Citroen’s India journey has been anything but smooth. Despite an SUV-only portfolio in both the premium and mass segments, the French manufacturer struggled to find its footing here. While lack of brand awareness and limited dealer presence hurt, it was poor product planning that really dented Citroen’s early efforts to connect with mainstream Indian buyers. Its cars – while dynamically competent and refreshingly different in design – were too minimalistic and simply not aspirational enough.
To its credit, Citroen hasn’t thrown in the towel. Instead, the company has gone back to the drawing board, taking feedback from customers, dealers and the media very seriously. It’s now in the middle of what could be described as a strategic reboot. Now rebranded under the ‘X’ range, the new Citroen models promise more upmarket interiors, richer equipment lists and more competitive pricing to boot.
Beginning this renewed push is the Basalt X, the most distinctive model in Citroen’s India line-up. The coupe-SUV styling already gives it a strong visual identity, but the bigger story lies inside. So, does this facelifted, better-equipped Basalt X finally deliver the substance to match its striking style?
Citroen Basalt X design & engineering – 9/10
Coupe-like profile lends it a distinct character, and it looks stunning from most angles.
Visually, the Basalt X is almost identical to the outgoing model, save for a subtle ‘Basalt X’ badge on the boot. That’s no bad thing, as the Basalt remains one of the most distinctive designs in its class. The front half is shared with its CMP-platform siblings, while everything aft the B pillar takes on a more coupe-like profile. The bonnet, fenders, A pillar and front doors are common components, underscoring Citroen’s modular engineering approach.
Intricately detailed, sculpted tail-lamps look stunning and remain unchanged. They still feature halogen bulbs instead of the more modern-looking LED lights.
Adding to its crossover credentials are thick plastic claddings around the squared-off wheel arches and a healthy 180mm of ground clearance. However, the 16-inch alloys look a size too small, and the tyres don’t fill the arches convincingly, leaving the car looking under-tyred from certain angles.
Headlamps and DRLs continue to remain LED units. Fog lamps, which were halogens, are also LEDs now. Auto headlamp function is still missing.
The Basalt’s unique three-box coupe silhouette, with its sloping roofline and pinched window line, gives it a striking stance. The twin roof humps cleverly hide the boot hinges while looking like sporty aero-inspired elements. That said, old-school flap-type door handles and an exposed keyhole on the driver’s side stick out on an otherwise modern design. On the upside, Citroen has upgraded the key to a flip-type unit with proximity sensors that auto-lock or unlock the doors – no button presses required.
Flap-type door handle, with an ugly key hole on the driver’s door, is carried over. It gets proximity sensors for the key to automatically lock/unlock the vehicle, though.
Dimensionally, the Basalt measures 4,352mm in length, 1,765mm in width and 1,593mm in height. It’s shorter than a Skoda Slavia but both wider and taller; its 2,651mm wheelbase is identical to the Czech sedan’s.
Citroen Basalt X interior space & comfort – 8/10
Space is generous, and seats are comfy; front seat position isn’t ideal for tall drivers.
New layered dashboard, with its tan and black dual-tone scheme, looks smart. It’s uplifted by gloss-black panels and textured plastics. Soft leatherette topping feels distinctly premium. Free-standing digital instrument cluster, touchscreen enhance its tech quotient.
Citroen has clearly taken cabin feedback seriously, and the Basalt X’s interior marks a major step up. From the mid-spec Plus variant onwards, the dashboard has been completely redesigned. The new layered layout, with its tan and black dual-tone scheme, looks smart and is uplifted by gloss-black panels and textured plastics. The soft leatherette dash fascia and even the silver power window switches feel distinctly premium. The 7-inch digital instrument cluster and 10.2-inch touchscreen enhance its tech quotient, while warm ambient lighting adds a touch of class.
Default position of the driver’s seat is too high, which is good for short passengers; not so much for six footers.
The front seats are broad and comfortable, with an adjustable centre armrest for added convenience. However, even in its lowest setting, the driver’s seat is set quite high. While shorter drivers will appreciate the commanding view with the bonnet edges in sight, taller ones will wish for a lower height adjustment.
