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CAN’T C4 LOOKING?

Models Covered: (5dr Hatch, 3dr Coupe 1.4, 1.6, 2.0 petrol 1.6, 2.0 HDi diesel [LX, SX, VT, VTR, VTR+, VTS, Exclusive])

BY ANDY ENRIGHT

Mention the Citroën C4 to most people and you’ll be rewarded with a blank look. Ask about the dancing robot instead and there will be that instant flash of recognition, a classic case of the advertisement being more memorable than the product. Perhaps this is a little harsh on the C4 as it introduced a welcome dash of individuality to the middle of a Citroën range that was previously populated by cars like the Xsara. Now that used examples are filtering onto the market in decent numbers, does the C4 make a compelling case for itself second time round?

When the Citroën C4 was introduced in October 2004, few were expecting quite such a barrage of technology. It was as if the French company realised it needed to differentiate itself from its more staid Peugeot sister company and did so by cramming all manner of electronic gadgetry into the C4. The basic package was, as you might expect, not hugely different to the Peugeot 307, but on top of this tried and tested running gear Citroën put a far slinkier body and also introduced three-door models, dubbed Coupe variants, right from the outset. With a range of very good engines, modern styling, excellent dealer support and improved build quality, sales were very promising and continue to hold firm.

Two distinctly different body styles are available and Citroen have taken a leaf out of Vauxhall’s book in their product development plans. By introducing plenty of MPV-style models, Vauxhall left themselves free to design sportier and more dynamic versions of their ‘regular’ cars. Citroen followed suit and, divested of the need to seat seven people and their 1.5-litre bottles of pop, the C4 looks extremely svelte, both in five-door hatchback form and three-door Coupe format. There’s an element of Ford Focus to the rear window line but the C4 is more extreme still, even the hatchback boasting a coupe-like silhouette. Early shots of a C4 rally car mockup left many with moistened palms and the sporty VTS version of the Coupe will be the model for them. With big alloys and spoilers, this car is a real knockout. Citroen claimed class-leading aerodynamics when the C4 was launched, the drag coefficent of just 0.28 paying dividends not only in performance and economy but also in keeping the all-important CO2 emissions in check. This being Citroen, we can take a whole host of innovations for granted and the C4 doesn’t come up short. An involuntary lane departure warning system has been developed that aims to prevent drivers from losing concentration or dozing off at the wheel. Moving dual function Xenon headlamps offer improved lighting when cornering and provide a neat historical throwback to the DS model. No car in this class can succeed unless it scores well on the safety front and Citroen has achieved a full set of stars in the EuroNCAP safety tests. The multi-function steering wheel houses a whole host of the controls from the centre console, ensuring that the driver is in touch with the control of the vehicle at all times. Despite the multitude of functions marshalled by the tiller, there’s still room for an airbag that Citroen claims offers better protection than any of their prior designs. Building in features more often seen on luxury cars is an ongoing theme, the C4 featuring laminated side window glass. Not only does this aid safety in the result of an accident, it also provides enhanced protection against crime and even boosts the cabin’s acoustic qualities. Manufacturers of car stereos have long lamented the fact that with a high proportion of echoing surfaces, the car’s interior is one of the most acoustically challenging environments in which to create great sounding music reproduction. It has been found that the insulating layer of clear plastic inside a laminated windscreen produced less acoustic scatter than the harsher echoes that rebounded off a more brittle toughened screen. The C4 even features a scented air freshener built into the dashboard to keep things fresh. One of the nicer detail touches is a translucent instrument cluster that adjusts to ambient light levels, giving a clear readout whatever the light conditions. Many cars offer LCD screens that are virtually impossible to read in daylight and if you switch your headlamps on so that other cars can see you coming, the problem can get worse. Thankfully, Citroen spent some time and money coming up with a solution.

The C4 range opens at £5,500 for a 1.4L hatchback on a 2004 54 plate. Opt for a 1.6SX and the asking price rises to £6,600 or £7,000 if it’s specified in VTR+ form. Diesel lovers will warm to the HDi engines, the 1.6-litre 92bhp LX opening proceedings at £6,300. The 110bhp 1.6 HDi in VTR+ guise opens at £7,700. The sweetest engine in the C4 range remains the 2.0-litre HDi and in hatchback VTR+ form this starts at £10,000, again on the 2004 54 plate. Opt instead for a three-door and you’ll need £7,200 for the punchy VTR Plus version. The 180bhp petrol VTS Coupe is great fun and starts at £8,100.

No significant faults have yet to be reported but a few niggling problems were experienced on early cars. These included rather uneven body panel alignment, interior carpeting that easily comes unstuck and electrics which have been known to briefly die before spontaneously resurrecting themselves. It must be stressed that these issues afflicted only the very first batch of cars and Citroën is confident that these teething troubles were soon ironed out. Otherwise the C4 should be an extremely safe bet.

(approx based on a 2004 C4 VTR+) Consumables for the Citroën C4 are reasonably priced. An air filter is around £10 with an oil filter retailing at approximately £15. Spark plugs are £9 each with a timing belt weighing in at the £30 mark.

The diesels are the cars to go for in the C4. The HDi range opens with an engine that made its debut in the C4, although in fact, it’s simply a lower output version of the 110bhp 1.6-litre HDi engine that had already appeared elsewhere in the manufacturer’s line-up. With 92bhp, this 1.6-litre 16-valve unit still delivers a fair turn of speed, particularly lower in the rev range where the 159lb/ft of torque at 1,750rpm makes its presence felt. At higher speeds, throttle response is less than immediate but 112mph is possible if you persevere. This engine is the budget diesel choice and, as such, will be bought as much for its claimed 60mpg fuel consumption as its performance credentials. Next up is that 110bhp 1.6-litre HDi engine we just mentioned and while the official performance figures aren’t a massive improvement over the 92bhp engine (11.2s 0-60mph and 119mph top speed instead of 12.5s and 112mph) there is noticeably more urge off the line. Maximum torque here is 177lb/ft at 1,750rpm and average fuel economy is said to be 60mpg – identical to the less powerful 1.6-litre engine. Both of these 1.6-litre units are extremely quiet, whether you’re inside at the wheel or standing outside admiring the view. The ultimate C4 HDi is the 138bhp 2.0-litre 16-valve version and it’s less quietly spoken than the 1.6-litre contingent. That mild extra gruffness, however, is a price that the keen driver will be happy to pay for a 9.7s 0-60mph sprint. This powerplant feels significantly more muscular at lower engine speeds thanks to a brutal 236lb/ft of torque at 2,000rpm and it’s more responsive higher in the range too. The other big factor that will draw buyers in the direction of the largest HDi is its gearbox. The 5-cog set-up that’s matched to the 1.6-litre units feels loose and aimless in the worst Citroen traditions but the 6-speed ‘box you get with the 2.0-litre is a big improvement. The 2.0-litre manages a creditable 52mpg average fuel consumption and like all the C4’s HDi engines, it’s compliant with the Euro IV emissions regulations. The one engine in the petrol range that’s well worth a look is the 180bhp 2.0-litre fitted to the flagship VTS coupe. This model will accelerate to 60mph in 8.1 seconds and see the other side of 140mph, with combined fuel economy pegged at 33.6mpg and carbon dioxide emissions rated at 200g/km.

The Citroën C4 is a car you’ll either love or hate. Despite or perhaps because of strong sales from new coupled with aggressive dealer discounting, the residual values of this car aren’t quite as strong as initially predicted and therefore, it’s easy for used buyers to snap up a low mileage bargain with fully a third of the value having been shucked away from some models’ new prices after just 24 months. The best picks remain the diesels and if you can stretch to a 2.0-litre HDi, it should make a very satisfying family hatch that will take an extremely long time before it starts looking old.

A LASTING IMPRESSIONIST?

Models Covered: 2006- to date: 5 door Mini-MPV, standard wheelbase and long wheelbase Grand, 1.8, 2.0 petrol, 1.8HDI, 2.0HDI diesel [LX, SX, VTR+, Exclusive]

BY ANDY ENRIGHT

Deviating from a winning formula can be a big risk. Citroen knows this as well as any car manufacturer, having had a long history of big hits followed by rather impressive failures. The company has found it hard to hit a consistent winning groove and in replacing the massively successful Xsara Picasso with the far more complex C4 Picasso, did it deviate from the recipe for success? Sales suggest otherwise, the C4 Picasso finding a new swathe of customers who appreciate a little more luxury. This now translates into decent choice for the used buyer.

The Xsara Picasso was always one of those vehicles that showed quite how little motoring journalists matter. Rather disliked by most motor noters, the public couldn’t get enough of it. Perhaps it was the keen pricing, the endlessly inventive incentives from dealers or just the fact that here was cheap family transport that wasn’t Korean: all of that was enough to sell it to families up and down the country. Its successor, the C4 Picasso, is cut from very different cloth. We like the C4 Picasso and, it seems, so does the British car buying public. Vive le concord. The long wheelbase Grand C4 Picasso appeared towards the end of 2006, with the more compact model joining it in September 2007. The C4 Picasso was sold alongside the Xsara Picasso, Citroen rather running out of commitment and hedging their bets with both product lines. The engine selections consisted of 1.8 and 2.0-litre powerplants, petrol or diesel and four trim levels.

