Test: Citroën C4 HDi 150 Exclusive
Content
I got the keys to the test Citroën C4 from the editorial office, as our photographers again covered my back at the time the magazine was about to be finished, so they brought it conveniently to my office garage. Thank you boy! Our garage is located in the third basement, so deep to the center of the Earth, and the path to it is rather winding. You know, there is not much space in the center of Ljubljana. Therefore, in such cases, it happens that I feel and smell the car before I see it. And when you see poorly (or don't see at all), other feelings awaken. Think only of the blind.
The C4 smelled good, maybe one of the previous pilots even remembered and presented him with a fragrant spruce. When I usually looked for the levers with which I wanted to adjust the driver's seat, I obviously pressed the massage button, as it is just pleasant for me to stretch around my kidneys. Ho ho, I thought, it’s a good start for our collaboration, because it’s always nice to pamper ourselves. I easily adjusted my position while driving, although later the owner Dusan complained that it was not very suitable for tall drivers, since the longitudinal movement is not a record. Even with my average height of 180 centimeters, I immediately knew where Citroëns had a few extra inches in the trunk: in the rear seats. My children, who, of course, sit quietly in child seats (and these seats take up a little more space), could hardly move legs 27 and 33. So, the first serious disadvantage for a beginner, since the back bench is conditionally usable.
But I immediately felt it, and also saw at launch that the steering wheel is uncharacteristically better than that of a C4 or C5. The keys and rotary controls have been removed, and if I only remember the last C5, you also have the pleasant feeling that the center of the steering wheel is no longer made of cheap material. And most importantly, the middle part is spinning again, which, probably, will not like the sworn Citroens. But it will be for everyone else. I knew I could paint the dashboard in a muted gray and white combo or a wild blue, so I immediately switched from blue to ... um, outdated version. The completely black button on the instrument panel (with the exception of the speed arch) reminded me of the SAABs that shone in this area, although I do not see any major design victory in this decision. Are you saying this is helpful? Why already to darken the interior and sleep better? I never used it, and the other guys from the editorial office did not faint at this decision.
The transparent and logical dashboard has only one drawback: the previously mentioned arc for analog speed display, which is completely opaque. I admit, if it were not for the large digital printout of the current speed, I would have attributed another big disadvantage to this, so I was just amazed that they have duplicate data. Yeah, maybe because of the aforementioned dimming option? So to speak. Commendable is the display of the perfect gear, widely displayed inside the tachometer, the size of the keys (balm for the elderly) and easy access to the on-board computer. Nothing of the kind, the steering wheel, as well as the dashboard and dashboard on the Citroen were almost exemplary.
The exit from the aforementioned garage is very narrow and opaque, which is why our neighbors from Cosmopolitan, Ella and Nova are almost afraid of it. Which can even be justified if we add up the number of fenders and bumpers that left some of the paint on the adjacent wall. They probably wouldn't have a problem with the C4 since the turning radius is small and turning the steering wheel is not a difficult task. What surprised me the most was the excellent performance of the tracked bi-xenon headlights. The subdued and long white light not only moves in the direction of travel, but the fog lights also come to the rescue when making a sharp turn. The cover works great both in the garage, when the fog lights help dim light, and on the main roads, when the beam, like the most faithful dog, obediently follows your commands through the steering wheel. Efficient, regardless of speed. So, good advice: the Xsenon safety package (in addition to dual xenon headlights, blind spot detection and pressure gauge), which costs 1.050 euros, is really worth every euro, definitely earlier than, say, 17 inch alloy wheels for 650 euros.
When I first switched while driving around town, I tried to remember the feel of the previous C4 or even the Xsara. What a progress! A gearbox from another world, if you remember the salad (sorry for the expression, but I can't remember any other kind words now) from Xsara and unfinished from the previous C4. The transitions from transmission to transmission are not only pleasant, but also give the German feeling that it will last forever. At least with this gearbox, which, unfortunately, can only be obtained in conjunction with the most powerful diesel. Then I press on the gas and am happy to find that the torque of the 150-horsepower turbodiesel is not only felt, but also delightful. In fact, a car with a softer suspension simply "slips" in the first three gears as we haven't seen a test car lift its nose at full throttle in a long time.