Despite the sloping roofline, headroom for most, except six-footers, is adequate. Legroom is generous, seat is comfy.
Rear seat comfort is equally impressive. Space is generous, though headroom is a bit tight for taller passengers due to the sloping roofline. Citroen has included thoughtful touches such as winged rear headrests and a segment-first adjustable thigh support that can be raised in four steps. For some, the seat squab’s protrusion might affect comfort, but others will appreciate the extra under-thigh support. In variants without this feature, the flatter seat base may actually feel more natural for longer journeys.
Boot space is another big win – at 470 litres – it’s the largest in its class and even surpasses some sedans from a segment above. The hatch-style tailgate opens up a wide loading bay, though the high loading lip means heavy luggage will need some heaving. The rear backrests can be folded for added flexibility.
Citroen Basalt X Features & Safety – 8/10
Gets most features users expect at this price, with the only big miss being a sunroof.
No sunroof here. However, the roof gets grooves to provide further structural rigidity. Black roof is optional in the top variant; costs an additional Rs 21,000.
Citroen has finally plugged the big gaps in the equipment list. The Basalt X now comes properly loaded with LED headlamps and fog lamps, keyless entry and go, ventilated front seats, cruise control, and an auto-dimming inside mirror – all previously missing. A 360-degree camera is now available for Rs 25,000 extra, but its resolution is low, and it’s clunky in its execution.
Low resolution multi-view camera lacks clarity and detail. This feature is an optional extra in the top-spec for Rs 25,000.
Another new inclusion is a smartphone-based AI voice assistant, named Cara, capable of natural contextual conversations in multiple languages. It works off the Bluetooth connection via your phone. The touchscreen supports wireless Android Auto and Apple CarPlay.
Safety kit is comprehensive with six airbags, ESP, hill-start assist, and a tyre pressure monitoring system, and it also scored a 4-star BNCAP safety rating. Also on the list are conveniences like a wireless charger, climate control, rear AC vents, one-touch power windows, and power-folding mirrors.
Physical buttons for the climate controls are nicely damped and feel quite upmarket.
Citroen Basalt X Engine Refinement & Performance – 8/10
Expectedly, turbo feels effortless, but the NA does reasonably well in the city.
Under the bonnet, the Basalt X continues with the same pair of 1.2-litre, three-cylinder petrol engines as before – one naturally aspirated, the other turbocharged.
The Basalt’s 1.2-litre naturally-aspirated petrol engine produces 82hp and 115Nm. While the numbers may look modest on paper, the car’s relatively low kerb weight (1,065-1,108kg) and well-judged gear ratios make it feel lively in city driving. There’s enough punch to keep up with traffic, and it suits a laid-back driving style. However, drivein a spirited manner, and this engine’s lack of punch comes to light. For reference, it sprints from 0-100kph in a lazy 17.44 seconds, and rolling acceleration times from 20-80kph in third gear and 40-100kph in fourth gear are 14.69 seconds and 23.11 seconds, respectively.
The 6-speed automatic transmission gets a tiptronic mode to shift gears manually.
Its clutch feels springy, and the notchy 5-speed gearbox isn’t buttery smooth like a Maruti’s or Hyundai’s unit.
As far as refinement goes, both NA petrol and turbo, being three-cylinder units, have a similar character. You will feel some vibrations in the cabin at idle, which subside once you start moving. Also, on spinning these faster, they get fairly vocal, and even though the sound isn’t coarse or unrefined, it is loud enough to coax you to keep the revs lower.
The turbo-petrol engine produces 110hp and 190Nm of torque in the manual, while the automatic gets 205Nm of torque. This engine feels responsive, with crisp accelerator responses and minimal lag below 2,000rpm. What’s nice is that performance is brisk, which makes overtaking effortless and progress rapid.
Its 6-speed Aisin torque converter automatic does duty on several other cars in the market. What’s immediately noticeable is its eager creep function, which feels a touch too jumpy when you lift off the brake pedal in D mode. This is a characteristic that’ll take some getting used to. From thereon, it is a pretty smooth unit, although occasionally, you will notice the torque converter unit making its shifts, especially in lower gears. So, in that sense, shifts aren’t completely seamless. Driving enthusiasts will miss paddle shifters, however, they still get the option to shift gears manually via a tiptronic mode on the lever.
