Citroën C4 2 B71

It is difficult to understand why Citroen, creating the second generation C4, decided to do away with “creative technologies” and introduced a completely ordinary car, devoid of original solutions that determined the unusual nature of the Citroen C4 first generation. For example, a fixed steering wheel hub or digital pointers. Perhaps this is intended in order not to interfere with the models of the DS line. In any case, the Citroen C4 2 is primarily intelligent, conservative, and without many design pitfalls. And this is an advantage for those who are looking for a car in the secondary market that is not overcrowded with complex equipment. In the end, the manufacturer did not hide the fact that the second C4 used the technical base of the predecessor. The platform is originally developed for the Peugeot 307. At the same time, Citroen made numerous improvements in both mechanical and electronic parts. For example, there is no longer a specific VAN (Vehicle Area Network) network. This original French CAN bus has regularly left the first generation C4 owners uneasy. Another significant improvement was in the rear suspension. The back racks worked too noisily on the irregularities. The manufacturer has changed the shock absorbers several times, but to no avail. The second generation finally got the situation right. For this purpose, additional stiffness ribs were installed in the upper anchorage of the shock absorber.

BMW intervention

The atmospheric petrol engines with the designation VTi and THP turbo engines were created during the cooperation of Peugeot with the BMW Group. Neither VTi nor THP are without flaws. From the very beginning, oil leaks from the electromagnetic valve of the oil pump occurred. In addition, the computer often reported errors in the operation of the exhaust gas cleaning system. Not distinguished by reliability and ignition coils (1800-2200 rubles). It is worth mentioning the failures of the phaser. The new part will cost 4000 rubles, the same amount will have to pay for the replacement. The service life of the phase regulator depends on the quality of the oil and the timing of its replacement. However, usually everything ends with the replacement of the valve regulating the gas distribution phases (2-4 thousand rubles). In 1.6 THP, the most common concern is the tensioner of the HRM chain. This is especially true of early copies. The younger the Citroen C4, the less likely the problem is. The disease affects 1. 6 VTi. The thermostat (4-8 thousand rubles) is delivered after 100-120 thousand km. Sometimes one of the cooling system pipes leaks. Another vulnerability is the cooling system pump. The pump is available for 2-3 thousand rubles, and the service will ask for about 4000 rubles. After 150-200 thousand km, the pump pulley is updated (about 2000 rubles). Trouble with the cooling system can turn into expensive repairs. Because of overheating in 1. 6 VTi fall valve saddles. For repair of the cylinder head will need about 30-40 thousand rubles. VTi engines do not have turbocharging and direct fuel injection.

TU5JP4 and EC5

110-horsepower 1.6 with an index TU5 hails from the eighties, perhaps the most reliable in the lineup. In 2014, it was replaced by an upgraded EC5 with variable timing phases, which allowed to increase power to 115 hp.

For the drive of the timing of both engines, a gear belt is used (4-7 thousand rubles per set). The first belt replacement is recommended after 100,000 km, and the subsequent - every 60,000 km.

Motors are a minimum of problems. After 150-200 thousand km may need to replace the gasket valve cover (500-800 rubles) and the ignition module (5-7 thousand rubles).

In addition, sometimes the control unit of the radiator fan (1-4 thousand rubles) fails.

Sometimes in the engine compartment at the mounting points, the fuel supply tubes are wiped (11 000 rubles for the original).

1.2 e-THP

In 2013, a turbocharged 1.2 three-cylinder e-THP, also called PureTech, appeared under the hood. This is a modified version of the old atmospheric 1.0 VTi and 1.2 VTi, equipped with direct injection. In C4 2, only a series with a turbocharged, marked with the EB index, was offered. With the previous series of EP (VTi and TNR), the engine has nothing in common. In addition to the three cylinders, it features a geared valve timing belt running in an oil bath, just like the Ford 1.0 Ecoboost engine. However, unlike it, 1.2 e-TNR uses a balancing shaft connected to the crankshaft using gears (cogs). First (in 2013) was introduced version of the recoil 130 hp, and the following year it was supplemented by a more modest 110-horsepower. Both versions use the same turbocharger, and the different power is due to differences in electronics settings. Until recently, 1.2 e-TNR was considered relatively reliable. In particular, due to the fact that the manufacturer did not make the same mistake as in the case of TNR. In e-TNR from the very beginning, forged pistons were installed. They are much better at carrying loads and less prone to accumulating charcoal. However, recently, with the increase in mileage, recurring problems began to appear. For example, after 80-100 thousand km, leaks from under the head of the cylinder block are detected. The cost of elimination (replacement of the gasket HBC) is quite high. The manufacturer recommends changing the belt after 180,000 km or 120 months. Oddly enough, the oil is used simply - SAE 0W-30 with the specification PSA B71 2312.