Although the C4 Picasso’s athletic stance is the first thing to catch your eye, the second is the wide-angle panoramic windscreen that rises up and over the front seat occupants, doubling vertical visibility in the front to seventy degrees compared to 35 degrees in a standard MPV. Previous to this car’s arrival, Vauxhall may have already offered a similar thing as an option on the MkIV Astra but this was the first time it had been fitted as standard to an MPV and the effect is just stunning, the sheer acreage of glass in front of the driver being at first a little unnerving. It’s almost like the cockpit of a jet fighter. By slimming down the windscreen pillars, the effect of airiness and front visibility is increased still further. It’s not just a styling affect either, the added field of view making it easier to spot motorbikes, cycles and pedestrians coming while preventing the usual craned neck when negotiating small roundabouts. I’m not sure if someone at Citroën has been getting a backhander from a glass manufacturer because the C4 Picasso also features the biggest sunroof in its class, the extensive side windows too help edge it towards having the largest glazed area of any mini MPV. All of this glass means that the vehicle needs a seriously punchy air-conditioning system to prevent it become a mobile propagator. The C4 Picasso utilises its available space very well. That wheel at each corner stance doesn’t just look good, it also maximises space for the all important passenger cell. The boot has a 500-litre capacity which is about par for the course for a five-seater vehicle. Fold the rear seats down and there’s a massive 1.734 litres of available space. The Grand C4 Picasso packages three rows of seats into a car 4.59m long (for reference a Ford C-MAX is 4.33m long, a Volkswagen Touran measures 4.39m, a Toyota Verso 4.36m and a Vauxhall Zafira breaks the tape at 4.46m) but the ingenuity of manufacturers in reducing the day to day impact of these compromises is where they earn their corn. The most common solution is to sacrifice a little room in the rearmost row and target these as ‘occasional’ seats for kids. The Citroën offers more space in the footwell on the rearmost set of seats although the raked roofline takes its toll for taller passengers. The more important middle row of seats reaps the benefits and offers more leg and elbow room than any of its competitors. With the vehicle configured as a five-seater, this car provides 576m of loadspace beneath the parcel shelf. Lose the second row of seats and there’s a colossal 1,951 litres of room to play with. Many customers will be swayed by a showroom demonstration of how easy or otherwise the seats are to fold and the Grand C4 Picasso looks set to score in this department too. The second and third rows of chairs can be folded away under the floor without the need to remove the headrests to provide a flat surface that’s ideal for loading. The whole design is a good deal more intuitive than the system used on the Vauxhall Zafira. Access to the back seats is good as well. Press a control on the edge of the outer middle seat and the seat cushion flips up to the seat back, the seat then slides against the back of the one in front. No more clambering with muddy feet over the middle row of seats or tearing the pockets off your trousers trying to lever yourself through a minuscule gap.

Prices for the C4 Picasso start at just under £11,000 for an 07-plated 1.8i LX. The SX trim adds £1,000 to that price and the VTR+ starts at £12,300. The 2.0-litre petrol model was popular, partly because it was offered with the EGS sequential manual gearbox and an SX model with this robotized manual ‘box starts at £12,500 on an 07 plate which looks decent value. The diesel-engined variants have proven to be the biggest sellers and the pick of the range may well be the 1.6 HDI SX trim. This is available from £13,600 with a manual gearbox and £14,000 with the EGS transmission. The more powerful 2.0-litre HDI diesel opens at £15,600 in VTR+ trim, again on the 2007 07 plate. Model for model, Grand C4 Picassos add around £750. Insurance ranges between Group 6 and Group 9.

Unlike its rather utilitarian predecessor, the C4 Picasso is a distinctly complex car, bringing to the mass market many technologies previously only seen on high-end luxury models. As such, it will pay the potential buyer dividends to do a painstaking check of the electronic functions. Of particular importance will be a check of the EGS gearbox to make sure that it engages gears cleanly and does not drop into a false neutral when it is decelerating to a standstill in ‘automatic’ model. Apart from a rather insubstantial parcel shelf, the interior feels fairly well screwed together although the dealer fit satellite navigation can be frustratingly idiosyncratic in some of its route selections.

(approx. based on 2008 1.8i C4 Picasso LX excl VAT) A clutch assembly is around £110 and an exhaust system about £425 including a catalytic converter. Front brake pads are around £55 a pair with rears retailing at around £45. A radiator is about £175, an alternator about £300 and a starter motor £255.

The 138bhp 2.0-litre diesel engine of our long term test vehicle will sit on its cruise control at 85mph very happily on French autoroutes, returning nearly 40mpg even at that velocity. If you’re not a fan of cruise control, and many aren’t, there’s also a handy manual speed limiter function that will prevent you inadvertently attracting the attention of les flics by creeping over the posted limit. With a maximum speed of 125mph, the C4 Picasso had plenty left to give, so when driving it without the cruise or the limiter switched on, it was easy to accidentally creep up towards the three figure mark on empty, featureless autoroute sections. Like many diesel cars, the C4 Picasso wasn’t quick to warm up on a cold morning and if you’re merely sitting with the rear window demister on, the radio playing and the engine off, the car will go into a power save mode within a few minutes where it switches everything off, at one point doing so with impeccable timing right at the climax of the Champions League draw. The Citroën’s steering wheel always draws comment. This features a clever arrangement where the wheel turns around a fixed centre hub on which are mounted all the main controls. Not only does this make using the controls simpler, it also means that the airbag stays in the same position and can thus be better designed to cushion the driver’s head in the event of an accident. If you’re not looking to spend the kind of premium money that our top spec test vehicle cost when it was new, there are plenty of less costly but still appealing choices in the C4 Picasso line up. With a choice of a 127bhp 1.8-litre or 143bhp 2.0-litre petrol engines or 110bhp 1.6 or 138bhp 2.0-litre HDi diesel units, drivers won’t want for decent powerplants. We went for the 2.0-litre diesel, but the 110bhp 1.6-litre diesel would have been just as acceptable. Either way, you’ll probably want a diesel if you’re going for a car of this kind but whether you can justify the price premium for an oil burner comes down to a simple issue of how many miles you’re likely to cover. If you’re simply using the car to go to the shops and back, then yes, petrol is probably your best bet. Otherwise, opt for the HDi every time.

The Citroën C4 Picasso is a car that rewards a little research and it’s well worth taking a look at a few examples - not only to play one vendor off against another. The pick of the range is probably the 1.6-litre HDI model with manual gearbox in SX trim, but any of the diesels are a good bet and Citroën has even been very sensible with the petrol engines as well. The Grand version is a good value choice, assuming you have off street parking: it’s quite tricky to manoeuvre into a tight spot, parking sensors notwithstanding. The car is too new at the moment to build a definitive picture of long term reliability but so far the signs look good.

WHAT DO YOU WANT TO MAKE THOSE EYES AT C4?
In their latest C4 Coupe, Citroen have a first rate hatchback on their hands. Steve Walker reports…

Citroen confounded most people’s expectations with their C4. To the outside observer, the French manufacturer seemed to have turned away from roots steeped in the creation of quirkily innovative cars and settled into a cosy niche, selling models that were competent and extremely tightly priced but rarely dynamic or challenging. Then the C4 family hatch arrived and made the kind of impact that you’d more readily associate with its plastic explosive namesake. The C4, and particularly the sporty Coupe version, looks fresh and distinctive - an impression that is only enhanced when you get to grips with the car.

It’s the striking facelifted Coupe models that we’re looking at here but in this case ‘Coupe’ is Citroen-speak for 3-door hatchback. The family-orientated 5-door derivatives are called simply ‘Hatchback’ and they take a more rounded styling direction than the altogether edgier Coupe. Both cars are identical as far back as the B-pillars but progress rearward and the Coupe takes on a look of its own. Different observers have likened the C4 Coupe to a variety of models past and present - original Honda CRX, Toyota Prius, and so on. There may or may not even be a bit of Renault Megane in there but whatever it looks like, people seem to like the look. It’s a resolutely cohesive design, the long arching roof and the stubby nose making the car appear all of a piece. The vertical rear window with glass roof section above does little for rear visibility but draws the eye in. Much like film star Jennifer Lopez, the C4 Coupe’s hindquarters represent its defining feature. The latest, facelifted Citroen C4 Coupe models are tasked with appealing to buyers who may be younger and are after something both sporty and stylish. It fulfils the ‘stylish’ part of its remit with some aplomb but how sporty the car is depends largely on which engine and trim level you choose. Three trim levels are offered with the C4 Coupe, VTR, VTR Plus and VTS. The sporty overtones become progressively more evident as you ascend the range but all models are well catered for in terms of standard equipment. All Citroen C4 models receive ABS with EBD and brake assist, twin front and lateral airbags plus side window airbags. There’s a multi-function trip computer, a CD stereo, remote central locking, electric front windows, electric door mirrors, power steering and cruise control with a speed limiter. This is a well equipped car and it becomes even more so as you ascend the trim level range.

"Much like film star Jennifer Lopez, the C4 Coupe’s hindquarters represent its defining feature…."

The engine range opens with the 90bhp 1.4-litre 16-valve petrol unit that is standard family hatch fare and then there’s a 110bhp 1.6-litre 16v option above that. These powerplants return average economy figures of 44mpg and 40mpg respectively. The ultimate petrol engine is the 2.0-litre 16v unit that’s offered in 138bhp or potent 180bhp form. Go for the lesser of the two and 0-62mph acceleration is measured at 9.2s but fuel economy is still a not unreasonable 36mpg. The 180bhp option is found in the VTS model and it’ll blast past the 62mph barrier in 8.3s but economy of 33.6mpg means you’ll have to slow down to fill up more often. The high-revving petrol units are not without their charm and the 2.0-litre options have some useful poke but many buyers will be swayed by Citroen’s impressive HDi diesels. The 1.6-litre HDi oil-burner is remarkably quiet and clean. In 92bhp form, it will reach 62mph from standstill in 12.5s and if you upgrade to the 110bhp option there’s a 11.2s time for the sprint and the option of Citroen’s 6-speed electronic gearbox. These figures might look less impressive than the petrol contingent given the premium you pay for a diesel but in real world conditions, the punchy nature of the diesels’ power delivery makes them feel faster. Better still, the 1.6-litre units both return outstanding 60mpg fuel economy. You’ll even get over 52mpg from the range-topping oil-burner. This 2.0-litre 138bhp unit could well be the pick of the range given its 9.7s 0-62mph performance and that thrifty approach to fuel consumption. The initial impression when driving the C4 is that its makers may have over done it on the innovation front. Digital read-outs shine back at you wherever you look and the centre of the steering wheel is fixed in position. Remarkably, however, once you get over the initial strangeness, everything works very well. You only need to divert your eyes from the road slightly to pick up the wealth of information on the main dash-top display and if you really get your foot down, the steering wheel mounted rev-counter flashes red at the limit, prompting you to change up. Features like the built-in air-freshener (VTR and above) and the optional lane departure warning system (vibrates your lower back if you drift across lanes without indicating) have a gimmicky whiff about them but the directional headlights (standard on VTS), which turn to illuminate bends as you round them, work very effectively. The C4 rides with impressive smoothness and composure but it doesn’t quite offer the level of feedback you sometimes want from a sporty hatchback. The variable assistance power steering has an accurate feel and the car is nicely balanced through corners with a decent amount of grip at the front end. The VTS version has stiffened suspension to enhance its sporting pedigree and offers a sharper driving experience generally. The gearchange on most C4 models is a fairly sloppy affair thanks to the long-throw 5-speed box but the 2.0-litre HDi engine comes with a 6-speed box that is far superior – another reason why the big diesel could be the engine to go for. Rear visibility is hindered somewhat by the unorthodox rear window on the Coupe but parking isn’t a problem as the bottom section of the split screen gives decent view of objects immediately behind the car. The interior is spacious and the Coupe provides similar amounts of rear legroom and boot space to the Hatchback. The boot opening is narrower, however, and the levers that fold the front seats forward allowing access to the rear have a habit of sticking up to catch the shins of passengers climbing in. With the C4, Citroen have thrust themselves back into the family hatch spotlight, resurrecting their reputation for innovation in the process. The car is truly outstanding in terms of safety and comfort, it’s an enjoyable drive (if a little less focused than some of its rivals) and the diesel engines are at the head of their field. The Coupe’s styling will justifiably attract a lot of attention but it’s the quality of the overall package and Citroen’s aggressive pricing that should do most to part buyers from their bank details.

