Faster, even faster. The C4 is screwed into a gentle ninety-degree arc at a speed of about 120 km/h, as if daring to test the limit of the adhesion properties of the rubber. It is felt that the characteristics of the suspension, as well as the powerful brakes, are designed not just for the potential of a 120-horsepower engine, but with a large margin.
I slow down, switch the automatic transmission to normal Drive mode and increase the pace again. A few minutes later, after a series of intense accelerations and decelerations, the awareness of the symbolism of the S button on the automatic transmission selector panel comes. In normal mode, the car accelerates in exactly the same way as in sports mode. It's impossible to feel the difference.
Perhaps that's enough sprints for today. And we’ll put off discussions about the engine, gearbox and acceleration until tomorrow.
Day three
Thursday, 8:00 am. Freshly. I jump into the cozy C4 and immediately turn the heated seats to maximum. Yeah, here are the traces of unification within the PSA model range. The heating intensity adjustment rollers and door handles are exactly the same as on Peugeot cars. The orange color of the instrument lighting is another feature that unites the models of the two “allies” in the alliance. Although in the top version of the C4, Exclusive, the backlight can still be changed from white to blue.
Here is the turn onto Yaroslavskoye Highway, along which the main part of the route from my house to the office passes. You will have to drive along it for about another hour, just enough to once again check the acceleration and evaluate the performance of the engine and transmission of the French hatchback.
But first, a few words about fuel consumption. Over three days of operation, which combined both country trips and stuck in traffic jams, the average consumption of the C4 was about 9.5 liters of fuel per hundred kilometers. Two liters more than the advertising brochure says.
Due to the high compression ratio of 11, the four-cylinder EP6 engine with a volume of 1.6 liters can only be “fed” with gasoline with an octane rating of at least 95. The power unit was designed in collaboration with the BMW concern (which uses it in its MINI cars), Therefore, the gas distribution mechanism uses a system for changing the phases and valve lift heights of Variable Valve Lift and Timing injection (VTi for short), which is structurally similar to the Valvetronic system of the Bavarian company. This mechanism allows you to get rid of the throttle valve, thereby reducing hydrodynamic losses at the inlet, and making the mixture formation process even more precise. The engine complies with Euro-V environmental standards, but at the same time readily spins to high speeds and is characterized by smooth characteristics of power and torque growth.
Engine power is 120 hp at 6000 rpm, and torque is 160 Nm at 4250 rpm
As noted earlier, in the first two gears the car accelerates very quickly, if not aggressively, but... From about 60 km/h, as soon as the automatic transmission shifts to third or fourth gear, a pessimistic thoughtfulness appears in its operation, greatly affecting acceleration dynamics. In the city and on suburban highways this is not very noticeable. City traffic rarely allows you to accelerate at high speeds, but on the highway you can pick up a certain pace and calmly maintain it. But outside the city, when overtaking at high speeds on two-lane roads, you feel the lack of dynamics very acutely. You change lanes to the left, press the pedal to the floor... and wait. A second, two, three - doubts are already creeping in about the safety of the maneuver being performed - and then finally the car begins to at least overtake passing traffic. The French claim that the rated acceleration time from 0 to 100 km/h is 12.5 seconds. According to my own feelings, and according to the measurements of colleagues in automotive research, the C4 accelerates to “hundreds” another two seconds longer. But the most critical thing is that the car also spends about 10 seconds accelerating from 80 to 120 km/h. It seems that real fuel consumption exceeded the rated value precisely because of the gearbox, which forces the driver to press the gas pedal all the way more often and sharper.
In the case of a budget car, the use of an old four-speed automatic can also be explained by the desire to keep the price at a competitively low level. But in the case of the test C4, many of whose systems are clearly designed for higher dynamic potential, the point of using this “thoughtful” AT8 box raises considerable doubts. By the way, the AT8 is no more or less a modernized version of the old AL4 “automatic”. The changes affected the valve body and control program, as well as the torque converter - now it is new, made by the German company ZF. All this was intended to increase the reliability of the “machine gun”. Let's see how the six-speed Aisin “robot” will react to the gas pedal, installed on the diesel version of the C4 E-HDi, the test of which will soon appear on the pages of our portal, as well as on the version with a supercharged 1.6 THP engine, available only to Europeans.
Fourth day
Citroen used to produce cars with avant-garde design and technical solutions that were ahead of their time. Once upon a time, the French were among the first to use diesel engines, hydropneumatic suspension, hydraulic power steering, disc brakes, swivel-controlled headlights... The era of unification and cost reduction dictates its own rules, and now Citroen produces high-quality European hatchbacks designed with cold calculation according to all the canons of modern automotive industry. This approach helps to create a product that will appeal to and meet the requirements of the widest possible audience of consumers. But there is also a side effect - C4 has lost its uniqueness.
It’s warm outside, plus 20, and together with the “fourth” we are smoothly rolling along the boulevard towards the Citroen office. It's a pity to part with the French hatchback. As soon as the driver “switches” to the calm and careful “European” driving mode, the C4 generates only positive emotions.
Author Dmitry Osipov, correspondent for "MotorPage" magazine Edition website Photo Photo by the authorA playful, high-torque engine, a manual transmission with a hint of sportiness, sane, understandable responses to the steering wheel, moderately light at speed, getting heavier when braking. For an inexpensive car, good sound insulation. Comfortable seats, the back seat is very comfortable. The interior is large, compared to its classmates, with enough space for rear passengers. A spacious trunk with a large opening, all trimmed with fabric. Prices for spare parts are comparable to AvtoVAZ - there are no problems with them.
