Citroën C4 II (B7) (2010 – 2018)
Reliability score : 6.5/10
The second-generation Citroën C4 (codename B7) marked a conservative turn compared to the audacity of the first iteration (abandoning the fixed-hub steering wheel and the coupé version). Based on the PF2 platform (shared with the Peugeot 308 I), it focused entirely on ride comfort, spaciousness, and a generous boot volume (408 liters). Facelifted in early 2015 (new 3D headlights, 7-inch touchscreen, integration of BlueHDi and PureTech engines), it had a discreet but solid career. In the used car market, diesel versions (HDi, e-HDi, BlueHDi) are ubiquitous and particularly sought after by high-mileage drivers, although they show major reliability disparities depending on the emissions control generations.
✅ Strengths
- Royal suspension comfort, typical of Citroën
- Very refined sound insulation (especially on facelifted versions)
- Excellent boot volume for the category (408 liters)
- Remarkable reliability of the 2.0 HDi 150 and 1.6 HDi 92 engines
- Very low real-world fuel consumption across all diesel engines
- Significantly improved finish quality compared to the C4 I (soft-touch materials)
⚠️ Weaknesses
- Disastrous reliability of the AdBlue system on BlueHDi engines
- Petrol engines (VTi, THP, PureTech) all affected by major design flaws
- Slow BMP6/ETG6 automated manual gearbox, causing jerks and premature clutch wear
- Clumsy road handling, focused solely on comfort (lack of dynamism)
- Slow, buggy, and dated ergonomics of the multimedia system (SMEG)
- Average rear passenger space considering the exterior dimensions
🎯 Verdict
The Citroën C4 II is an excellent compact car for high-mileage drivers seeking comfort at a low price, provided you choose the right diesel engine. The 2.0 HDi 150 is the top choice for its robustness, followed by the modest but indestructible 1.6 HDi 92. The 1.6 e-HDi 115 is an acceptable compromise if the injectors have been replaced. However, BlueHDi versions should be heavily negotiated or avoided if the AdBlue tank is original, at the risk of a €1000 to €1500 bill. On the petrol side, steer clear of VTi, THP, and PureTech engines that haven't been meticulously maintained. Finally, opt for a manual gearbox or the true EAT6 automatic gearbox, avoiding the dreadful BMP6/ETG6 automated manual gearbox.
Common issues
Encrassement ou défaillance du Filtre à Particules (FAP)
Medium
🔧 100 000 – 180 000 km
💶 800 – 1 500 € (nettoyage: 200 – 400 €)
Privilégier les longs trajets réguliers pour la régénération du FAP.
Dysfonctionnement ou encrassement de la vanne EGR
Medium
🔧 80 000 – 150 000 km
💶 400 – 700 € (nettoyage: 150 – 300 €)
Un nettoyage préventif peut prolonger sa durée de vie.
Usure prématurée du volant moteur bi-masse (sur boîtes manuelles)
High
🔧 120 000 – 200 000 km
💶 900 – 1 800 € (souvent avec l'embrayage)
Attention aux vibrations ou bruits anormaux au ralenti ou au démarrage.
Fuites ou défaillance des injecteurs diesel
Medium
🔧 150 000 – 250 000 km
💶 300 – 600 € par injecteur
Utiliser du carburant de qualité et des additifs préventifs peut aider.
Estimated maintenance costs
| Oil change |
£70 – 130 |
| Timing belt |
£500 – 1 000 |
| Clutch |
£750 – 1 400 |
| Complete brakes |
£220 – 480 |
| Estimated annual budget |
£550 – 1 100 |
Indicative estimates (independent garage, UK market). Prices vary by region and year.