Test: Citroën C4 Cactus e-HDi 92 Shine
Content
Our Citroën C4 Cactus first of all surprised many road users. Screaming yellow would be a very appropriate name for this, Citroën found a slightly more poetic term - hello yellow. This one is certainly suitable for drawing attention, but it also goes well with a shape that can be called quite futuristic. Citroën believes that many will like it because of its difference. An unusual mask, black plastic inserts, especially under the headlights and on the sides, which should indicate the durability of the body, are another part of the unusual image of the Cactus. It's also noticeable in the slightly higher hips and plastic fender flares that Cactus wants to indicate to onlookers that this is an SUV crossover. Difference is the first commandment, at least on the outside!
Anyone who loves an unusual exterior will surely have nothing against the fact that the interior is also unusual. Citroën's marketers are playing with ties to Spachek and beyond, and the front and rear seats constructed on the bench don't really serve anything other than to validate various advertising claims that Cactus is different.
It is commendable that Citroën has gone to great lengths to reduce the weight of the vehicle. This should be facilitated by both types of seats, as well as replacing windows in the rear side doors with ones that only open on the outboard. Miraculously, a glass roof (which thankfully is optional) has also been added to Citroën's list of lightweight construction achievements.
Citroen engineers have found even more effective measures, and their fellow marketers have added explanations that sometimes seem too bold. So it looks like we'll really have to wait until next winter to see how reliable Magic Wash is working. At the same time, the volume of the windshield washer reservoir has been halved, and it flows through thin tubes directly to the wiper blades.
The solution is known, but even with a much larger number of premium brands, sometimes due to frost is part of the problem. In fact, the general takeaway from these innovations in Cactus is that they don't really care about differences in many aspects of Cactus design, and much of the surprise comes from the market rationale for the change.
Modern cars are simply required to comply with many (even meaningless) rules and regulations. Upon careful analysis, the variety of cacti becomes more or less obvious. Basically, it's still just a private car that anyone can use and won't have to take a driving test again because of the desire for change. If you look at it from this point of view, the assessment can only be positive. The front seats, although they look like benches, provide adequate support, flexibility as it should be.
It is not worth wasting words about the ergonomics of the Cactus interior, everything is in its place, like in conventional (more modern) cars. Instead of the classic gear lever, our Cactus had three buttons under the dashboard, with which we could only select the direction of travel or idle. We also have two levers under the steering wheel to change the gear ratio. Analog counters are excluded. So we have a smaller screen in the middle under the steering wheel, where besides the digital speed data, cruise control set speed and information about which gear the automatic transmission has just found, we are missing out on the engine speed data.
For marketers, this is probably irrelevant information, but they have given up on it. Like other recent PSA vehicles (Citroën C4 Picasso or Peugeot 308), the Cactus has a large enough touchscreen in the center of the dashboard for the driver to control most of the functions (there are only a few direct access buttons for the most important). Ease of use is similar to that of an average smartphone, so it is relatively satisfactory. Why? Because sometimes while driving (especially if you don't pay enough attention to it to focus on what's going on in front of the car), you don't bump your finger on what you were aiming at on the touchscreen. The screen is quite far away, but it is known that with an outstretched hand the accuracy is slightly worse ...
It also seems that not everyone will like panoramic glazing without an additional curtain (of course, you don't even need to choose one), because the interior has become quite warm on these otherwise rare sunny days. In this case, the air conditioner also takes much longer to create a suitable atmosphere. It is also worth mentioning here that the French are in a hurry to abandon the maximum number of things (does it bring less weight !?), believing that the passenger does not need a deflector in the front right corner of the dashboard.
The ease of use of the interior is also slightly less commendable due to the additional savings in storage space. It's true that even the front passenger's airbag went into the top edge of the windshield to take care of the larger box in front of it. Citroen says they took care of the storage of the purse. But what gives more space to the front passenger does not please the driver, because there is no middle space between the seats, because there is a middle part of the "sofa".
Also, it is not news that we only carry luggage or two passengers in the back. But this is far from reality. So if we have a slightly larger or larger object that causes the rear seat backrest to fold down, we'll have to leave the rear passengers at home!
