second and third rows of seats, this is not something to complain about out loud: each of the seats is adjustable in length, and the tilt of each backrest can be adjusted individually. And you can fold each backrest into an emergency table.
Passengers in the back of the C8 won't be too bad; There is (maybe) a lot of knee room, even the highest ones should not have problems with height, and on the middle pillars, the outermost passengers of the second row can adjust the intensity of air injection. But don't expect in-flight comfort: the seating area is still quite low and the seating dimensions are anything but flashy.
Despite the originality and flexibility of the C8's rear, it is still best suited to front-seat passengers. They are more luxurious, with too flat seats (submarine effect!), But generally comfortable.
Anyone who loves to ride with resting arms will surely be satisfied with the C8, as the door trim on one side and the height-adjustable backrest on the other allow for pleasant rest under the elbows. The steering wheel in (these) C8s is not the best: it is plastic, quite flat, otherwise adjustable in all directions, but slightly pulled down, and the four-rod grip is not the best. This is why the levers on the steering wheel mechanics are impressive, including for controlling the audio system (good) and especially the entire dashboard.
This boldly divides the world into two poles. There are people who, in principle and in advance, reject the central installation of meters, but most approve of them, and our experience is exceptionally good. The distance of the eyes from the road is insignificant, and their visibility is very good day and night. The three circles are edged with menthol or delicate pistachios, along with a hole in the dashboard behind them and uniquely shaped plastic for a refreshing cockpit experience.
It may not be quite a revolution, but it is new and pleasing to the eye.
The ergonomics are not affected by the shape. (Almost) all of the pilot lights are assembled directly behind the wheel and attached to the steering column. Except when you park with a partially turned steering wheel, their visibility is always perfect. In the center of the dashboard are the air conditioning controls, which are logically grouped around a highly visible screen, just above (still like in Evasion, with a cover) the radio and closer to the steering wheel (still) the gear lever. ... In addition, the C8 offers a range of drawers and drawers, but we still lacked two: one that will be air conditioned and one that is universally handy for small items while the driver is sitting behind the wheel. There are no pockets on the backrests of the front seats either, because there are small plastic tables.
The perfectly flat bottom of the car has its pros and cons; as such, it is mainly designed for the flexibility of the seat already described, but it has nowhere to put the bag from the store, and the handbrake lever, located on the left side of the driver's seat, is already difficult to reach. And since it has recently become fashionable to sit high, the bottom of the interior is quite high from the floor. In principle, there are no reservations, only a lady can break a weak seam on a narrow skirt, climbing onto the seat.
The C8 weighs well over a ton and a half, so this body requires a slightly more powerful drivetrain. The C8 tested was a 2-liter, 2-cylinder, 4-valve state-of-the-art turbodiesel (HDi), whose torque was perfectly satisfying. In the city, such a C16 can be alive, allowing you to safely overtake on country roads. It also has enough power to drive it over a wider range of tolerances at highway speed limits. In all of the above cases, the entire mechanics, from the transmission to the chassis, will be friendly.
The C8 is also quite maneuverable, only in the city you can annoy it with its not average external dimensions. At nearly four meters and three-quarters in length, some standard parking spaces become too small. It was in such cases that we remembered the little test C3, which we spoiled with an ultrasonic device for (reverse) parking, but in the C8 test it was not. ...
However, the engine, which otherwise turns out to be great, does not have an easy job; at low speeds it overcomes weight, at high speeds it fights the front surface of the car, and it all comes down to consumption. Because of this, it will be difficult for you to get noticeably less than 10 liters per 100 kilometers; Highway driving, however moderate, will pick up a good 10 litres, city driving 12, and yet our average test was (and with all bases in mind) favourable: it was just a good 11 liters per 100 kilometers.
It would consume a lot more if it was driven into corners, but then the body begins to tilt noticeably, and the engine itself becomes louder above 4000 rpm. The red field on the tachometer only starts at 5000, but any acceleration above 4000 is meaningless; both current (consumption) and long-term. If you follow these tips, the ride will be economical and comfortable, both because of the good cushioning and simply because of the moderate internal noise.
So the C8 can satisfy everyone, from fathers to ladies and their little pranksters. Everyone else who is looking for something other than comfortable, tireless and friendly transport, ease of living, will have to look at at least the other end of the same exhibition hall.
