Citroën C4 II (B7) (2010 – 2018)
Reliability score : 5.2/10
The second-generation Citroën C4 (code name B7) marked a turning point compared to its predecessor: it abandoned the atypical design (fixed-hub steering wheel, 3-door coupé body) for a much more consensual approach, aiming to directly compete with the Volkswagen Golf. It stands out for its very high level of ride comfort, careful soundproofing, significantly improved finish quality, and a generous boot (408 liters). A facelift occurred in early 2015, bringing new light signatures (3D lights), a 7-inch touchscreen simplifying the center console, and the introduction of 3-cylinder PureTech petrol engines as well as BlueHDi diesels. However, its used car career is heavily marred by the disastrous reliability of most of its petrol engines (Prince VTi/THP family, then PureTech) and by AdBlue pr
✅ Strengths
- Very high level of suspension comfort (typical Citroën)
- Careful soundproofing, very quiet on the highway
- Generous boot volume (408 liters, among the best in its category at the time)
- Significant improvement in material and finish quality compared to the C4 I
- Remarkable fuel efficiency of diesel engines (HDi and e-HDi)
- Excellent EAT6 automatic gearbox (available after the 2015 facelift)
⚠️ Weaknesses
- Disastrous reliability of petrol engines (VTi, THP, PureTech)
- Slow BMP6 / ETG6 automated manual gearbox, causing jerks and premature clutch wear
- Recurrent and costly AdBlue tank problem on BlueHDi models
- Average rear passenger space for its size
- Slow and unintuitive multimedia system (SMEG) ergonomics
- Clumsy road behavior, focused on comfort at the expense of dynamism
🎯 Verdict
The Citroën C4 II is an excellent compact for those who prioritize absolute comfort and cargo space. However, if you are looking for a petrol engine, caution is advised. VTi and THP are to be avoided due to their design flaws (chain, oil). The 1.2 PureTech offers good driving pleasure but requires an impeccable service history (belt changed, frequent oil changes) otherwise engine failure may occur. Paradoxically, this car is best appreciated and bought with peace of mind in diesel. The 2.0 HDi 150 is indestructible, and the 1.6 e-HDi 115 is an excellent compromise. BlueHDi versions are very pleasant but require a budget set aside for the capricious AdBlue system. Avoid the BMP6/ETG6 gearbox and opt for a facelifted version (post-2015) with a manual or EAT6 gearbox.
Common issues
Défaillance de la chaîne de distribution (moteurs 1.6 VTi/THP)
High
🔧 60 000 – 120 000 km
💶 800 – 1 800 €
Vérifier bruits moteur au démarrage, historique d'entretien et vidanges régulières.
Dégradation de la courroie de distribution humide (moteurs 1.2 PureTech)
High
🔧 80 000 – 150 000 km ou 5-6 ans
💶 1 500 – 4 000 € (risque de casse moteur)
Respecter scrupuleusement l'intervalle de remplacement et utiliser l'huile moteur préconisée.
Consommation excessive d'huile (moteurs 1.6 VTi/THP)
Medium
🔧 Dès 50 000 km
💶 Coût d'huile + potentiellement segmentation (très élevé)
Vérifier le niveau d'huile très régulièrement et faire l'appoint si nécessaire.
Fuites du circuit de refroidissement (pompe à eau, boîtier thermostat) (moteurs 1.6 VTi/THP)
Medium
🔧 80 000 – 150 000 km
💶 300 – 600 €
Surveiller le niveau de liquide de refroidissement et les traces de fuite.
Encrassement des soupapes d'admission (moteurs 1.6 THP)
Medium
🔧 80 000 – 150 000 km
💶 400 – 800 €
Un décalaminage régulier peut être nécessaire pour maintenir les performances.
Estimated maintenance costs
| Oil change |
£90 – 160 |
| Timing belt |
£550 – 1 100 (for 1.2 PureTech) |
| Clutch |
£800 – 1 450 |
| Complete brakes |
£270 – 540 |
| Estimated annual budget |
£650 – 1 300 |
Indicative estimates (independent garage, UK market). Prices vary by region and year.