The torque is so great that a rude driver on the greasy roads of Ljubljana and the Promised can provoke the front wheels in such a way that they cannot effectively transfer torque to the road and slip through in first, second and even third gear. There was a lot of rain and snow on the days we tested the C4, not to mention sand on the road, but some of the lower efficiency could also be attributed to the softer chassis and Sava winter tires. But don't get us wrong: The C4 was one of those auto products that we drove with just because we felt good behind the wheel.
Because of the engine and transmission? Certainly. The turbo diesel does work best up to 3.000 on the tachometer, but thanks to a good six-speed transmission, it is really nice to “catch” the working area with maximum torque, so pushing at high revs does not help. have real meaning. But also because of the rugged chassis; it is not sporty, but gives the driver correct information both through the steering wheel and through the rear. With a semi-rigid straight line at the rear, it follows the slippery, which can also be attributed to the only partially disengaged ESP stabilization system (when it is automatically turned on again in the city limits), and the Citroens have some work behind the wheel. When driving over bumps, especially when there is a treacherous hole in the pavement, the impact from the front of the chassis is also transferred to the steering wheel and therefore to the driver's hands, which is not very pleasant. When they fix that, the driving experience will not only be really good, but great.
I found it very interesting to argue with a sworn Citroën that drives a previous C4 every day. Okay, he's got a coupe, and it doesn't matter. A service colleague immediately praised the salon, especially the quality of the materials. “If only I had such hard plastic in the air gap routers,” he concluded the conversation, at the same time raising his nose a little that he didn’t even have the right feeling that he was sitting in a Citroën. In terms of the quality of the test piece, we can see that it only had poor contact with the driver's seat belt pin, as you had to cut it several times in order to detect the seat belt fastened and therefore stop panicking, otherwise the new C4 proved. Be that as it may, the feeling inside is very German.
And it's that German feel, coupled with a more conservative design, that's the car's main problem. It might be more palatable to the wider public (which is also the goal if we want to be discovered), but perhaps Citroën freaks won't take it as their own. Or wait for DS4.
text: Alyosha Mrak photo: Aleš Pavletič
Face to face: Dusan Lukic
On the outside, this C4 is more of a Citroën than the previous one, but on the inside, it's the exact opposite. It is true that the new gauges are more practical and transparent, but the transparent ones in the previous version were larger than the Citroën. And this is far from the only detail in the cabin that has lost “something special” with the transition to a new generation. It's a pity, because while the new C4 is extremely competitive in its class overall, a few extra details will also give it more reasons to buy.
Citroën C4 HDi 150 Exclusive
Basic data
| Sales: | Citroën Slovenia |
|---|---|
| Base model price: | 22.990 € |
| Test model cost: | 25.140 € |
| Power: | 110kW (150 KM) |
| Acceleration (0-100 km / h): | 8,6 with |
| Maximum speed: | 207 km / h |
| Mixed flow ECE: | 5,0l / 100km |
| Guarantee: | 2 years general and mobile warranty, 3 years varnish warranty, 12 years anti-rust warranty. |
| Systematic review | 30.000 km |
Cost (up to 100.000 km or five years)
| Regular services, works, materials: | 599 € |
|---|---|
| Fuel: | 10.762 € |
| Tires (1) | 1.055 € |
| Loss of value (within 5 years): | 7.412 € |
| Compulsory insurance: | 3.280 € |
| CASCO INSURANCE (+ B, K), AO, AO + | 4.120 ( |
| Calculate the cost of auto insurance | |
| Buy up | € 27.228 0,27 (km cost: XNUMX €) |
Technical information
| engine: | 4-cylinder - 4-stroke - in-line - turbodiesel - front-mounted transversely - bore and stroke 85 × 88 mm - displacement 1.997 cm³ - compression ratio 16,0: 1 - maximum power 110 kW (150 hp) at 3.750 rpm – average piston speed at maximum power 11,0 m/s – specific power 55,1 kW/l (74,9 hp/l) – maximum torque 340 Nm at 2.000-2.750 rpm – 2 overhead camshafts (toothed belt) – 4 valves per cylinder – common rail fuel injection – exhaust turbocharger – charge air cooler. |
