Like the outside, the inside of the ë-C3 Aircross is all but indistinguishable from the C3 Aircross. That’s no bad thing, however: it’s funky and modern with a split dashboard that is centered around a 10.25in touchscreen.
While the screen is a little low-res (not to mention the Nintendo 64-spec reversing camera), it’s intuitive to use, with big icons and logical enough menus. We do wish you could adjust the brightness without having to put the headlights on though.
The best bit, though, is that you rarely have to use the screen at all. There are real physical buttons for the temperature, fan controls, heated bits and bobs (if you upgrade to Max trim) and cruise and radio controls on the steering wheel. To the right of the steering wheel are buttons to turn off the ADAS functions, while the stalks control the automatic lights and wipers.
Citroën calls the second screen a head-up display, but while it’s not far from your line of sight, it’s still only built into the dashboard. It gives you all the information you need to know, and this clever solution (reminiscent of the old C4 Picasso) proves more effective than the similar i-Cockpit display found in most Peugeots. Its high positioning ensures clear visibility over the small, square steering wheel.
We would prefer a round steering wheel, as it would be more natural to manoeuvre with, but at least this one has plenty of adjustment.
The windscreen aperture is quite narrow, because of the raised dash. Combined with a not particularly high roofline, this can make it feel like you’re looking through a postbox at times, which means the rear-view mirror can get in the way of visibility. At least the driving position has a good range of adjustments and is pleasingly commanding.
The seats initially feel superbly squishy and comfortable, but for some testers the support they provided over longer drives was lacking, leading to sore rearends after an hour in the driver’s seat. It’s another contributing factor to why the ë-C3 Aircross feels more comfortable on shorter journeys.
The overall ambiance is definitely more one of cheerfulness rather than drearyness, though, which is an achievement in itself at this price point. We will happily take the useful buttons, well-screwed-together feel and pleasant fabric touches, even if it means some of the other plastics are of the hard and scratchy variety.
Further back, the second row boasts plenty of room. Head and knee room is excellent for the class (unlike in the C3 Aircross, a third row can’t be added to the ë-C3 Aircross, and all five-seat models benefit from additional leg room). However, the floor feels high, so there’s not enough room to squish feet under the front seats and taller adults will lack under-thigh support.
The car’s body is quite narrow, so three-abreast for adults will be uncomfortable and impossible for Isofix-mounted child seats.
Boot space is larger than in the seven-seat hybrid C3 Aircross, at 460 litres, and bigger than almost anything else at this price point, although the ICE Dacia Jogger will be more spacious still.
Overall, while the plastics generally look and feel cheap, especially the excess of piano black around the gear selector, this is excusable, because Citroën has priced the ë-C3 Aircross so keenly.
