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CITROËN C6 TEST
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Citroën C6 2.7HDi V6 Exclusive Automatic
test
How
does one approach testing the C6? One
could compare it with its
predecessors or one could compare it with its
peers. Or one could
judge it on its own merits. The latter
approach is probably the
most reasonable since it is unlike its
predecessors and also unlike its
contemporaries. However, most people like
some sort of
benchmark. And people visiting this site
are likely to wonder how
it stacks up when compared to the XM, CX and
DS. Unfortunately, I
did not have an example of the latter two to
hand and memory is
fallible.
At the tail end of August 2007, I drove my XM to
Citroën UK’s HQ in Slough and exchanged it for a
C6 2.7HDi V6 Exclusive
for 24 hours. I was shown the silver car
and handed the keys, two
press packs and left on my own. Opening
the doors was easy
enough, as was starting the engine.
Adjusting the seat was not
easy at all. In fact it required me to
read the Owner’s
Handbook. Now I happen to think that the
logical place to have
seat adjustment controls is on the seat itself –
or if not, then the
controls should be designed in such a way that
their function is
obvious. The controls – four of them – are
mounted on the
driver’s door and there are an additional three
controls permitting the
storing of positions and subsequent recall of
those positions.
Useful but not obvious. And a trick has
been missed here. A
far more clever way of handling this would be to
relate the seat and
mirror positions to the key being used – his and
her keys that remember
his and her driving and mirror positions.
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I
eased the car out of the car park and on to the
Bath Road and
discovered that the HUD (Head Up Display)
appeared to have been
deactivated so at the first set of lights, I
dived once more into the
Owner’s Handbook but someone behind me felt the
need to sound his
horn. No HUD then but I was determined to
get it working so I
pulled into a layby – only to discover that
pages 7 – 12 were missing
and the info regarding the HUD is on pages 12
and 13 with the
instructions for activating it being on the
missing page 12. When
I got home, I fired off an email to Citroën UK
and within 15 minutes
was given instructions for getting it to work.
Onto
the M4 and I headed west. There are
roadworks in the vicinity of
Reading with average speed cameras so I set the
cruise control to 50
mph and promptly had to brake so I then set the
limiter to 50 mph (the
average speed one must not exceed) which seemed
to infuriate people
behind me no end. The car attracted a fair
bit of attention from
other Citroën drivers and I apologise if any of
them end up being fined
for exceeding the 50 mph average speed – I had a
Xantia steam up behind
me at a fair rate of knots, pull along side me
and rubber neck,
accelerate and then pull in front of me.
The C6 is still a
sufficiently rare sight on our roads that nearly
three years after its
launch, it still elicits this sort of response
from the
cognoscenti. Several C5 drivers behaved
similarly.
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Once
the 50 limit ended, I over-rode the limiter,
floored the throttle and
quickly found myself approaching
kiss-your-licence-goodbye
speeds. At legal motorway speeds, the car
felt sedate and
composed although occasionally I was aware of
the front and rear
damping being out of phase with one
another. This is, I suspect,
due to each wheel having its own, active,
electronic damping. The
effect was very slight and certainly preferable
to the ride in a large
Audi, BMW or Mercedes.
At Chieveley, I headed south on the A34 and
then turned off onto the A343 and it was there
that the fun began. A
slow lane change above 50 mph results in one’s
posterior being
pummelled by the seat unless one switches the
indicators on. And
once I left the A343 and travelled on narrow
country lanes, the
pummelling became almost continuous because one
is obliged to straddle
the white line in as wide a car as this.
Some people might pay
good money for this sort of treatment.
The A343 is a wonderful road, provided one
doesn’t get caught behind a
tractor or blue-rinsed pensioner in a Yaris.
There are overtaking
opportunities but they are infrequent and Sod’s
Law says that there
will be something coming the other way.
The gods were clearly
smiling on me since there were no blue-rinsed
tractors and the chap
behind me in a new VW decided he didn’t really
want to compete although
30 mph through villages was clearly too slow for
him. That he
only caught up with me when I slowed for
villages says a great deal
about the C6’s handling but here I am going to
compare the handling
with my XM. I think my XM feels more
predictable and more secure
than the C6. Earlier I mentioned this
feeling of the front and
rear suspension being out of phase
occasionally. This was much
more obvious on twisting roads. And not
only were there odd
sensations front to rear but also side to side
and diagonally. I
suspect one would get used to this in time and I
am convinced it
doesn’t impact on grip but it definitely feels a
little odd from behind
the wheel. And the wheel itself feels odd
too. The steering
is speed sensitive but feels totally dead which
makes push on motoring
more difficult than it might be. Again,
after a period of
acclimatisation, one might overcome this but in
the short period I had
the car, I frequently found myself having to
adjust the wheel; I had
either applied slightly too much lock or too
little. And it
understeered more than I would like.
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It
says a great deal for the sound insulation,
engine refinement and power
characteristics that it was only when I got home
and read the
documentation that I realised it is a
diesel. And this is the
first hydropneumatic Citroën that I have driven
that did not transmit
road noise into the cabin. The frameless
windows feel a little
flimsy in a way that will be all too familiar to
D owners but despite
this, they really do keep the noise out, even if
the driver’s window
was reluctant to close at speed. But then
my XM suffers from the
same problem.
The interior is odd. Almost wilfully
odd.
The French still don’t know how to make timber
look like timber.
The doors have very clever pockets with wooden
panels that slide up and
down and once again, as with the seat adjusters,
the modus operandi
is not clear. The centre console has some
fifty odd buttons and
clearly some very clever functions are available
but in order to take
full advantage, one is obliged to RTFM (Read The
Flipping Manual) – all
150 plus pages of it.
The six speed, auto-adaptive automatic
gearbox is sublime. Totally
unobtrusive. One is always in
the right gear and shifts are all but
unnoticeable. And for the
unreconstructed DIY merchants, you can shift
manually.
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© Julian Marsh/Citroënët 2007
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