diesel

In Europe, the diesel version of the Citroen C4 with 1.6 HDi is quite popular. From earlier designs with the same name, the motor differs in the presence of an 8-valve head of the block and a particulate filter. The main advantage is a very low fuel consumption. Of course, it is not as small as the manufacturer promised, but if the rules are followed, you can meet 5 liters per 100 km.

All diesel engines have a temporary type of valve timing drive. The manufacturer prescribes its replacement after 240,000 km or 10 years.

The HDi and e-HDi engines in the exhaust gas treatment system have a so-called wet particulate filter with the EOLYS fluid supply system, which requires replenishment after 100,000 km. This filter is the least problematic and the cheapest when replaced.

In addition, a version of BlueHDi was proposed, using a selective type of catalyst SCR, whose task is to reduce only the content of nitrogen oxides. It requires the use of AdBlue fluid.

Until 2015, not too reliable piezoelectric nozzles VDO were installed. If one refused, the others soon gave up. The exceptions are the e-HDi until 2013 and the 93-horsepower version. Both were equipped with more reliable electromagnetic Bosch nozzles, which are also repairable.

Among the typical problems can be distinguished - failure of the EGR system, and in cars without AdBlue - pollution of the DPF particulate filter.

The 2.0 HDi 16V sometimes stretches the circuit connecting the camshafts.

Transmission

It is a pity that the basic versions of Citroen C4 with 1.4, 1.6 and 1.6 VTi have only a 5-speed manual box. Clutch (8-9 thousand rubles per set) has to be updated after 150-200 thousand km.

Optionally for 1.6 VTi, you could order a 4-speed AL4/DP0 machine. He received unflattering reviews due to excessive slowness and potential problems with solenoids (2-3 thousand rubles per piece).

The THP engine was combined with the EGS6 dual-clutch automatic transmission. The electronic part can be used. The cost of repair will be 40 000 rubles. Over time, the replacement of the worn clutch and the two-mass flywheel is inevitable - about 40,000 rubles.

The weaker version 1.2 e-TNR was equipped with a 5-speed mechanics, and the stronger version with a 6-speed one. In addition, the latter as an alternative received an excellent 6-speed Aisin machine.

Comfort is a priority.

The Citroen C4 suspension traditionally for French compacts has Macpherson struts in the front and a torsion beam in the rear (on springs). The chassis settings are soft: the car is strongly heeled in corners, but at the same time perfectly extinguishes irregularities. At the moment, the owners do not find any reason to complain about the durability of the suspension. There are already substitutes available for sale that save on repairs. Silent blocks (300-600 rubles) of front levers and ball supports (700-1000 rubles) go over 100-120 thousand km. Silent blocks of the rear beam (800-1400 rubles) have to be updated at a distance of 100-150 thousand km. The front bearings may be noisy. The bearing (2-3 thousand rubles) is pressed into a turning fist (2000 rubles for work). Front and rear shock absorbers (3-6 thousand rubles per rack) usually serve more than 100,000 km. An electrohydraulic amplifier is used in steering. It can cause relatively high costs unexpectedly. The reason is one of the hoses that gets clogged. This causes an increase in pressure in the servo control system, which leads to leaks of hydraulic fluid. As a working fluid, the previously popular ATF Dexron is not used, but LDS. That is, the same liquid that is used in the hydropneumatic suspension Citroen C5 and C6. The system is refueled with 1.8 liters. A leak of fluid can lead to the destruction of the electric pump. Unfortunately, due to the location of the pump (under the wing), even a caring owner who regularly looks under the hood will not be able to detect the leak in a timely manner.

Other problems and malfunctions

In age specimens, corrosion of the bracket (platform) under the left leg (1,000 rubles) is sometimes detected. Red plague sometimes settles in the area of the fastening points of the driver's seat.

There are cars with swelling of paint on the aluminum hood and red spots on the inside of the doors and trunk lid (in the area of welded seams).

After 150-200 thousand km clogged radiator stove (4-11 thousand rubles).