Facts At A Glance CAR: Citroen C4 Coupe range PRICES: £12,095-£18,495 - on the road INSURANCE GROUPS: 4-15 CO2 EMISSIONS: 125-200g/km PERFORMANCE: [2.0HDi] 9.7s 0-60mph / 119mph top speed FUEL CONSUMPTION: [2.0HDi] 39.8mpg (Urban) 62.8mpg (extra Urban) 52.3mpg (combined) STANDARD SAFETY FEATURES: six airbags, ABS, EBD, EBA. WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4274/1769/1458mm

WHAT DO YOU WANT TO MAKE THOSE EYES AT C4?
The innovative C4 family hatchback has been restyled and refettled under the bonnet. Steve Walker reports

Not your run of the mill family hatchback, the Citroen C4 piles on the technology and includes some unorthodox styling features but it all hangs together rather well. The car now gets the larger C5 model’s more distinctive nose, plus there’s a couple of higher-tech BMW-developed petrol engines borrowed from its Peugeot 308 PSA Group stablemate. The upgraded interior is now closer in quality to most some rivals and makes up for any remaining lack with its sheer wow factor. Excellent diesel engines and lots of equipment also help to tempt buyers.

Citroen confounded most people’s expectations with their C4. To the outside observer, the French manufacturer seemed to have turned away from roots steeped in the creation of quirkily innovative cars and settled into a cosy niche, selling models that were competent and extremely tightly priced but rarely dynamic or challenging. Then the C4 family hatch arrived and made the kind of impact that you’d more readily associate with its plastic explosive namesake. The C4 felt fresh and distinctive and it still does but is that enough in a market where excellence is the minimum standard for big sales? With over 900,000 examples sold, Citroen have taken the opportunity to do a spot of refettling, installing a more distinctive front end and the 1.6-litre VTi (Variable Valve Lift & Timing) and 1.6 THP (Turbo High Pressure) petrol engines that weren’t available when this car was first launched. As before, the mainstream C4 range is split between Coupe and Hatchback models. ‘Coupe’ is Citroen-speak for 3-door, the family-orientated 5-door derivatives being called simply ‘Hatchback’. The initial impression when driving the C4 is that its makers may have overdone it on the innovation front. Digital read-outs shine back at you wherever you look and the centre of the steering wheel is fixed in position. Remarkably, however, once you get over the initial strangeness, everything works very well. You only need to divert your eyes from the road slightly to pick up the wealth of information on the main dash-top display, which now incorporates a rev counter that, if you really get your foot down, flashes red at the limit, prompting you to change up. Rear visibility is hindered somewhat by the unorthodox rear window on the Coupe but parking isn’t a problem as the bottom section of the split screen gives decent view of objects immediately behind the car.

"This is a car quite unlike any of its rivals…"

The C4 rides with impressive smoothness and composure but it doesn’t quite offer the level of feedback you sometimes want from a sporty hatchback. The variable assistance power steering has an accurate feel and the car is nicely balanced through corners. The VTS version has stiffened suspension to enhance its sporting pedigree and offers a sharper driving experience generally. If you’re familiar with the original C4, then the changes to the facelifted version won’t come as too much of a shock. There’s a redesigned, curvier bonnet to make it look more like the large C5, whilst the grille benefits from restyled integrated chevrons. The front bumper has also been revamped and the number plate repositioned for what Citroen hope is ‘a stronger, sportier, more dynamic look’. The rear lights of the C4 Coupe are now finished in transparent crystal, there are fresh wheel designs and paint colours, plus in the pursuit of ‘added elegance’, chrome inserts are featured on some models. Inside the cabin, the rev counter has been relocated to the innovative translucent central display unit. A plush grain is now featured on the dashboard and doors which, along with the smarter décor, makes for a more upmarket feel, while the integrated scented air freshener deals with unwanted odours. The interior is spacious and the Coupe provides similar amounts of rear legroom and boot space to the Hatchback. The boot opening is narrower, however, and the levers that fold the front seats forward allowing access to the rear have a habit of sticking up to catch the shins of passengers climbing in. Ouch. The engine range opens with Citroen’s older 90 and 110bhp 1.4 and 1.6-litre 16-valve petrol units. Best however, if you’re a petrol buyer, to try and stretch either for a diesel or for one of the two more modern engines. Many will choose the 120bhp 1.6-litre VTi option with its 120mph performance and 42mpg combined fuel economy. Above that, the ultimate petrol engine is now the 130mph 1.6-litre THP 150bhp. In general, these high-revving petrol units are not without their charm but many buyers will be swayed by Citroen’s impressive HDi common-rail diesels. The 1.6-litre HDi oil-burner is remarkably quiet. In 92bhp form, it will reach 62mph from standstill in 12.5s and if you upgrade to the 110bhp option there’s a 11.2s time for the sprint and the option of Citroen’s 6-speed electronic gearbox. The range-topping diesel is the 140bhp 2.0-litre HDi unit which has a 9.7s 0-60mph time. All Citroen C4 models receive ABS with EBD and brake assist, twin front and lateral airbags plus side window airbags. There’s a multi-function trip computer, a CD stereo, remote central locking, electric front windows, electric door mirrors, power steering and cruise control with a speed limiter. This is a well equipped car and it becomes even more so as you ascend the trim level range. In recent times, there have also been a number of technology upgrades. Citroen’s latest Europe-wide navigation system, MyWay, has been introduced, which features a high-resultion 7-inch colour screen, Bluetooth and USB connectivity as well as an audio system with a built-in 10GB hard drive. As tends to be the case, the Citroen C4’s best fuel economy is produced by its smallest diesel engines. The 1.6-litre HDI units return outstanding 60mpg fuel economy and you’ll even get over 53mpg from the powerful 2.0-litre HDI oil-burner, making it a desirable all-round prospect. Expect around 44mpg from the 1.4-litre petrol and just over 40mpg from both the 1.6 VTi and the 1.6 THP 150 petrol units on the combined cycle. Insurance varies between groups 4 and 15. If you find yourself uninspired by the obvious choices in the family hatchback sector, Citroen’s C4 continues to make a distinctive and slightly leftfield choice. Citroen is at its best when it does things that little bit differently and the C4 is a prime example of this. The three-door Coupe and five-door hatchback are very different propositions visually but that should help the C4 appeal to the maximum number of buyers. The unashamedly high-tech approach favoured by the C4 will alienate some people while inspiring others but it makes the car quite unlike any of its rivals. Reasonable build quality and a decent drive are matched to excellent equipment levels, a smarter feel, a better range of petrol engines and some of the best diesels in the business. With Citroen’s tight pricing and aggressive marketing promotions placed into the mix, the C4 delivers on a lot of levels.

Facts At A Glance

FRENCH LESSONS
Citroen have got around to giving their C4 family hatchback a decent petrol engine. Jonathan Crouch checks out the 1.6 VTi version

Citroen’s C4 was let down in its original form by some rather unremarkable petrol engines. While some of them continue at the bottom of the range, most customers looking to run their C4 from the green pump will opt for the 120bhp 1.6-litre VTi engine we look at here. Nor should they be disappointed. This unit, along with a package of restyling and quality changes, has kept this car in contention in the crowded family hatchback sector.

Rarely has one engine powered three so very different cars. The 120bhp 1.6-litre VTi petrol unit, developed jointly by BMW and the PSA Group, is used in the MINI Cooper, the Peugeot 308 and in the car we’re looking at here, the latest version of Citroen’s hi-tech C4 family hatchback. What’s even stranger is that it manages to suit three very different characters of car: small and sporty (the MINI), relaxed and long-legged (the Peugeot) and….. well….. How would we characterise the Citroen C4 we’re looking at here? Perhaps it’s exactly what most buyers want: an accomplished all-rounder. At its original launch in 2004, the C4 felt fresh and distinctive and it still does. As before, there’s a choice of Coupe and Hatchback models. ‘Coupe’ is Citroen-speak for 3-door, the family-orientated 5-door derivatives being called simply ‘Hatchback’. If you didn’t know that this engine was borrowed from the MINI Cooper, then there’s a chance you might guess the fact at the wheel of a spiritedly driven C4 1.6 VTi. Sixty zings by in ten seconds on the way to a top speed of just over 120mph, but those two figures don’t really give you much idea of the real world speed of this car. A more telling statistic is the fact that 90% of this car’s maximum torque is available all the way through the rev range from under 2,000 through to 6,000rpm. That’s turbo diesel-like pulling power and it could be attractive if your average mileage is so low that the HDI diesel’s price premium simply doesn’t add up.

"The most significant thing about the C4 facelift is that it has changed this car from being a family hatchback you only bought if you wanted a diesel engine…."

