The scope for customisation means Citroen DS3 buyers may have to show restraint with options if they want to preserve resale values. But then Minis have faced (and overcome) similar issues.
Indeed, the figures suggest that the DS3’s trendy image will do it no harm when it comes to selling it on; its predicted residuals are a class above other cars that wear the chevron and almost on a par with the Mini, putting Citroën’s offering some way clear of the Alfa Mito.
The personalisation programme is more about the look of the car, with external colour choices that can be complemented by a range of funky graphics and the cabin available in a choice of colour schemes (some a little more fashion-led than others).
While there is a decent range of more normal options, all but the 1.4-litre DSign model comes with alloy wheels and air conditioning. A selection of option packs are a cost-effective way of up-speccing your car, even if you don’t want every item that’s included.
All models are reasonably efficient. The DS3 DSport’s free-revving powerplant meant that it rarely had an easy run during its time with us; with this in mind, a test average of 35.8mpg is more than respectable.
The eHDI diesel records an impressive 95g/km of CO2 and a claimed average of 78.5mpg. Okay, a 0-62mph time of 12.5secs isn’t what the DS3 is supposed to be about, but there aren’t many superminis as stylish as the DS3 that can match those economy and emissions numbers.
The DS3 also marks a break with Citroën tradition by eschewing the big discounts of old. You’ll still be able to strike a deal, more than you would with a Mini, but this is a car that Citroën dealers will, for once, not get into four-figure discounts with.
Owing to its limited production run, expect the residuals of the DS3 Racing to be very strong. As well as this, its shared engine with the DSport means a competitive 44.1mpg.