|---|---|
| Energy transfer: | front wheel motor drives - 6-speed manual transmission - gear ratio I. 3,42; II. 1,78 hours; III. 1,12 hour; IV. 0,80; V. 0,65; VI. 0,54 - Differential 4,500 - Wheels 7 J × 17 - Tires 225/45 R 17, rolling circumference 1,91 m. |
| Capacity: | 207 km/h top speed - 0-100 km/h acceleration in 8,6 s - fuel consumption (ECE) 6,6/4,1/5,0 l/100 km, CO2 emissions 130 g/km. |
| Transportation and suspension: | limousine - 5 doors, 5 seats - self-supporting body - front single suspension, leaf springs, three-spoke wishbones, stabilizer - rear axle shaft, torsion bar, coil springs, telescopic shock absorbers, stabilizer - front disc brakes (forced cooling), rear ABS discs, mechanical parking brake on the rear wheels (switching between seats) - rack and pinion steering wheel, power steering, 2,9 turns between extreme points. |
| Mass: | empty vehicle 1.320 kg - permissible total weight 1.885 kg - permissible trailer weight with brake: 1.500 kg, without brake: 695 kg - permissible roof load: 75 kg. |
| External dimensions: | vehicle width 1.789 mm, front track 1.526 mm, rear track 1.519 mm, ground clearance 11,5 m. |
| Inner dimensions: | front width 1.490 mm, rear 1.470 mm - front seat length 530 mm, rear seat 460 mm - steering wheel diameter 380 mm - fuel tank 60 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 - front and rear parking assistance - height-adjustable driver's seat - split rear seat - on-board computer - cruise control. |
Our measurements
| T = 0 ° C / p = 1.008 mbar / rel. vl. = 65% / Tires: Sava Eskimo HP M + S 225/45 / R 17 H / Odometer status: 6.719 km | |
| Acceleration 0-100km: | 9,2s |
|---|---|
| 402m from the city: | 16,7 years ( 137 km / h) |
| Flexibility 50-90km / h: | 6,7 / 100s (IV/V) |
| Flexibility 80-120km / h: | 8,3 / 11,2s (Sun./Fri.) |
| Maximum speed: | 207km / h (WE.) |
| Minimum consumption: | 6,7l / 100km |
| Maximum consumption: | 9,4l / 100km |
| test consumption: | 8,7 l / 100km |
| Braking distance at 130 km / h: | 80,1m |
| Braking distance at 100 km / h: | 41,9m |
| AM table: | 40m |
| Noise at 50 km / h in 3rd gear | 60dB |
| 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 | 62dB |
| Noise at 90 km / h in 4rd gear | 60dB |
| 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 | 64dB |
| Noise at 130 km / h in 4rd gear | 62dB |
| Noise at 130 km / h in 5rd gear | 61dB |
| Noise at 130 km / h in 6rd gear | 60dB |
| Idling noise: | 40dB |
| Test errors: | unmistakable |
Overall rating (330/420)
The Citroën C4 was already dangerously close to its German competitors. Perhaps as a result, it has lost some of its distinctive shape and technology, and with it its French charm, but therefore it is more attractive to the general public. This is the point. Attention, we have not even thought about their discounts yet ...
Exterior (11/15)
The new C4 is a beautiful and harmonious car, but perhaps not original enough for Citroen fans to take for granted.
Interior (97/140)
Our measurements show that the interior space is larger in width and slightly smaller in length. A big boot and a huge step forward in ergonomics.
Engine, transmission (51
/ 40)Irregular engine and good gearbox, we only had a few comments about the drive.
Driving performance (60
/ 95)Safe position even for dynamic drivers, good braking sensation.
Performance (27/35)
Hey, with the most powerful turbo diesel and six-speed transmission, you can't go wrong.
Security (40/45)
Tracked bi-xenon, blind spot warning, automatic wiper mode, 5-star Euro NCAP, ESP, six airbags ...
Economy (44/50)
With slightly higher fuel consumption than the competition, you will only get a six-speed engine with better equipment.
We praise and reproach
great engine
Transmission
the location of the buttons on the steering wheel
equipment
choice of color on the dashboard q
traceable bi-xenon headlights
access to the fuel tank using a button
space on the back of the bench (knees!)
tire noise
lightweight seat covers
transmission of vibration to the steering wheel
method (quantity!) of wetting the headlights