In terms of driving, it should be noted that even a small power steering does not affect the good driving feel of the wheels, otherwise the fully “electric” steering mechanism is quite accurate. The increase in the wheelbase to 260 centimeters also contributed to the Cactus's increased comfort. Most of the holes are easily cushioned by the robust suspension. In general, the car drives quite calmly and quietly even at high speeds. It works very reliably in faster corners, but this part is already quite related to the drive, which we will talk about in the next paragraph.
The turbo diesel engine is already known from several other PSA vehicles, which theoretically also applies to a robotic six-speed transmission. This is followed by the saying "let's go our own way" while driving. With the already mentioned buttons under the center screen, both vents and a small space for small items, we only choose the direction of travel.
Switching is provided by a rather nicely working computer stand. However, it does not behave as an active driver would like, who wants to change the gear ratios at his own discretion (he cannot do this at revs, because this information is not on the sensors). The gearbox operates in accordance with the instructions of the computer program, which can also react if we set up a more dynamic ride and then take care of a different style of finding gear ratios than if we were just sailing along the road without perceptible rhythm. If you try to change the speed in the middle of a turn, it will definitely let you down, and then additional intervention with one of the steering levers will not work (read: lowering the gear ratio).
One of the reasons Citroën has taken care of such a transmission is to achieve better results in terms of fuel economy. In this regard, the Cactus is completely satisfied, but the average fuel consumption on our standard scheme is still about a fifth higher than that of the Citroën. It also performs well in the city when it comes to folding, but worse at higher speeds (above 100 km/h) or when driving at full throttle all the time.
Citroen has taken a step away from the Cactus, especially if we are trying to find suitable competitors. We won't find a completely identical design, but with crossovers like the Cactus, buyers are looking for something different, even if it's quite obvious ...
What about air bubbles on your thighs? They can prevent any traces of doors from parking lots. Not anymore.
How much is it in euros
Test car accessories:
- Panoramic roof window 450
- Park Assist 450 package
- 17 '' light alloy wheels 300
- Reserve 15 inches 80
- Quartz Purple upholstery 225
- Exterior mirrors white 50
Text: Tomaž Porekar
Citroen C4 Cactus e-HDi 92 Shine
Basic data
| Sales: | Citroën Slovenia |
|---|---|
| Base model price: | 13.900 € |
| Test model cost: | 21.155 € |
| Power: | 68kW (92 KM) |
| Acceleration (0-100 km / h): | 14,4 with |
| Maximum speed: | 182 km / h |
| Mixed flow ECE: | 3,5l / 100km |
| Guarantee: | 2 years general and mobile warranty, 3 years varnish warranty, 8 years rust warranty. |
| Systematic review | 25.000 km |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 1.035 € |
|---|---|
| Fuel: | 8.672 € |
| Tires (1) | 1.949 € |
| Loss of value (within 5 years): | 10.806 € |
| Compulsory insurance: | 2.042 € |
| Buy up | € 29.554 0,29 (km cost: XNUMX €) |
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - turbodiesel - front mounted transversely - bore and stroke 75 × 88,3 mm - displacement 1.560 cm3 - compression 16,0: 1 - maximum power 68 kW (92 hp) at 4.000 rpm – average piston speed at maximum power 11,8 m/s – power density 43,6 kW/l (59,3 hp/l) – maximum torque 230 Nm at 1.750 rpm – 2 overhead camshafts (timing belt)) - 4 valves per cylinder - common rail fuel injection - exhaust turbocharger - charge air cooler. |
|---|---|
| Energy transfer: | engine-driven front wheels - robotic 6-speed transmission - gear ratio I. 3,58; II. 1,92; III. 1,32; IV. 0,98; V. 0,76; VI. 0,60 - differential 3,74 - rims 7 J × 17 - tires 205/50 R 17, rolling circle 1,92 m. |
| Capacity: | 182 km/h top speed - 0-100 km/h acceleration in 11,4 s - fuel consumption (ECE) 3,8/3,4/3,5 l/100 km, CO2 emissions 92 g/km. |