The initial impression when driving the C4 is that its makers may have overdone it on the innovation front. Digital read-outs shine back at you wherever you look and the centre of the steering wheel is fixed in position. Remarkably, however, once you get over the initial strangeness, everything works very well. You only need to divert your eyes from the road slightly to pick up the wealth of information on the main dash-top display, which now incorporates a rev counter that, if you really get your foot down, flashes red at the limit, prompting you to change up. Rear visibility is hindered somewhat by the unorthodox rear window on the Coupe but parking isn’t a problem as the bottom section of the split screen gives decent view of objects immediately behind the car. If you’re familiar with the original C4, then the changes to this facelifted version won’t come as too much of a shock. There’s a redesigned, curvier bonnet to make it look more like the large C5, whilst the grille benefits from restyled integrated chevrons. The front bumper has also been revamped and the number plate repositioned for what Citroen hope is ‘a stronger, sportier, more dynamic look’. The rear lights of the C4 Coupe are now finished in transparent crystal, there are fresh wheel designs and paint colours, plus in the pursuit of ‘added elegance’, chrome inserts are featured on some models. Inside the cabin, the rev counter has been relocated to the innovative translucent central display unit. A plush grain is now featured on the dashboard and doors which, along with the smarter décor, makes for a more upmarket feel, while the integrated scented air freshener deals with unwanted odours. The interior is spacious and the Coupe provides similar amounts of rear legroom and boot space to the Hatchback. The boot opening is narrower, however, and the levers that fold the front seats forward allowing access to the rear have a habit of sticking up to catch the shins of passengers climbing in. Ouch. Prices start at just under £15,000, which means that spec for spec, a 120bhp 1.6-litre VTi C4 can be yours for a premium of well under £1,000 less than the weedy entry-level 90bhp 1.4-litre 16v model. That seems like decent value. There’s also the widest choice of spec of any engine in the C4 range. You can buy a C4 1.6 VTi with all of the five-door hatchback model’s main trim levels – SX, VTR+ and Exclusive – and in VTR or VTR+ form if you go for the three-door Coupe. All Citroen C4 models receive ABS with EBD and brake assist, twin front and lateral airbags plus side window airbags. There’s a multi-function trip computer, a CD stereo, remote central locking, electric front windows, electric door mirrors, power steering and cruise control with a speed limiter. This is a well equipped car and it becomes even more so as you ascend the trim level range. In recent times, there have also been a number of technology upgrades. Citroen’s latest Europe-wide navigation system, MyWay, has been introduced, which features a high-resultion 7-inch colour screen, Bluetooth and USB connectivity as well as an audio system with a built-in 10GB hard drive. CO2 emissions for the 1.6-litre VTi models are 159g/km – or 165g/km if you go for the automatic version. That’s not too far above the 140g/km you’d achieve in the comparable 2.0-litre HDi diesel model. And fuel economy? Well, you can expect 30.4mpg on the urban cycle, 54.3mpg on the open road extra urban measurement and 42.2mpg in combined motoring. The most significant thing about the C4 facelift is that it has changed this car from being a family hatchback you only bought if you wanted a diesel engine. In many ways for many buyers, this 1.6-litre VTi petrol version might end up being a better choice than its petrol counterpart. Aside from that, all of the other C4 virtues hold true: it’s quirky but endearing in a way we once feared the brand had lost forever. Modern Citroens should be more than simply re-badged, restyled Peugeots. You couldn’t say that of this car’s Xsara predecessor but the C4 returns Citroen to its natural place in the family hatchback pecking order. And with this engine? Quirky and sensible in one package? That’s about the size of it.

Facts At A Glance CAR: Citroen C4 1.6 VTi range PRICES: £14,695-£16,495 - on the road INSURANCE GROUPS: 5-6 CO2 EMISSIONS: 159-165g/km PERFORMANCE: 0-60mph - 10.0s / Max Speed - 121mph FUEL CONSUMPTION: (urban) 30.4mpg / (extra urban) 54.3mpg / (combined) 42.2mpg (combined) STANDARD SAFETY FEATURES: six airbags, ABS, EBD, EBA. WILL IT FIT IN YOUR GARAGE?: [Coupe] Length/Width/Height 4274/1769/1458mm

CLUTCHING AT FLAWS
As self-shifting gearboxes get better, we’re running out of reasons not to buy them. Steve Walker looks at Citroen’s C4 1.6 HDI with the EGS system…

Automatic gearboxes used to be pretty unappetising things, only marginally preferable to a bad case of ‘clutcher’s leg’. This little-known medical condition occurs when a driver’s left leg becomes super-developed through prolonged and excessive use of the clutch pedal. The afflicted are sometimes to be seen hobbling around in circles on roadside verges or filling station forecourts. Although the automatic gearbox had the capacity to eliminate the accursed clutch pedal for a less strenuous driving experience, it also came with definite drawbacks in terms of economy, performance and control. Today, however, technological advances are addressing these issues to an increasingly satisfactory extent. Could sequential manual systems like Citroen’s EGS be about to consign the clutch to the history books?

It’s probably going to happen but the day when manual cars are in the minority in the UK is still some way off. Today, the best performance-orientated sequential manual ‘boxes can produce snappy shifts, imitate nifty heel and toe downchanges and achieve 0-60mph sprint times that would be beyond all but the most skilled drivers in the manual car. Self-shifting systems focused on economy now routinely achieve lower fuel consumption than equivalent manual models and the smoothest automatic set-ups deliver silky gearchanges that are all but imperceptible to the driver. The best of the modern self-shifting gearboxes have moved far beyond the role of mere labour-saving devices but none have yet pulled together the complete package at a price that will render them preferential to a manual in the eyes of the average buyer. Citroen’s latest stab at self-shifting superiority is known as the EGS or Electronic Gearbox System. The French manufacturer confidently wheels out the oft repeated claim that their set-up combines "the convenience of an automatic with the driver involvement of a manual" and, to be fair, it has a fairly good go. There’s no clutch pedal or manual shift lever, at least not in the traditional sense. The cogs are swapped electronically by a computer and a robotised clutch but some element of driver control is maintained through the steering wheel mounted paddle shifters and a gearstick that, when flicked back and forth, also lets you hop up and down sequentially between the ratios. There will be many times when you just can’t be bothered with all this though and the EGS has a fully automatic mode, which replicates the smooth shifts of a traditional automatic, for just such an occasion.

"…the day when manual cars are in the minority in the UK is still some way off but systems like EGS bring it closer"

When you do feel like pressing on, the ‘S’ button next to the gearlever puts the EGS into sport mode, a setting where the gearchanges are quickened up by a few important fractions of a second to create a livelier feel behind the wheel. Another clever component of the system is the hill-start assist function that prevents the car from rolling away when you’re trying to pull away up or down a gradient – a common problem with self-shifters of old. The system engages automatically when a gradient of 3% or more is detected; it then acts to hold the car stationary for two seconds after the brake is released giving the driver time to get on the throttle. The EGS is available in Citroen’s C4 family hatch paired with the popular 110bhp 1.6-litre HDi common-rail diesel engine. It’s a powerplant that’s biased more towards economy than performance and the fact that it’s been mated to the EGS set-up tells you a lot about where the strengths of the gearbox itself lie. Citroen claim that the EGS achieves fuel savings of 6% over a manual C4 with the same engine: this translates into an excellent combined fuel economy figure of 63mpg.The presence of Citroen’s Diesel Particulate Filter System (DPFS) helps to make this an extremely clean car in terms of soot in the exhaust gases and CO2 emissions of 120g/km make sure that the taxation burden is agreeably light as well. The economical nature of the C4 1.6 HDI EGS along with its clever features and performance figures that are identical to the manual car (0-60mph in 11.2s and a 119mph top speed) mean that buyers should be content to pay a premium to get their hands on it. The fact that the premium required is only £500 and that this includes the DPFS particulate filter that isn’t present on the standard car swings the balance even further in favour of the EGS. The range starts with the SX 5-door hatchback which you can also order in sportier VTR+ version. There’s also a VTR+ Coupe version for the same price. First impressions on climbing aboard the C4 are that ‘this is going to take a bit of getting used to’. The steering wheel’s hub doesn’t turn with the wheel itself. It stays fixed in position as you round corners, the digital rev counter and the warning lights situated on a console above it. Any other information you might require is then available from a clear centrally mounted multi-function display on the top of the dash. It’s all a bit unusual but, remarkably, after a few minutes on the road you really don’t feel that anything’s amiss. There’s little doubt that keen drivers will continue to swear by manual gearboxes for the time being. Despite the fact that the C4’s manual isn’t one of the most adroit in the family hatch sector, it still gives the feeling of control that a self-shifter can’t… yet. What’s also certain, however, is that the case for the latest sequential manual gearboxes such as Citroen’s EGS is becoming increasingly compelling – particularly in the eyes of mainstream buyers who are less caught-up in the purity of the driving experience. The fact is that the best self-shifting cars are more convenient, more economical, almost as smooth and just as quick. We haven’t yet reached the stage where the clutch pedal starts to look like a medieval torture device in the eyes of buyers but given the modest premium Citroen ask for their EGS, it’s an option that must be worth considering.

Facts At A Glance

SLICK SENSE
In their latest C4 Coupe, Citroen have a first rate hatchback on their hands. Steve Walker reports…

Citroen confounded most people’s expectations with their C4. To the outside observer, the French manufacturer seemed to have turned away from roots steeped in the creation of quirkily innovative cars and settled into a cosy niche, selling models that were competent and extremely tightly priced but rarely dynamic or challenging. Then the C4 family hatch arrived and made the kind of impact that you’d more readily associate with its plastic explosive namesake. The C4, and particularly the sporty Coupe version, looks fresh and distinctive - an impression that is only enhanced when you get to grips with the car.

It’s the striking facelifted Coupe models that we’re looking at here but in this case ‘Coupe’ is Citroen-speak for 3-door hatchback. The family-orientated 5-door derivatives are called simply ‘Hatchback’ and they take a more rounded styling direction than the altogether edgier Coupe. Both cars are identical as far back as the B-pillars but progress rearward and the Coupe takes on a look of its own. Different observers have likened the C4 Coupe to a variety of models past and present - original Honda CRX, Toyota Prius, and so on. There may or may not even be a bit of Renault Megane in there but whatever it looks like, people seem to like the look. It’s a resolutely cohesive design, the long arching roof and the stubby nose making the car appear all of a piece. The vertical rear window with glass roof section above does little for rear visibility but draws the eye in. Much like film star Jennifer Lopez, the C4 Coupe’s hindquarters represent its defining feature. The latest, facelifted Citroen C4 Coupe models are tasked with appealing to buyers who may be younger and are after something both sporty and stylish. If you’re familiar with the original C4 Coupe, then the changes to the facelifted version won’t come as too much of a shock. There’s a redesigned, curvier bonnet to make it look more like the large C5, whilst the grille benefits from restyled integrated chevrons. The front bumper has also been revamped and the number plate repositioned for what Citroen hope is ‘a stronger, sportier, more dynamic look’. The rear lights of the Coupe are now finished in transparent crystal, there are fresh wheel designs and paint colours, plus in the pursuit of ‘added elegance’, chrome inserts are featured on some models.