Owners have also faced the failure of the ABS block. The cost of the new block is 58 000 rubles. Fortunately, it can be repaired. To do this, you will need soldering of the electronic part - 6000 rubles.

Price

What can you count on having 1 million rubles: on the pre-restyling model of 2016 with an automatic (1.6AT) and a declared mileage of 90,000 - 130 000 km.

Don't count on gifts.

It is worth admitting that at the moment in terms of reliability C4 receives good reviews, thereby minimizing the stereotype of extreme problems of French cars. If you get rid of the prejudices, then the C4 will be a justified choice. It will disappoint dynamic drivers because even the most powerful version with 1.6 THP is not impressive in performance or behavior. Strengths - magnificent finish, aesthetic and spacious interior.

BMW intervention

• From the very beginning, oil leaks from the electromagnetic valve of the oil pump occurred.
• The younger the Citroen C4, the less likely the problem is. The disease affects 1. 6 VTi.
• Sometimes one of the cooling system pipes leaks.
• Trouble with the cooling system can turn into expensive repairs. Because of overheating in 1. 6 VTi fall valve saddles.
• For repair of the cylinder head will need about 30-40 thousand rubles.
• In the process of operation, you have to deal with oil leaks through the oil filter body - you will need to replace gaskets (600 rubles plus 3000 rubles for work).
• The crankshaft oil can also flow (800-1200 rubles).

TU5JP4 and EC5

• The first belt replacement is recommended after 100,000 km, and the subsequent - every 60,000 km.
• Motors are a minimum of problems. After 150,000 to 200,000.
• km may need to replace the gasket valve cover (500-800 rubles) and the ignition module (5-7 thousand rubles).
• In addition, sometimes the control unit of the radiator fan (1-4 thousand rubles) fails.

1.2 e-THP

• However, recently, with the increase in mileage, recurring problems began to appear. For example, after 80-100 thousand.
• The manufacturer recommends changing the belt after 180,000 km or 120 months.
• It soon became clear that the wear products of the belt of the valve timing, working in an oil bath, clog the oil pump.
• The cost of repairs will be about 50-60 thousand rubles.

diesel

• This filter is the least problematic and the cheapest when replaced.
• It requires the use of AdBlue fluid.
• If one refused, the others soon gave up.
• Both were equipped with more reliable electromagnetic Bosch nozzles, which are also repairable.
• Among the typical problems can be distinguished - failure of the EGR system, and in cars without AdBlue - pollution of the DPF particulate filter.

Transmission

• He received unflattering reviews due to excessive slowness and potential problems with solenoids (2-3 thousand rubles per piece).
• The cost of repair will be 40 000 rubles.
• Over time, the replacement of the worn clutch and the two-mass flywheel is inevitable - about 40,000 rubles.

Comfort is a priority.

• There are already substitutes available for sale that save on repairs.
• Unfortunately, due to the location of the pump (under the wing), even a caring owner who regularly looks under the hood will not be able to detect the leak in a timely manner.

Other problems and malfunctions

• In age specimens, corrosion of the bracket (platform) under the left leg (1,000 rubles) is sometimes detected.
• There are cars with swelling of paint on the aluminum hood and red spots on the inside of the doors and trunk lid (in the area of welded seams).
• Owners have also faced the failure of the ABS block. The cost of the new block is 58 000 rubles. Fortunately, it can be repaired.

Don't count on gifts.

• It is worth admitting that at the moment in terms of reliability C4 receives good reviews, thereby minimizing the stereotype of extreme problems of French cars.

• BMW intervention: From the outset, oil leaks from the electromagnetic valve of the oil pump occurred.
• TU5JP4 and EC5: The first belt replacement is recommended after 100,000 km and the next one every 60,000 km. Motors are a minimum of problems. After 150,000 to 200,000.
• 1.2 e-THP: However, recent times have seen recurring problems with mileage increases. For example, after 80-100 thousand.
• Diesels: This filter is the least problematic and the cheapest if replaced.
• Transmission: It received unflattering reviews due to excessive slowness and potential problems with solenoids (2-3 thousand rubles per piece).
• Comfort is a priority: There are already substitutes on sale that allow you to save on repairs.
• Other problems and malfunctions: In age-old instances, corrosion of the bracket (platform) under the left leg (1,000 rubles) is sometimes detected.
• Price: What you can count on having 1 million rubles: for a pre-restyling model of 2016 with a machine gun (1).

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