Citroen C4


Debut: 2020
Maker: Citroen
Predecessor: C4 Cactus, C4 (2010)



 Published on 5 Feb 2021
All rights reserved. 


Citroen turns to crossover styling to save the C4 nameplate.


Citroen claimed it sold 12.5 million units of C4’s predecessors. Sounds remarkable, but that number spans across 92 years, from the very first C4 launched in 1928 to Ami 6, GS, BX (was it a C-segment car?), ZX, Xsara, the last 2 generations C4 and C4 Cactus. If we consider only the last 3, they sold 3.4 million copies in 16 years, averaging 200,000 units annually. For a mainstream C-segment family hatch, that number is not exactly impressive.

C-segment is a huge but also competitive market segment, no matter in Europe or globally. Built in France, the C4 has no cost advantage over rivals coming from Korea, Czech Republic or Romania. It can’t match German cars for quality or technology either. Traditionally, Citroen stands out for innovation and design, but the last C4 had none of them. No wonder it fell out of market favour. To some extent, C4 Cactus recaptured the spirit of old Citroen. Unfortunately, its mold-breaking styling was probably too radical for mainstream buyers.

To replace both C4 and C4 Cactus, Citroen thought hard how to capture the hearts of motorists again. The brand’s core values of comfort, ease of use and affordable pricing have to be retained, so styling becomes all the more important. Citroen decided to take on the market trend towards crossovers. The new C4 is deliberately styled to mimic a coupe-SUV crossover. It has high ground clearance, large wheel arches, big wheels (18-inch standard), high profile tires (60-section) and tough-looking rubber claddings to appear ready for off-road use. To avoid a bulky impression usually associated with crossover designs, it opted for a fastback silhouette and 6 large windows (which has some hints of the classic GS). As a result, it looks sportier and lighter. Furthermore, Citroen’s complex surfacing treatment and unusual headlights give the car a more sophisticated character.



The fastback silhouette and 6 large windows are said to be inspired by GS, despite 50 years separating them.


In spite of the crossover look, the C4 is by no means an SUV. It is only 35mm taller than the old C4, and what’s underneath the sheet metal is still strictly a front-wheel-drive family hatchback. Surprisingly, it sits on PSA’s smaller CMP (Common Modular Platform), which is shared with the B-segment Peugeot 208 and Opel Corsa, rather than the EMP2 platform that underpins Peugeot 308. However, Citroen supersizes it to compete with any C-segment rivals – the wheelbase is stretched to 2670 mm, more than most C-segment cars actually. As a result, the cabin is pretty spacious. 6-footers will fit both front and back, with good head and legroom. Boot space is 380 liters, matching the latest Golf.

You sit higher than the case of usual hatchbacks, but not too much. Visibility is good except rearward, as the rear screen is shallow. The cabin looks modern, if not as special as the C4 Cactus. Most plastics are hard but nicely textured such that they don’t appear cheap. The digital instrument is small, obvious for cost reasons. The center touchscreen is larger and responds quickly, but the graphics look too plain. On the plus side, Citroen retains the rotary controls for air-con. The well-padded seats are comfy yet supportive, probably the best feature of the cabin.

On the dynamics side, the C4 focuses on comfort as well. Its suspension setting is soft, accompanied with standard fitment of PHC (Progress Hydraulic Cushion) hydraulic bump stop, ride comfort is remarkable. Bumps and pot holes are well absorbed, returning a supple ride, especially at low speed in town. Press harder, it fails to contain body motion. The flipside of soft suspension setting is a lot of body roll in corners and understeer sets in early. Coupling to the light and numb steering, it offers little joy to keen drivers.



Cabin is modern and surprisingly spacious, considering it is built on the CMP.


Citroen’s engine range is no different from Peugeot. Most buyers will opt for the same 1.2-liter PureTech 3-cylinder turbo, just in different state of tune – 100hp, 130hp or 155hp. Fewer will choose the more expensive (and dying) 1.6 HDi diesel with 110 or 130hp. The sweet spot is the 130hp PureTech, which offers enough punch, flexibility and refinement in normal driving. Cruising on highway, the 3-pot engine slips into the background, leaving some wind and tire noises to stand in the way of ultimate refinement. After all, CMP is a small car platform, not supposed to deliver big car refinement like EMP2.

However, one benefit of CMP is the availability of pure electric version. The resultant e-C4 shares the same front-mounted 136 hp electric motor with e-208 and e-Corsa, ditto the 50kWh battery that is placed under the front and rear seats. It is a cost-effective way to electrify the C4, as the car can be built on the same production line as the regular C4s. In contrast, Volkswagen needs a new platform and new factories to build its ID.3. On the downside, the motor and battery designed for PSA’s small cars seem marginal for the use on a C-segment car. Although the e-C4 feels quicker in town than its 0-60 time of 9.1 seconds suggested, it is by no means quick. Moreover, driving range drops to 350km (217 miles), and probably even shorter in the real world. That falls short of the standard set by ID.3 (420km for the mid-range 58kWh battery), Hyundai Kona (449km for 68kWh) or Kia e-Niro (455km for 68kWh). Fortunately, the Citroen is compatible with 100kW charging, so you can charge it to 80 percent in merely 30 minutes should you found such a charging station. Besides, despite the additional 300kg it carries, the e-C4 doesn’t drive remarkably inferior to the regular C4. The extra weight is compensated with instant torque (192 lbft right from start up) and a lower center of gravity.

Overall, the new C4 is certainly more interesting than the old C4, while being larger, more comfortable and practical than the C4 Cactus. It is a nice attempt to capture the fever of crossover to save the conventional hatchback segment. Whether it will succeed we need to wait and see.
Verdict:
Specifications





Year
Layout
Chassis
Body
Length / width / height
Wheelbase
Engine
Capacity
Valve gears
Induction
Other engine features
Max power
Max torque
Transmission
Suspension layout

Suspension features
Tires
Kerb weight
Top speed
0-60 mph (sec)
0-100 mph (sec)
C4 1.2T Puretech 130
2020
Front-engined, FWD
Steel monocoque
Mainly steel
4360 / 1800 / 1525 mm
2670 mm
Inline-3
1199 cc
DOHC 12 valves, DVVT
Turbo
DI
130 hp
170 lbft
6-speed manual
F: strut
R: torsion-beam
PHC
195/60R18
1247 kg
130 mph (c)
8.4 (c)
-
C4 1.2T Puretech 155
2020
Front-engined, FWD
Steel monocoque
Mainly steel
4360 / 1800 / 1525 mm
2670 mm
Inline-3
1199 cc
DOHC 12 valves, DVVT
Turbo
DI
155 hp
177 lbft
8-speed automatic
F: strut
R: torsion-beam
PHC
195/60R18
1299 kg
129 mph (c)
8.0 (c)
-
e-C4
2020
Front-engined, FWD
Steel monocoque
Mainly steel
4360 / 1800 / 1525 mm
2670 mm
Electric motor
50kWh battery
-
-
-
136 hp
192 lbft
1-speed
F: strut
R: torsion-beam
PHC
195/60R18
1541 kg
93 mph (c)
9.1 (c)
-




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