"Much like film star Jennifer Lopez, the C4 Coupe’s hindquarters represent its defining feature…."

This car fulfils the ‘stylish’ part of its remit with some aplomb but how sporty the car is depends largely on which engine and trim level you choose. Three trim levels are offered with the C4 Coupe, VTR, VTR Plus and VTS. The sporty overtones become progressively more evident as you ascend the range but all models are well catered for in terms of standard equipment. All Citroen C4 models receive ABS with EBD and brake assist, twin front and lateral airbags plus side window airbags. There’s a multi-function trip computer, a CD stereo, remote central locking, electric front windows, electric door mirrors, power steering and cruise control with a speed limiter. This is a well equipped car and it becomes even more so as you ascend the trim level range. The engine range opens with Citroen’s older 90 and 110bhp 1.4 and 1.6-litre 16-valve petrol units. Best however, if you’re a petrol buyer, to try and stretch either for a diesel or for one of the two more modern engines. Many will choose the 120bhp 1.6-litre VTi option with its 120mph performance and 42mpg combined fuel economy. Above that, the ultimate petrol engine is now the 130mph 1.6-litre THP 150bhp. In general, these high-revving petrol units are not without their charm but many buyers will be swayed by Citroen’s impressive HDi common-rail diesels. The 1.6-litre HDi oil-burner is remarkably quiet. In 92bhp form, it will reach 62mph from standstill in 12.5s and if you upgrade to the 110bhp option there’s a 11.2s time for the sprint and the option of Citroen’s 6-speed electronic gearbox. The range-topping diesel is the 140bhp 2.0-litre HDi unit which has a 9.7s 0-60mph time. The initial impression when driving the C4 is that its makers may have over done it on the innovation front. Digital read-outs shine back at you wherever you look and the centre of the steering wheel is fixed in position. Remarkably, however, once you get over the initial strangeness, everything works very well. You only need to divert your eyes from the road slightly to pick up the wealth of information on the main dash-top display and if you really get your foot down, the steering wheel mounted rev-counter flashes red at the limit, prompting you to change up. The C4 rides with impressive smoothness and composure but it doesn’t quite offer the level of feedback you sometimes want from a sporty hatchback. The variable assistance power steering has an accurate feel and the car is nicely balanced through corners with a decent amount of grip at the front end. The VTS version has stiffened suspension to enhance its sporting pedigree and offers a sharper driving experience generally. The gearchange on most C4 models is a fairly sloppy affair thanks to the long-throw 5-speed box but the 2.0-litre HDi engine comes with a 6-speed box that is far superior – another reason why the big diesel could be the engine to go for. Rear visibility is hindered somewhat by the unorthodox rear window on the Coupe but parking isn’t a problem as the bottom section of the split screen gives decent view of objects immediately behind the car. The interior is spacious and the Coupe provides similar amounts of rear legroom and boot space to the Hatchback. The boot opening is narrower, however, and the levers that fold the front seats forward allowing access to the rear have a habit of sticking up to catch the shins of passengers climbing in. With the C4, Citroen have thrust themselves back into the family hatch spotlight, resurrecting their reputation for innovation in the process. The car is truly outstanding in terms of safety and comfort, it’s an enjoyable drive (if a little less focused than some of its rivals) and the diesel engines are at the head of their field. The Coupe’s styling will justifiably attract a lot of attention but it’s the quality of the overall package and Citroen’s aggressive pricing that should do most to part buyers from their bank details.

Facts At A Glance

DANGER! HDI EXPLOSIVE
Citroen’s C4 is a modern car in every sense but the jewels in its technological make-up remain the tried and tested HDi engines. Steve Walker reports…

The key thing in evaluating gadgets in cars is whether they’re there serving some useful purpose or simply chucked in as showroom attention-grabbers of questionable practical benefit. All Citroen C4s have a fixed hub steering wheel, speed limiting cruise control and more digital displays that you could shake your i-Pod at but there’s also more. Tick the right boxes and your C4 can feature automatic air-freshener dispensers, Dual Function Directional Headlamps and a Lane-Departure Warning System. You could conceivably order a C4 with a gadget quota to rival the field in TV’s Wacky Races but the most beneficial piece of technology to have fitted to your model could well be an HDi diesel engine.

The HDi range opens with an engine that made its debut in the C4, although in fact, it’s simply a lower output version of the 110bhp 1.6-litre HDi engine that’s already appeared elsewhere in the manufacturer’s line-up. With 92bhp, this 1.6-litre 16-valve unit still delivers a fair turn of speed, particularly lower in the rev range where the 159lb/ft of torque at 1,750rpm makes its presence felt. At higher speeds, throttle response is less than immediate but 112mph is possible if you persevere. This engine is the budget diesel choice and, as such, will be bought as much for its claimed 64.2mpg combined fuel consumption as its performance credentials. Next up is that 110bhp 1.6-litre HDi engine we just mentioned and while the official performance figures aren’t a massive improvement over the 92bhp engine (11.2s 0-60mph and 119mph top speed instead of 12.5s and 112mph) there is noticeably more urge off the line. Maximum torque here is 177lb/ft at 1,750rpm and average fuel economy is said to be 60mpg – identical to the less powerful 1.6-litre engine. Both of these 1.6-litre units are extremely quiet, whether you’re inside at the wheel or standing outside admiring the view. The 110bhp engine is the only one available with Citroen’s 6-speed electronic gearbox. The ultimate C4 HDi is the 140bhp 2.0-litre 16-valve version and it’s less quietly spoken than the 1.6-litre contingent. That mild extra gruffness, however, is a price that the keen driver will be happy to pay for a 9.7s 0-60mph sprint. This powerplant feels significantly more muscular at lower engine speeds thanks to a brutal 236lb/ft of torque at 2,000rpm and it’s more responsive higher in the range too. The other big factor that will draw buyers in the direction of the largest HDi is its gearbox. The 5-cog set-up that’s matched to the 1.6-litre units feels loose and aimless in the worst Citroen traditions but the 6-speed ‘box you get with the 2.0-litre is a big improvement. The 2.0-litre manages a creditable 53.3mpg combined fuel consumption figure and like all the C4’s HDi engines, it’s compliant with the latest Euro emissions regulations.

"Despite all the new hi-tech gadgets, the familiar HDi diesel engine is the most important part of the C4’s technical armoury…."

If you’re familiar with the original C4, then the changes to the facelifted version we’re looking at here won’t come as too much of a shock. There’s a redesigned, curvier bonnet to make it look more like the large C5, whilst the grille benefits from restyled integrated chevrons. The front bumper has also been revamped and the number plate repositioned for what Citroen hope is ‘a stronger, sportier, more dynamic look’. The rear lights of the C4 Coupe are now finished in transparent crystal, there are fresh wheel designs and paint colours, plus in the pursuit of ‘added elegance’, chrome inserts are featured on some models. The C4 range is split between the 3-door and 5-door bodystyles, or Coupe and Hatchback as Citroen would have us call them. Adhering to the trend in the wider motor industry at the moment, the two derivatives each display their own unique character, reflecting the specific markets at which they’ve been targeted. The C4 Coupe is a strikingly styled car by any standards and its edgy lines are accentuated when viewed in comparison to most rival 3-door hatchbacks. The chiselled rear, the stubby chevroned nose and the long arcing roof combine to cohesively sporty effect. The Hatchback is less extrovert but isn’t without its charm. The front ends of both vehicles are identical but as you progress rearward, where the Coupe becomes progressively sharper the family-orientated Hatchback goes all curvy on us. Citroen can call the two C4 bodystyles what they like, both have hatchbacks and both yield similarly decent amounts of luggage space (320 and 314-litres in Hatchback and Coupe respectively). Where as the 5-door’s hatch boasts a wide aperture, however, the 3-door’s tapered rear can only accommodate a more restricted opening. The C4 has excellent aerodynamics with a drag coefficient of 0.28 shared by both bodystyles and the two C4s also share similar on-road dynamics. They’re characterised by a smooth, comfortable ride and handling that’s balanced but doesn’t quite trouble the class leaders in terms of sheer fun. First impressions on climbing aboard the C4 are that ‘this is going to take a bit of getting used to’. The steering wheel’s hub doesn’t turn with the wheel itself. It stays fixed in position as you round corners, the digital rev counter and the warning lights situated on a console above it. Any other information you might require is then available from a clear centrally mounted multi-function display on the top of the dash. It’s all a bit unusual but, remarkably, after a few minutes on the road you really don’t feel that anything’s amiss. The fixed steering wheel centre houses controls for the stereo, cruise control and the multi-function display but because it stays still, all are nice and easy to put your finger on. More importantly, the static hub means that an airbag can be fitted that’s optimally shaped to give the best protection in an accident. Normal steering wheels must have round airbags because it’s uncertain which position the hub will be in when the bag is deployed. Overall, the clean, uncluttered dash, the quality soft-touch materials and the clear multi-function display are C4 strong points. Well built though it is, the car doesn’t feel quite as solid as a Focus or Golf and rear visibility is restricted by the Coupe’s unorthodox rear window. C4 buyers have a range of trim levels to choose from split between the Coupe and Hatchback bodystyles and the premium you’ll need to find between equivalent petreol and HDi diesel models is around £1,500. Overall, C4 pricing looks attractive, particularly given the level of technology contained within the package. It’s a good-looking, safe, well-designed car that heads its class on originality. The HDi engines provide performance and economy in generous measure, depending on your requirements. They probably still represent the pick of the C4 range.

Facts At A Glance

JOIE DE VTS
Citroen’s C4 VTS offers individuality, a healthy dose of joie de vivre and excellent value. Andy Enright reports

The first time you spark up a Citroen C4 VTS and spin the wheel is a revelation. Not because the steering feels astonishing in any great regard, merely because the centre boss of the wheel remains fixed, staring back implacably. At first, it’s a little disconcerting. Get used to it and you’ll wonder why nobody thought of it before. Citroen tend to be very good at creating exactly this innovation – simple yet practical.