Vinko Kernc
Photo: Vinko Kernc, Aleš Pavletič
Citroen C8 2.2 16V HDi SX
Basic data
| Sales: | Citroën Slovenia |
|---|---|
| Base model price: | 27.791,69 € |
| Test model cost: | 28.713,90 € |
| Power: | 94kW (128 KM) |
| Acceleration (0-100 km / h): | 13,6 with |
| Maximum speed: | 182 km / h |
| Mixed flow ECE: | 7,4l / 100km |
| Guarantee: | 1 year general warranty unlimited mileage, 12 years rust proof |
Cost (up to 100.000 km or five years)
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - direct injection diesel - mounted transversely in front - bore and stroke 85,0 × 96,0 mm - displacement 2179 cm3 - compression ratio 17,6:1 - maximum power 94 kW ( 128 hp) at 4000 / min - average piston speed at maximum power 12,8 m / s - specific power 43,1 kW / l (58,7 hp / l) - maximum torque 314 Nm at 2000 / min - crankshaft in 5 bearings - 2 camshafts in the head (timing belt) - 4 valves per cylinder - light metal head - common rail fuel injection - exhaust gas turbocharger (KKK), charge air overpressure 1,0 bar - cooler charge air - liquid cooling 11,3 l - engine oil 4,75 l - battery 12 V, 70 Ah - alternator 157 A - oxidation catalyst |
|---|---|
| Energy transfer: | front wheel motor drives - single dry clutch - 5-speed manual transmission - gear ratio I. 3,808 1,783; II. 1,121 hours; III. 0,795 hours; IV. 0,608 hours; v. 3,155; reverse gear 4,467 – differential in 6,5 differential – wheels 15J × 215 – tires 65/15 R 1,91 H, rolling range 1000 m – speed in 42,3 rpm XNUMX km / h |
| Capacity: | top speed 182 km / h - acceleration 0-100 km / h 13,6 s - fuel consumption (ECE) 10,1 / 5,9 / 7,4 l / 100 km (gasoil) |
| Transportation and suspension: | sedan - 5 doors, 5 seats - self-supporting body - Cx = 0,33 - front individual suspension, spring struts, triangular cross beams, stabilizer - rear axle shaft, Panhard rod, longitudinal guides, coil springs, telescopic shock absorbers - dual-circuit brakes, front disc (forced cooling), rear disc, power steering, ABS, EBD, EVA, rear mechanical parking brake (lever on the left side of the driver's seat) - rack and pinion steering wheel, power steering, 3,2 turns between extreme points |
| Mass: | empty vehicle 1783 kg - permissible total weight 2505 kg - permissible trailer weight with brake 1850 kg, without brake 650 kg - permissible roof load 100 kg |
| External dimensions: | length 4726 mm - width 1854 mm - height 1856 mm - wheelbase 2823 mm - front track 1570 mm - rear 1548 mm - minimum ground clearance 135 mm - driving radius 11,2 m |
| Inner dimensions: | length (dashboard to rear seatback) 1570-1740 mm - width (at the knees) front 1530 mm, rear 1580 mm - height above the seat front 930-1000 mm, rear 990 mm - longitudinal front seat 900-1100 mm, rear bench 560-920 mm - front seat length 500 mm, rear seat 450 mm - steering wheel diameter 385 mm - fuel tank 80 l |
| Box: | (normal) 830-2948 l |
Our measurements
| T = 8 ° C, p = 1019 mbar, rel. vl. = 95%, Mileage condition: 408 km, Tires: Michelin Pilot Primacy | |
| Acceleration 0-100km: | 12,4s |
|---|---|
| 1000m from the city: | 34,3 years ( 150 km / h) |
| Flexibility 50-90km / h: | 10,1 (IV.) S |
| Flexibility 80-120km / h: | 15,5 (W) p |
| Maximum speed: | 185km / h (V.) |
| Minimum consumption: | 9,9l / 100km |
| Maximum consumption: | 11,7l / 100km |
| test consumption: | 11,2 l / 100km |
| Braking distance at 130 km / h: | 67,6m |
| Braking distance at 100 km / h: | 39,9m |
| Noise at 50 km / h in 3rd gear | 58dB |
| Noise at 50 km / h in 4rd gear | 57dB |
| Noise at 50 km / h in 5rd gear | 56dB |
| Noise at 90 km / h in 3rd gear | 65dB |
| Noise at 90 km / h in 4rd gear | 63dB |
| Noise at 90 km / h in 5rd gear | 62dB |
| Noise at 130 km / h in 4rd gear | 67dB |
| Noise at 130 km / h in 5rd gear | 66dB |
| Test errors: | Scrap plastic air gap inside. |
Overall rating (330/420)
The Citroën C8 2.2 HDi is a very good touring car, although it is true that the seats in the second (and third) row are smaller than the front two, as in all similar sedan vans. He does not have serious shortcomings, perhaps he lacks some equipment. A XNUMX in the middle is the right result for him!
Exterior (11/15)
It has a modern and attractive look, but shouldn't be taken care of.
Interior (114/140)
In terms of spaciousness, the ratings are excellent. Driving position and precision are off the charts. It contains huge boxes and a huge suitcase.
Engine, transmission (35
/ 40)Diesel is undoubtedly the best choice, it may lack about half a liter of volume to perfection. We blame the gearbox for a bit of a jam.
Driving performance (71
/ 95)They were impressed by the road holding, handling and braking feel. Crosswind is of great importance. The steering wheel lacks precision.
Performance (25/35)
If the engine were slightly more powerful, it would also meet more stringent requirements. This is very good under normal circumstances.
Security (35/45)
In fact, there is no shortage of it: maybe a few meters less when braking with overheated brakes, a rain sensor, xenon headlights, taller exterior mirrors.
Economy
In terms of consumption, it is not modest, as well as in terms of price. We predict a loss in value above average.
We praise and reproach
access to the interior
freshness of dashboard design
number of boxes
interior (flexibility, lighting)
conductivity
braking distances
folded seating area
late execution of the order by electricity consumers (pipes, high beam)
heavy and uncomfortable seats
steering wheel
partial unsuitability of some boxes