| Transportation and suspension: | off-road sedan - 5 doors, 5 seats - self-supporting body - front single suspension, leaf springs, three-spoke transverse rails, stabilizer - rear axle shaft, coil springs, telescopic shock absorbers, stabilizer - front disc brakes (forced cooling), rear discs, ABS mechanical parking brake on rear wheels (lever between seats) - rack and pinion steering wheel, electric power steering, 3,0 turns between extreme points. |
| Mass: | empty vehicle 1.055 kg - permissible total weight 1.605 kg - permissible trailer weight with brake: 865 kg, without brake: 565 kg - permissible roof load: no data. |
| External dimensions: | length 4.157 mm – width 1.729 mm, with mirrors 1.946 1.480 mm – height 2.595 mm – wheelbase 1.479 mm – track front 1.480 mm – rear 10,8 mm – ground clearance XNUMX m. |
| Inner dimensions: | longitudinal front 850-1.070 mm, rear 570-800 mm - front width 1.420 mm, rear 1.410 mm - head height front 940-1.000 mm, rear 870 mm - front seat length 500 mm, rear seat 460 mm - luggage compartment 348 - 1.170 370 l – handlebar diameter 50 mm – fuel tank XNUMX l. |
| Box: | 5 Samsonite suitcases (total 278,5 L): 5 seats: 1 Airplane suitcase (36 L), 1 suitcase (85,5 L), 1 suitcase (68,5 L), 1 backpack (20 L). |
| Standard equipment: | driver and front passenger airbags - side airbags - curtain airbags - ISOFIX mountings - ABS - ESP - power steering - automatic air conditioning - power windows front and rear - electrically adjustable and heated rear-view mirrors - radio with CD player and MP3 player – multifunction steering wheel – central locking with remote control – steering wheel with height and depth adjustment – rain sensor – height-adjustable driver’s seat – heated front seats – split rear seat – trip computer – cruise control. |
Our measurements
| T = 22 ° C / p = 1023 mbar / rel. vl. = 69% / Tires: Goodyear EfficientGrip 205/50 / R 17 V / Odometer status: 8.064 km | |
| Acceleration 0-100km: | 14,4s |
|---|---|
| 402m from the city: | 19,2 years ( 118 km / h) |
| Maximum speed: | 182km / h (WE.) |
| test consumption: | 6,4 l / 100km |
| Fuel consumption according to the standard scheme: | 4,5 l / 100km |
| Braking distance at 130 km / h: | 61,2m |
| Braking distance at 100 km / h: | 35,5m |
| AM table: | 40m |
| Noise at 50 km / h in 3rd gear | 59dB |
| Noise at 50 km / h in 4rd gear | 58dB |
| Noise at 50 km / h in 5rd gear | 56dB |
| Noise at 50 km / h in 6rd gear | 55dB |
| Noise at 90 km / h in 3rd gear | 63dB |
| Noise at 90 km / h in 4rd gear | 61dB |
| Noise at 90 km / h in 5rd gear | 59dB |
| Noise at 90 km / h in 6rd gear | 58dB |
| Noise at 130 km / h in 3rd gear | 65dB |
| Noise at 130 km / h in 4rd gear | 63dB |
| Noise at 130 km / h in 5rd gear | 61dB |
| Noise at 130 km / h in 6rd gear | 60dB |
| Idling noise: | 40dB |
Overall rating (313/420)
Citroen's attempt to change its approach yields more praise than what is less acceptable, but buyers will have to deal with unusual looks when making a purchasing decision.
Exterior (11/15)
Definitely quirky, almost futuristic, but quite useful and cute.
Interior (89/140)
Citroën goes back to its roots with great solutions, but also with limitations: less usability due to the combined rear seat, less convenience due to lack of storage space.
Engine, transmission (52
/ 40)The base turbodiesel can only be obtained with a conditionally suitable robotic gearbox. Definitely less designed for fast driving, more for folding.
Driving performance (59
/ 95)Solid road position and good comfort, reliable brakes, responsive (electric) steering. However, it is impossible to independently select the transmission ratios.
Performance (23/35)
If you want to be fast, the folding transmission will stop you.
Security (36/45)
The Euro NCAP crash test result is still missing from the passive safety rating, especially since Citroën is introducing a new front passenger airbag installation on the Cactus.
Economy (43/50)
Consumption of solid fuel if driving is difficult, but almost 20% deviation from the norm. Less affordable than Citroën claims.
We praise and reproach
operation of the start-stop system
braking efficiency
automatic transmission function for slow driving
rear view camera (only during the day, in the dark)
mobile phone connection
economical engine
big enough trunk
unreliable operation of the central touchscreen
not enough storage space
indivisible back bench
strong heating of the cab despite the special design of the panoramic roof window
high price