Practical? Clock how any functions Citroen have put onto the steering wheel and you’ll realise that this is a valuable safety feature. Rather than taking your eyes off the road to locate a wheel-mounted button, the controls are always within easy reach. What’s more, the fact that a wheel boss rotated has meant that designers had to fit circular air bags. Given that human beings aren’t round, a more elongated bag to protect the head and thorax would be a much better idea; something the C4’s wheel now permits. Practicality and safety may seem a rather odd way to introduce a ripsnorting hot hatch, but then the C4 VTS ploughs a rather unconventional furrow. Two three-door ‘Coupe’ models are offered. The quickest car in the line up is a punchy 150bhp 1.6 THP petrol model, but the bigger seller could continue to be the 140bhp 2.0-litre HDi diesel version. The old Xsara VTR HDi was always a cracking car in terms of value and the C4 VTS HDi takes the baton and runs with it, the asking price of around £19,000 looking very buyable, even if the car is more expensive than the petrol powered VTS, which retails at around £17,500. The latest, facelifted Citroen C4 Coupe models are tasked with appealing to buyers who may be younger and are after something both sporty and stylish. If you’re familiar with the original C4 Coupe, then the changes to the facelifted version won’t come as too much of a shock. There’s a redesigned, curvier bonnet to make it look more like the large C5, whilst the grille benefits from restyled integrated chevrons. The front bumper has also been revamped and the number plate repositioned for what Citroen hope is ‘a stronger, sportier, more dynamic look’. The rear lights of the Coupe are now finished in transparent crystal, there are fresh wheel designs and paint colours, plus in the pursuit of ‘added elegance’, chrome inserts are featured on some models.

"The VTS looks as if it’s just leapt fresh off a stylist’s Mac"

Fitted with 17-inch wheels as standard, the VTS looks as if it’s just leapt fresh off a stylist’s Mac. This variant features a spoiler at the rear, and safety and security are bolstered further with the fitment of acoustic laminated side windows and a volumetric and perimetric alarm. Active safety is enhanced with ESP and Traction control standard on both models, while xenon Dual Function Directional headlamps improve the driver’s field of vision when cornering in the dark. Making life easier, both VTS models come with rear parking sensors as standard, with front parking sensors an option. The interior benefits from a leather trimmed steering wheel with chrome inserts, heated and folding door mirrors as well as footwell and door sill lighting. A five CD autochanger is concealed neatly in the front central armrest. Citroen claim class-leading aerodynamics, the drag coefficent of just 0.28 paying dividends not only in performance and economy but also in keeping the all-important CO2 emissions in check. Performance of both models is strong. The 150bhp 1.6 THP VTS will accelerate to 60mph in 8.4 seconds and see the other side of 130mph, with combined fuel economy pegged at 40.9mpg and carbon dioxide emissions rated at 164g/km. The diesel version is a little slower off the mark, notching off the benchmark sprint in 9.7 seconds and maxing out at 129mph, although it gets its own back with a stunning combined economy figure of 53.3mpg and emissions of just 140g/km. There are so many diesel compact cars that, when the final sums are complete, require you to log intergalactic mileages to justify their price premium over their petrol engined equivalents but the C4 VTS isn’t one of them. The engine’s 236lb/ft of torque also shows the petrol engined car’s 177lb/ft the way home. I think you’re starting to realise where the smart money’s going here. This being Citroen, we can take a whole host of innovations for granted and the C4 doesn’t come up short. An involuntary lane departure warning system has been developed that aims to prevent drivers from losing concentration or dozing off at the wheel. Moving dual function Xenon headlamps offer improved lighting when cornering and provide a neat historical throwback to the DS model. No car in this class can shift serious numbers unless it scores well on the safety front and Citroen is aiming for a full set of stars in the EuroNCAP safety tests. The multi-function steering wheel houses a whole host of the controls from the centre console, ensuring that the driver is in touch with the control of the vehicle at all times. Despite the multitude of functions marshalled by the tiller, there’s still room for an airbag that Citroen claims offers better protection than any of their prior designs. Building in features more often seen on luxury cars is an ongoing theme, the C4 featuring laminated side window glass. Not only does this aid safety in the result of an accident, it also provides enhanced protection against crime and even boosts the cabin’s acoustic qualities. Manufacturers of car stereos have long lamented the fact that with a high proportion of echoing surfaces, the car’s interior is one of the most acoustically challenging environments in which to create great sounding music reproduction. It has been found that the insulating layer of clear plastic inside a laminated windscreen produced less acoustic scatter than the harsher echoes that rebounded off a more brittle toughened screen. The innovations don’t stop there. The C4 even features a scented air freshener built into the dashboard to prolong that fantastic new car smell. One of the nicer detail touches is a translucent instrument cluster that adjusts to ambient light levels, giving a clear readout whatever the light conditions. Many cars offer LCD screens that are virtually impossible to read in daylight and if you switch your headlamps on so that other cars can see you coming, the problem can get worse. Thankfully Citroen have spent some time and money coming up with a solution. Some sports hatches are virtually impossible to justify on any rational basis, but in building a safe, spacious and practical funster, Citroen should be applauded. This is the current state of the art.

Facts At A Glance

ALL YOUR EGS IN ONE BASKET?
Citroën’s C4 1.6HDi with the electronic gearbox system has been an interesting addition to our long term test fleet. Andy Enright reports

Living on an almost exclusive diet of week long loaner vehicles definitely spoils a journalist. Dirty? Get a new one. Tank empty? It’s being collected tomorrow. Running a long term car requires a slight shift in focus. Territory alien to many motoring writers – the petrol station for instance with its curious fuel pumps and car washing apparatus – suddenly start to figure in one’s motoring week. We took on a Citroën C4 1.6 HDi diesel fitted with the ingenious Electronic Gearbox System to see how it would fare at the hands of some very demanding users.

Some of them noted a degree of complexity about the car that took them a weekend to get to grips with and it’s true that the advertising strapline ‘Alive With Technology’ does apply in this instance. There’s a lot to figure out, even in our car which wasn’t equipped with satellite navigation, the most notable feature of this model being the Formula 1-style sequential manual gearbox. If asked what part of the C4 was most likely to go wrong prior to delivery, I’d have certainly plumped for this EGS transmission but it hasn’t missed a beat and has proved hugely popular with all testers. Up to now, there have only been a vanishingly small number of truly satisfactory sequential manual gearboxes. At the top of the tree is VW’s DSG system, now confusingly dubbed S-tronic by Audi. Beyond that, there have been some really poor systems such as Ferrari’s initial incarnation of the F! system and BMW’s first SMG gearbox but since then things have been improving. In the realms of ‘real’ money, this Citroën EGS system is the best you can buy, producing snappy shifts, imitating heel and toe downchanges and achieving 0-60mph sprint times that would be beyond even the most skilled drivers in a manual car. Such systems now routinely achieve lower fuel consumption than equivalent manual models and the they’re even starting to get reasonably accomplished at aping the velvety shifts of a genuine automatic when left to their own devices. Citroën confidently wheels out the oft repeated claim that their set-up combines ‘the convenience of an automatic with the driver involvement of a manual’ and, to be fair, it has a good go. There’s no clutch pedal or manual shift lever, at least not in the traditional sense. The cogs are swapped electronically by a computer and a robotised clutch but some element of driver control is maintained through the steering wheel mounted paddle shifters and a gearstick that, when flicked back and forth, also lets you hop up and down sequentially between the ratios. There will be many times when you just can’t be bothered with all this though and the EGS has a fully automatic mode.

"The EGS gearbox makes this C4 feel something distinctly out of the ordinary"

When you do feel like pressing on, the ‘S’ button next to the gearlever puts the EGS into sport mode, a setting where the gearchanges are quickened up by a few important fractions of a second to create a livelier feel behind the wheel. Another clever component of the system is the hill-start assist function that prevents the car from rolling away when you’re trying to pull away up or down a gradient – a common problem with self-shifters of old. The system engages automatically when a gradient of 3% or more is detected; it then acts to hold the car stationary for two seconds after the brake is released giving the driver time to get on the throttle. The EGS is, in this case, paired with the popular 110bhp 1.6-litre HDi common-rail diesel engine. It’s a powerplant that’s biased more towards economy than performance. Citroën claims that the EGS achieves fuel savings of 6% over a manual C4 with the same engine: this translates into an excellent combined fuel economy figure of 63mpg although our lead booted testers averaged in the low fifties. The presence of Citroen’s Diesel Particulate Filter System (DPFS) helps to make this an extremely clean car in terms of soot in the exhaust gases and CO2 emissions of 120g/km make sure that the taxation burden is agreeably light as well. The economical nature of the C4 1.6 HDI EGS along with its clever features and performance figures that are identical to the manual car (0-60mph in 11s and a 119mph top speed) mean that buyers should be content to pay a premium to get their hands on it. Solid and safe, a little complex maybe, but far from the usual family fare, the C4 feels as if it’s now getting into its stride in our hands. We look forward to the next few months with interest….

Facts At A Glance CAR: Citroen C4 1.6 HDi EGS range PRICES: £16,695-£17,495 - on the road INSURANCE GROUP: 6 CO2 EMISSIONS: 120/km PERFORMANCE: 0-60mph 11.2s / Max Speed 119mph FUEL CONSUMPTION: 63mpg (combined) STANDARD SAFETY FEATURES: six airbags, ABS, EBD, EBA. WILL IT FIT IN YOUR GARAGE?: [Coupe] Length/Width/Height 4274/1769/1458mm

MANUAL MAGNETISM
So you live in a large town or city and you’ve a small family. You car must be spacious but not too large. It must be economical and easy to drive in traffic. And it wouldn’t hurt if it was that little bit different. After shortlisting a number of cars, we added Citroen’s automatic C4 HDi EGS to our long term test fleet. How has it fared?

I know it wouldn’t be the same for everyone but in most cars, most of the time, I prefer a manual gearbox. Shifting the cogs yourself just offers so much more control and, no matter how loudly the car makers trumpet their latest self-shifting technology, it’s control that even the best automatic systems can’t quite replicate. That said, a select few have come tantalisingly close to achieving that shining gearbox ideal - ‘the control of a manual with the convenience of an automatic’. Citroen are as near to this as anyone at the sub-£20,000 price point with the EGS gearbox on our long term C4. Over the last few months, this mild-mannered hatch has had a good go at claiming another self-shifting convert.

