Citroen C3 Picasso Review (2009-2017)

Having enjoyed huge success with various iterations of the C4 Picasso, Citroen introduced the C3 Picasso in 2009. A mini-MPV with a similar overall length to a regular supermini hatchback, the C3 Picasso employs a comparatively tall body – which features van-like upright sides and tailgate – to maximise interior volume and create class-leading cabin and boot space.

Although not the most dashing car dynamically, the C3 Picasso is distinctive and, on the whole, very well made.

At its smallest the boot is larger than that of a Volkswagen Golf from the next class up, and with the sliding rear seat pushed forward (but not folded flat), there’s up to 500 litres of boot space, which is comparable to BMW’s 5 Series executive saloon.

Although the C3 Picasso’s seats are mounted high and you sit upright, there’s no shortage of headroom. Even when sitting behind a tall driver, rear seat passengers enjoy ample space for their knees as long as the 60/40 split bench isn’t all the way forward. It can slide fore and aft, either as a single piece or in separate parts, to increase the size of the boot or for limo-level legroom. The rear seat(s) can also be folded flat one-handed to accommodate bigger loads and, in some models, the front passenger seat’s backrest also folds flat so you can carry items up to 2.41 metres long.

There’s criticism from some quarters that the C3 Picasso isn’t much fun to drive and suffers from excessive body roll, but Citroen has instead focused on making its little people mover comfortable and easy to drive. The ride is soft – except on models with 17-inch alloy wheels – and the steering light enough to make urban driving and parking a doddle.

The C3 Picasso’s range of petrol and diesel engines are feisty enough for the character of the car, although they can be a bit vocal on the motorway. The 95bhp 1.4-litre petrol unit offers only insipid performance, so the 120bhp 1.6-litre is a much better choice. Introduced late in the C3 Picasso’s life, there’s also a 1.2-litre turbocharged three-cylinder Puretech engine that develops 110bhp.

All the diesel engines are 1.6-litre HDi turbodiesels, early examples of which being 16-valve units with 90bhp and 110bhp, while from late 2010, cleaner, more efficient eight-valve versions took over, although they had the same power outputs.

The C3 Picasso is available in three basic trim grades – VT, VTR+ and Exclusive. While VT has central locking, electric front windows, and a pair of front airbags, it’s bereft of alloy wheels and – more importantly given the big glass area of the car – air-conditioning. The VTR- gives you the latter plus 16-inch alloys, side airbags and cruise control.

Move up to the Exclusive and the aircon becomes dual-zone climate control, there are electric windows in the rear, automatic wipers and lights, rear parking sensors, and the backrest of the front passenger seat can be folded flat to accommodate extra-long loads.

Diesel versions of the C3 Picasso require servicing every 12,500 miles or 12 months, while the petrols can stretch it out to 20,000 miles. It is, however, worth having an annual oil and filter change on cars that are outside their warranty period. Citroen runs its own fixed-price servicing scheme for cars older than three years, and main dealer servicing costs are generally reasonable, even if prices are typically lower at good quality independent garages.

In modest driving, the front brake discs should last about 45,000 miles before they need to be replaced. On older models with high mileages, the clutch is probably getting a little tired, and they can be expensive to replace. Alternators may also be feeling the strain by now.

Official fuel consumption figures suggest that the 1.4 and 1.6 petrol engines will give you 44-47mpg, with the more modern three-cylinder 1.2-litre Puretech pushing up that figure to 55mpg: the diesels are quoted to achieve between 58 and 74mpg. However, many owners report being disappointed with actual fuel consumption, with the diesels more likely to return between 55 and 60mpg.

Diesel-engined C3 Picassos fitted with a DPF (Diesel Particulate Filter) which are not driven often at high revs and at speed, run the risk of the filter failing to ‘regenerate’ – essentially burning off the trapped particulates – and becoming blocked. The back pressure this creates in the exhaust system can damage the turbocharger, while the diesel fuel that assists in the regeneration process may be forced into dripping down into the engine sump, diluting the oil and bloating the amount in the system. If you tend to do short journeys, then get yourself a petrol-powered Picasso, or you may need to pay for a forced regeneration, or for cleaning the DPF.

Leaking windscreen washer reservoirs can cause damage to the car’s fusebox – Citroen has replaced many of them – and exhaust brackets are starting to fail with age. Also known to fail is the electric motor on the electric power-assisted steering (EPAS), and if you’re lucky you might find that Citroen is willing to carry out a free replacement as a goodwill gesture on cars up to eight years old and with up to 80,000 miles on the clock.

The C3 Picasso’s gearchange is notoriously notchy as it is, but there are several reports of premature gearbox failures, as well as faulty clutch master cylinders. Sometimes, the engine cooling fan continues to run after the engine has been turned off: this is a software glitch that should by now have been sorted by a Citroen dealer.

Cambelt failure is a known, if not common, issue with the 1.2-litre Puretech petrol engine, together with fuel pump failure, while turbodiesel models also suffer from problems with the exhaust gas recirculation valve (EGR), mass air flow sensor (MAF), and electronic turbo valve: there are also reports of engine oil leaks and fuel injector woes.

On early examples of the C3 Picasso, the rubber seals around the taillights are starting to perish and let in water. Suspension component wear is starting to become more commonplace, most notably the front top mounts and rear trailing arms.