The Turbo-AT tips the scales at 1,233–1,240kg, which is on par with a top-spec Skoda Slavia 1.0 AT. However, when we compare their performance, the Citroen sprints from 0-100kph in 11.99 seconds, about a second slower than the Skoda. In rolling races from 20-80kph, the Slavia and Basalt X are neck and neck, and from 40-100kph, the Skoda is quicker by half a second.
Where the automatic does a great job is to minimise the engine’s turbo lag; it is more noticeable in the manual version, especially if you’re caught in the wrong gear and the revs drop below 2,000rpm. Like the NA version, the 6-speed manual is a sure-slotting unit with well-defined gates, although it has a notchy nature. Its clutch feels progressive, but it’s a bit weighty.
Like the AT version, the manual’s performance is comparable to a Skoda Slavia 1.0 TSI MT, being only milliseconds slower than its Czech rival.
Citroen Basalt X Mileage – 8/10
Although not close to its claimed fuel efficiency, its real-world numbers are impressive.
The NA petrol and turbo-petrol AT have claimed efficiencies of 18kpl and 18.7kpl, respectively. In city conditions, the NA petrol impressed with a respectable 11.77kpl, while the turbo-automatic managed 9.87kpl. Interestingly, despite the turbo variant’s automatic engine stop-start system, it rarely shut off during idling – the climate control was working overtime to maintain a cabin temperature of 22 degrees centigrade, with ambient temperatures hovering between 35-40 degrees centigrade.
Out on the highway, the NA petrol delivered an even more impressive 15.83kpl; however, this time around, the turbo-automatic wasn’t far behind, at 15.01kpl. For reference, the turbo-automatic cruised at 100kph in sixth gear at 2,000rpm; the base NA petrol doesn’t get a tachometer to note the same.
Citroen Basalt X Ride Comfort & Handling – 9/10
Ride quality remains its standout strength, and it’s a confident handler.
This is where the Basalt truly shines. Ride quality remains its standout strength, and few cars under Rs 20 lakh can match its ability to absorb rough roads and broken tarmac. The suspension soaks up bumps and potholes with a level of composure that feels distinctly premium. The 180mm ground clearance gives it ample ability to tackle bad roads without scraping.
However, the same soft setup results in a touch of floatiness at highway speeds, particularly over undulating surfaces. There’s also noticeable body roll around corners, but mechanical grip levels are good, and the chassis remains predictable.
The steering is light and direct at low speeds, making urban manoeuvres effortless. Its tight 4.9-metre turning radius further enhances city usability. As speeds rise, the steering gains weight, albeit inconsistently, but it never feels disconnected. Overall, the Basalt favours comfort over dynamism – a car that feels secure and planted rather than sporty or engaging.
Citroen Basalt X Price & Verdict – 8/10
Citroen has taken two steps forward with this update and finally made the Basalt X feel desirable.
The early car’s basic key has been upgraded to a flip-type unit, which befits a vehicle of this price. Features lock and unlock buttons, but no button to unlock the boot.
The Basalt X is priced between Rs 7.95 lakh and Rs 9.42 lakh for the petrol, which makes it exceptional value for money, undercutting the Maruti Dzire, a sedan benefitting from the lower sub-4-metre tax slab. The turbo-petrol at Rs 10.82 lakh and Rs 13.11 lakh, on the other hand, has its work cut out as it competes in a far more crowded space with midsize sedans, compact and even entry-level midsize SUVs.
Adjustable thigh support available in the top-spec auto version; raise in steps for added comfort. Thigh support in variants without this feature is also good.
However, the Basalt X’s new interior and a lengthier features list lend it a newfound desirability. Additionally, this Citroen’s biggest strengths are its sensible packaging, cavernous 500-litre boot, and exceptional ride quality. The biggest challenge remains Citroen’s limited network, which restricts reach and confidence. Still, for those living near a Citroen touchpoint, the Basalt X is a distinctive, comfortable, well-priced alternative that is now finally truly desirable.