There’s no doubt that automatic cars, and in this I include the various models with clutchless manual gearboxes, are easier to drive. There’s one less pedal to worry about for a start. The problem is the drawbacks associated with casting out the clutch - the laboured response, the dim-witted selection of the wrong gear at the wrong moment, the fuel consumption and performance penalties. If the joys of a traffic-free twisty back road leave you cold and you don’t mind repeatedly waiting out that split second pause between your input and the car’s response, you’ll probably prefer an automatic. Otherwise, you’ll probably treat them with a healthy degree of suspicion. Our Citroen C4 is equipped with the Electonic Gearbox System and it does an annoyingly disarming job of ironing out the traditional self-shifter bugbears. Initially, and particularly if you climb behind the wheel with a few negative preconceptions about automatics swimming around your head, it seems to be just more of the same. It lurches when you accelerate hard in fully automatic mode and manual shifts made with the wheel-mounted paddle shifters seem clumsily unrewarding. Persevere, however, and as you adapt your driving style to the gearbox, it’s possible to make increasingly smooth progress. Even when pressing on, flipping away at the paddles at the right moment and with a little lift off the throttle can result in some nifty shifting from the computer-controlled gearbox. Better still, a C4 1.6 HDi with the EGS is actually 6% more fuel efficient that one without it. What’s not to like?

"…as you adapt your driving style to the gearbox, it’s possible to make increasingly smooth progress"

The fact that the C4 EGS can be relatively adept while being hurried along a country lane, with a little practice on the driver’s part, is credit to Citroen because this isn’t where self-shifting gearboxes are supposed to shine. It’s their ease of use in urban driving conditions where the traffic’s stacked nose to tail and drivers of manual cars are forced to stomp their clutch foot like George W Bush at a hoedown that makes autos so appealing. Sure enough, the C4 is even better in this environment where it’s able to take some of the annoyance out of a half hour spent creeping along in a mammoth tailback. The C4 affords good visibility and turns tightly to help you wriggle out of tight spots in the traffic. When you need to accelerate hard to get out into that gap in the traffic flow, it responds quite briskly. The brakes are a little too brisk and until you get used to them, even the gentlest deceleration can become an emergency stop. When cruising, it seems refreshingly sure of itself and resists the urge to shuffle around through the gears when you encounter an incline. All in all, if there’s an automatic gearbox to make fans of manual cars reappraise their position this could be it. Inside the C4, it doesn’t look or feel like your average family hatchback but get over the initial visual complexity and all the things you really need are where you’d expect to find them. One possible exception is the main display which sits atop the fascia resembling the Lords cricket ground media centre. Peer beneath the hooded binnacle and rather than the Test Match Special team comparing notes on the day’s fruit cake, you’ll find essentials like your current speed, fuel reserves and engine temperature as well as various warning lights. The display works well in all light levels but some of the digits are a little small to pick-out at a glance. The thing with the C4 is that there are lots of gadgets that you can get with the car. Our reasonably plush VTR+ model features scented air-conditioning, an automatic speed limiter and cruise control but you can also specify the lane departure warning system, which vibrates your seat to wake you up if you cross a white line without indicating, Satellite navigation and other desirables that up the button count further. The lower-spec C4s that most people buy don’t have anything like as much kit and so the controls are far simpler to fathom. On a practical front, out C4 long termed has performed well. The stereo controls on the fixed-hub steering wheel are a winner as far as our testers are concerned as is the sliding armrest in between the front seats that can be adjusted to your favourite position and lifts up to reveal a handy storage bin. The rear door openings could be wider to facilitate easier access and taller passengers in the back will find their legs bunched up a bit but there’s plenty of headroom and a very capacious boot with a low loading lip. The seating material on out VTR+ is a strange netting fabric that has proven a little difficult to clean and the imitation carbon fibre plastic on the centre console isn’t of the best quality. Otherwise, the materials and construction do more than pass muster. The Citroen EGS gearbox is a bit of a slow burner but once you get to grips with it, there’s real depth to its abilities. As well as the convenience you expect from an automatic it does a commendable job of mimicking the responses and control you get with a manual. It’s not quite there yet but it comes seriously close. Ultimately, the C4 is family car and for many families the EGS gearbox will be preferable. I’d probably still get the manual given the choice but I’m definitely coming round to Citroen’s way of thinking.

Facts At A Glance CAR: Citroen C4 1.6 HDi EGS range PRICES: £16,695-£17,495 - on the road INSURANCE GROUP: 6 CO2 EMISSIONS: 120/km PERFORMANCE: 0-60mph 11.2s / Max Speed 119mph FUEL CONSUMPTION: 63mpg (combined) STANDARD SAFETY FEATURES: six airbags, ABS, EBD, EBA. WILL IT FIT IN YOUR GARAGE?: [Coupe] Length/Width/Height 4274/1769/1458mm

COOL DUDE
Citroën’s innovative C4 now features a value-for-money special edition in its range. Steve Ghosley checks it out…

The Citroën C4 has proved to be a breath of fresh air in the family hatchback sector of the market. Its futuristic looks and innovative design coupled with a host of technological gadgets have made it a firm favourite with the British motoring public. But there’s ever-tougher competitor from rivals, so Citroën have now added a special edition to the range called the C4 Cool offering customers addition equipment at no extra cost.

The C4 Cool models are based on the VTR and SX trim levels and in addition feature automatic dual zone air conditioning, automatic wipers and automatic headlamps. A smart new grey upholstery and, on 5-door models, electric rear windows complete the package. Two distinctly different body styles are available with these special editions, offered both in five-door hatchback form and three-door Coupe formats. Prices start from £13,195 and £13,795 depending on your choice between the two. Three engine choices are available with the C4 Cool - two petrol the other diesel. There entry-level 1.4-litre unit has 90bhp to its name while the 1.6-litre 16-value petrol unit develops 110bhp and returns an average economy figure of 40mpg. The 0-60mph sprint is accomplished in 10.6 seconds by the 1.6 and the car tops out at 110mph. This high-revving petrol unit is not without its charm but many buyers will be swayed by Citroën’s impressive HDi diesel. The 1.6-litre HDi oil-burner is remarkably quiet and clean. In 92bhp form as offered with the C4 Cool, it will reach 62mph from standstill in 12.5s and go on to a 92mph top speed. These figures might look less impressive than the petrol option given the premium you pay for a diesel but in real world conditions, the punchy nature of the diesel’s power delivery makes it feel faster. Better still, the 1.6-litre HDi unit returns outstanding 60mpg fuel economy. And the C4 itself? Well, with this car, Citroën have taken a leaf out of Vauxhall’s book in their product development plans. By introducing plenty of MPV-style models, Vauxhall left themselves free to design sportier and more dynamic versions of their ‘regular’ cars. Citroën followed suit and, divested of the need to seat seven people and their 1.5-litre bottles of pop (a job handled adroitly by the new C4 Picasso), the ordinary C4 looks extremely svelte,

"The Citroën C4 Cool looks to be a good value for money proposition."

There’s an element of Ford Focus to the rear window line but the C4 is more extreme still, even the hatchback boasting a coupe-like silhouette. Early shots of a C4 rally car mock-up left many with moistened palms and the sporty VTS version of the Coupe will be the model for them. With big alloys and spoilers, this car looks great. Citroën claim class-leading aerodynamics for all C4 Coupe models, the drag coefficient of just 0.28 paying dividends not only in performance and economy but also in keeping the all-important CO2 emissions in check. This being Citroën, we can take a whole host of innovations for granted and the C4 doesn’t come up short. An involuntary lane departure warning system has been developed that aims to prevent drivers from losing concentration or dozing off at the wheel. Moving dual function Xenon headlamps offer improved lighting when cornering and provide a neat historical throwback to the DS model. No car in this class can shift serious numbers unless it scores well on the safety front and Citroën has achieved a full set of stars in the EuroNCAP safety tests. The multi-function steering wheel houses a whole host of the controls from the centre console, ensuring that the driver is in touch with the control of the vehicle at all times. Despite the multitude of functions marshalled by the tiller, there’s still room for an airbag that Citroën claims offers better protection than any of their prior designs. Building in features more often seen on luxury cars is an ongoing theme, the C4 featuring laminated side window glass. Not only does this aid safety in the result of an accident, it also provides enhanced protection against crime and even boosts the cabin’s acoustic qualities. Manufacturers of car stereos have long lamented the fact that with a high proportion of echoing surfaces, the car’s interior is one of the most acoustically challenging environments in which to create great sounding music reproduction. It has been found that the insulating layer of clear plastic inside a laminated windscreen produced less acoustic scatter than the harsher echoes that rebounded off a more brittle toughened screen. The innovations don’t stop there. The C4 even features a scented air freshener built into the dashboard to prolong that fantastic new car smell. One of the nicer detail touches is a translucent instrument cluster that adjusts to ambient light levels, giving a clear readout whatever the light conditions. Many cars offer LCD screens that are virtually impossible to read in daylight and if you switch your headlamps on so that other cars can see you coming, the problem can get worse. Thankfully Citroen have spent some time and money coming up with a solution. The Citroën C4 Cool looks to be a good value for money proposition. This French family hatch has captured a significant number of sales and is building a loyal following of fans. Special Editions like the C4 Cool can only help to cement the car’s growing reputation even further. It looks like Citroën are on to a winner.

Facts At A Glance CAR: Citroen C4 Cool range PRICES: £13,195 - £14,595 - on the road INSURANCE GROUPS: 4-6 CO2 EMISSIONS: 125-169g/km PERFORMANCE: [1.6HDi] 12.5s 0-60mph / 92mph top speed FUEL CONSUMPTION: [1.6HDi] 60mpg (combined) STANDARD SAFETY FEATURES: six airbags, ABS, EBD, EBA. WILL IT FIT IN YOUR GARAGE?: [Coupe] Length/Width/Height 4274/1769/1458mm

THE AUTOMATIC FAMILY CHOICE?
All modern family hatchbacks are the same – right? Wrong. Citroen’s C4 already represents something rather different but equipped in HDi form with the marque’s clever EGS automatic gearbox, it’s unique. We’ve been living with one to find out why…

‘Alive with technology’ is what the advertisements say and looking out from the Citroen C4’s driving seat across the substantial dash with its clustered buttons and assorted digital displays, there certainly is that impression. This is not the place for people easily daunted by the modern world’s massed gadgetry because the C4 delights in its own tech-heavy approach. Underneath though, it’s still just a car.

At this stage, we’re well over the initial hurdle that most C4 owners are confronted by, that of getting to grips with the car’s novel but innovative technology. Our test vehicle came with extra capacity to intimidate technophobes courtesy of its EGS automatic gearbox but, as is true of most of the C4’s systems, if you give it a go, you quickly get the hang of it. The EGS or Electronic Gearbox System is quite a piece of work on Citroen’s part. It dispenses with the services of a clutch but still offers the driver the choice of changing the gears manually by prodding the gearstick back and forth or flicking the steering wheel-mounted paddle shifters. There’s a fully-automatic mode too. All of the major family hatch manufacturers offer self shifting gearboxes with these capabilities but Citroen’s is notable for both its slickness and simplicity. The neutral, auto and reverse modes are selected with the lightest of touches fore and aft on the stick, then you just knock it across into the manual shift mode when you feel like taking more control. It really is idiot proof. The gearchanges themselves are executed swiftly and without undue drama in a manner that isn’t bettered this side of the Volkswagen Group’s twin-clutch ‘box. Even at full throttle, the EGS manages to snap up from second to third without the lurch that characterises many of the market’s cheaper self-shifting options. There’s a slight lag when shifting from automatic to reverse modes for three-point turns etc. If you try to hurry the C4 through this kind of tight manoeuvre, the gearbox can engage the gear late, slotting into drive when you’ve already got too many revs on the board. The results can be a little undignified with the traction control being forced to step in.

"The C4 is alive with technology but it’s technology that works"

All in all, we’ve found it’s best to take things easy in our C4. It handles nicely enough with surprisingly sharp responses to steering inputs but understeer is never far away under fast cornering and the car’s real strength on the road is its level of comfort. The engine remains hushed at cruising speeds and the suspension on our five-door model turns in a cosseting performance. Citroen offer the angular three-door coupe for the committed speed merchants. The EGS gearbox and the 1.6-litre HDi engine make a highly economical combination. The powerplant has a respectable 110bhp to call upon but it can still return an average of 60mpg and the EGS gearbox adds a further 6% to that figure. On our test, we’ve routinely bettered 50mpg and a further benefit, both to the wallet and to the environment, is the 120g/km CO2 emissions figure. Harmful emissions are reduced further with the aid of Citroen’s DPF Diesel Particulate Filter. If you do find yourself a little overwhelmed by the displays and gadgets on the C4, don’t panic. It’s a credit to the car’s designers that the things you really need are where you’d expect to find them. One possible exception is the main display which sits atop the fascia resembling the Lords cricket ground media centre. Peer beneath the hooded binnacle and rather than the Test Match Special team comparing notes on the day’s fruit cake, you’ll find essentials like your current speed, fuel reserves and engine temperature as well as various warning lights. The display works well in all light levels but some of the digits are a little small to pick-out at a glance. The thing with the C4 is that there are lots of gadgets that you can get with the car. Our reasonably plush VTR+ model features scented air-conditioning, an automatic speed limiter and cruise control. You can also specify the lane departure warning system (which vibrates your seat to wake you up if you cross a white line without indicating), satellite navigation and other desirables that up the button count further. The lower-spec C4s that most people buy don’t have anything like as much kit and so the controls are far simpler to fathom. On a practical front, out C4 long termed has performed well. The stereo controls on the fixed-hub steering wheel are a winner as far as our testers are concerned, as is the sliding armrest in between the front seats that can be adjusted to your favourite position and lifts up to reveal a handy storage bin. The rear door openings could be wider to facilitate easier access and taller passengers in the back will find their legs bunched up a bit but there’s plenty of headroom and a very capacious boot with a low loading lip. The seating material on out VTR+ is a strange netting fabric that has proven a little difficult to clean and the imitation carbon fibre plastic on the centre console isn’t of the best quality. Otherwise, the materials and construction do more than pass muster. We’ve enjoyed our time with the C4 and it’s clear that the combination of the EGS gearbox and the 1.6-litre HDi engine really lends itself to family use. The C4’s technological idiosyncrasies can be a little off-putting on first acquaintance but you really don’t notice the ways in which it side steps convention once you’ve spent time at the wheel. The C4 is alive with technology but it’s technology that works and that’s always the best kind.

Facts At A Glance CAR: Citroen C4 1.6 HDi EGS range PRICES: £16,695-£17,495 - on the road INSURANCE GROUP: 6 CO2 EMISSIONS: 120/km PERFORMANCE: 0-60mph 11.2s / Max Speed 119mph FUEL CONSUMPTION: 63mpg (combined) STANDARD SAFETY FEATURES: six airbags, ABS, EBD, EBA. WILL IT FIT IN YOUR GARAGE?: [Coupe] Length/Width/Height 4274/1769/1458mm

PLASTIQUE EXPLOSIVE
The Innovative C4 Should Shift Some Decent Numbers For Citroen In The Family Hatchback Sector. Andy Enright Reports…

Whether you like the dancing and ice skating robot in the ads or not, it’s hard not to like a manufacturer who tries something different and innovative. Something like Citroen’s C4, a breath of fresh air in the often somewhat staid family hatchback sector. This was the car that made its Xsara predecessor appear like something you’d need to carbon date rather than drive. Mind you futuristic looks aren’t usually easy on the eye, but in this case, the shape is something you’d be proud to have on your driveway.

Two distinctly different body styles are available and Citroen have taken a leaf out of Vauxhall’s book in their product development plans. By introducing plenty of MPV-style models, Vauxhall left themselves free to design sportier and more dynamic versions of their ‘regular’ cars. Citroen followed suit and, divested of the need to seat seven people and their 1.5-litre bottles of pop, the C4 looks extremely svelte, both in five-door hatchback form and three-door Coupe format. Prices start from £12,195 either way. There’s an element of Ford Focus to the rear windowline but the C4 is more extreme still, even the hatchback boasting a coupe-like silhouette. Early shots of a C4 rally car mockup left many with moistened palms and the sporty VTS version of the Coupe will be the model for them. With big alloys and spoilers, this car looks great. Citroen claim class-leading aerodynamics, the drag coefficent of just 0.28 paying dividends not only in performance and economy but also in keeping the all-important CO2 emissions in check. This being Citroen, we can take a whole host of innovations for granted and the C4 doesn’t come up short. An involuntary lane departure warning system has been developed that aims to prevent drivers from losing concentration or dozing off at the wheel. Moving dual function Xenon headlamps offer improved lighting when cornering and provide a neat historical throwback to the DS model.

"This being Citroen, we can take a whole host of innovations for granted…"

No car in this class can shift serious numbers unless it scores well on the safety front and Citroen has achieved a full set of stars in the EuroNCAP safety tests. The multi-function steering wheel houses a whole host of the controls from the centre console, ensuring that the driver is in touch with the control of the vehicle at all times. Despite the multitude of functions marshalled by the tiller, there’s still room for an airbag that Citroen claims offers better protection than any of their prior designs. Building in features more often seen on luxury cars is an ongoing theme, the C4 featuring laminated side window glass. Not only does this aid safety in the result of an accident, it also provides enhanced protection against crime and even boosts the cabin’s acoustic qualities. Manufacturers of car stereos have long lamented the fact that with a high proportion of echoing surfaces, the car’s interior is one of the most acoustically challenging environments in which to create great sounding music reproduction. It has been found that the insulating layer of clear plastic inside a laminated windscreen produced less acoustic scatter than the harsher echoes that rebounded off a more brittle toughened screen. The innovations don’t stop there. The C4 even features a scented air freshener built into the dashboard to prolong that fantastic new car smell. One of the nicer detail touches is a translucent instrument cluster that adjusts to ambient light levels, giving a clear readout whatever the light conditions. Many cars offer LCD screens that are virtually impossible to read in daylight and if you switch your headlamps on so that other cars can see you coming, the problem can get worse. Thankfully Citroen have spent some time and money coming up with a solution. The trim levels are split 50/50 between comfort and sportiness. Those valuing the finer things in life can select from, in ascending order, LX, SX and Exclusive while sports fans will go for VTR or VTS. The VTR Plus level provides something of the best of both worlds. There’s a wide range of powerplants, most of which meet Euro IV emissions standards, offering a broad range of performance – from 90 to 180bhp for the petrol engines and 92 to 138bhp for diesels. Buyers seeking the convenience of an automatic can specify a 5-speed unit with the 1.6 or 2.0-litre petrol engines in SX or Exclusive trim. Alternatively, Citroen’s six-speed ‘Electronic Gearbox’ is offered with the 1.6-litre HDI and there’s also an auto option for 2.0-litre HDi customers. Is all of this enough to steal meaningful sales from cars like the Ford Focus and Vauxhall Astra? The pricing seems right and if Citroen’s recent track record is anything to go by, there will be all manner of tempting deals on the table. The C3 and the C2 have helped modernise Citroen’s reputation. Now the C4 hopes to claim some significant payback.

Facts At A Glance CAR: Citroen C4 range PRICES: £12,195-£18,595 - on the road INSURANCE GROUPS: 4-15 CO2 EMISSIONS: 125-200g/km PERFORMANCE: [2.0HDi] 0-60mph - 9.7s / Max Speed - 119mph FUEL CONSUMPTION: [2.0HDi] 39.8mpg (Urban) 62.8mpg (extra Urban) 52.3mpg (combined) STANDARD SAFETY FEATURES: six airbags, ABS, EBD, EBA. WILL IT FIT IN YOUR GARAGE?: [Coupe] Length/Width/Height 4274/1769/1458mm

BACK TO THE FUTURE
"When I was growing up," writes Jonathan Crouch, "Citroen was a brand you associated with innovation. Now, after a spell in the wilderness, it is again. For proof, I’ve spent a few months living with the marque’s C4 Hdi EGS…"

Citroen deserves more than just to be a brand that re-badges Peugeots. Until a decade or so ago, it was a marque that stood for innovation in all its forms, the kind of mainstream car you chose if you wanted cutting edge technology – and to stand apart from the herd.

In the Nineties, it has to be said, the French marque lost its way, thanks to some rather mean cost-cutting on the part of some very short-sighted bean counters in Paris. Thank goodness things have changed. If you want proof, then you want to drive a Citroen C4. Or rather more specifically, the C4 I’ve been testing on a long term basis for the last few months, the automatic EGS model. Here is a car that in terms of looks, design and technology is something deserving of the chevron badge. The styling is far more cutting edge than, say, a rival Focus or Astra – and that’s before you get inside. That steering wheel layout with its clever fixed hub arrangement seems strange at first but after a while, you start to wonder why other manufacturers never thought of it. Good design is like that. The main reason I’ve been trying this car however, is really about the technology it embraces courtesy of the EGS automatic gearbox set-up. Here is an automatic transmission that claims all the benefits of a manual – and isn’t too expensive either. If this was actually the case and buyers were made aware o