Citroen C4, 2010
I recently bought a Citroen C4 in Minsk. The machine works great, without any complaints. In terms of comfort, the Citroen C4 is not inferior to more expensive models. There are 120 horsepower under the hood, which prevents big cars from making fun of my small car on the road. Among the minuses, I can note low reliability. Once the engine error light came on - bad gasoline. The second time I visited a car service about the alarm system - it was malfunctioning. But in the end there were more advantages. So, I recommend that everyone who does not have money for a business class foreign car buy this wonderful Citroen C4 car. Advantages of the car: Comfort, design, engine. Disadvantages of the car: Reliability.
Engine Citroen C4 1.6 liters, this is our today's hero of the article. At the same time, we’ll tell you about two naturally aspirated engines, which are most often found under the hood of a French car. The first naturally aspirated 1.6 liter engine TU5 appeared immediately. It can be found in various power options from 109 to 115 hp. depending on settings. In 2008, a more modern one appeared EP6 120 hp Both engines are 4 cylinder, 16 valve, but structurally they are seriously different. In particular, the TU5 has a timing belt, while the EP6 already has a chain. 
Engine design Citroen C4 1.6 liter.
Engine Citroen C4 TU5, this is an in-line 4-cylinder 16-valve engine with a cast-iron cylinder block and an overhead camshaft. The power system is BOSH distributed multipoint injection.
Engine EP6 developed with the participation of BMW engineers. This is an inline 4 cylinder 16 valve with an aluminum block and a timing chain drive. True, the first series of power units had a huge number of childhood diseases due to the complexity of the design. After all, engineers managed to implement not only a change in valve timing, but also a mechanism for adjusting the opening of valves to different heights, variable geometry of the intake tract without the participation of a throttle valve, and so on.
Engine block head Citroen C4 1.6 l.
Citroen C4 TU5 cylinder head aluminum with two camshafts. The design of the cylinder head itself is quite interesting; it consists of two parts and has two separate valve covers. The camshaft itself is laid on the cylinder head, and a housing common to the entire camshaft is screwed on top, which holds the camshaft in its place. This motor has hydraulic compensators, so there should be no problems with adjusting the valve clearance.
EP6 cylinder head also has hydraulic compensators, but also a rather complex design. We have already mentioned the valve height adjustment system, but it is implemented using a rather unreliable stepper electric motor with a cam shaft. Don’t forget about the system of variable valve timing, implemented using a hydraulic phase shifter and other goodies. In general, we do not recommend opening valve covers yourself.
Timing drive for Citroen C4 1.6 l engine.
Belt drive Citroen C4 TU5 not much different from other 16-valve variants with two camshafts. Let’s say right away that when the valve belt breaks, it definitely bends. A big advantage when replacing a belt is the self-adjusting timing drive, that is, the belt tension is controlled by a dynamic tension roller.
Initially, the manufacturer declared the belt service life before replacement was 80 thousand km, then increased it to 120 thousand km, but operating experience of the TU5 and similar French units shows that in the Russian climate it is not recommended to exceed the belt replacement interval of 60 thousand. Moreover, it is recommended to change the pump along with the belt. After all, the water pump pulley also rotates due to the belt. The timing belt diagram is in the picture a little higher.
Citroen C4 1.6 l. with chain drive EP6 theoretically it should be highly reliable, but in practice it turned out that the unfinished design with a chain is worse than the belt version. True, this was true for the first engines, then the manufacturer gradually eliminated all these problems.
Timing chain C4 it often stretches after a mileage of 50–60 thousand km, and the sprocket is fixed on the camshaft without any key/pin using only friction and the tightening torque of the bolt. But the bolt itself simply unscrews due to excessive loads. Even with a slight weakening, the meeting of the valves with the pistons is inevitable on this engine.
Engine characteristics Citroen C4 1.6 l. NFU TU5
- Working volume – 1587 cm3
- Number of cylinders – 4
- Number of valves – 16
- Cylinder diameter – 78.5 mm
- Piston stroke – 82 mm
- Timing drive - belt
- Power hp (kW) – 109 (80) at 5800 rpm. per minute
- Torque – 147 Nm at 4000 rpm. per minute
- Maximum speed – 189 km/h
- Acceleration to the first hundred – 12.5 seconds
- Fuel type – gasoline AI-95
- Fuel consumption in the city – 10 liters
- Fuel consumption in the combined cycle – 7.2 liters
Engine characteristics Citroen C4 1.6 l. EP6 VTi 120
- Working volume – 1598 cm3
- Number of cylinders – 4
- Number of valves – 16
- Cylinder diameter – 77 mm
- Piston stroke – 85.8 mm
- Timing drive - belt
- Power hp (kW) – 120 (88) at 6000 rpm. per minute
- Torque – 160 Nm at 4250 rpm. per minute
- Maximum speed – 181 km/h
- Acceleration to the first hundred – 12.8 seconds
- Fuel type – gasoline AI-95
- Fuel consumption in the city – 9.9 liters
- Fuel consumption in the combined cycle – 7.1 liters
- Fuel consumption on the highway – 5.6 liters
Based on the 1.6 liter naturally aspirated EP6, a turbocharged THP engine with 150 hp was also created. (at a torque of 240 Nm). This version is for those who like to drive. Here, acceleration to hundreds takes only about 8 seconds, while fuel consumption is slightly less than that of the naturally aspirated Citroen C4 brothers.
It is difficult to understand why Citroen, creating the second generation C4, decided to do away with “creative technologies” and presented a completely ordinary car, devoid of original solutions that determined the unusual character of the first generation Citroen C4. For example, a fixed steering wheel hub or digital indicators.
Perhaps this is intended so as not to interfere with DS line models. In any case, the Citroen C4 II is, first of all, reasonable, conservative, without numerous design pitfalls. And this is already an advantage for those who are looking for a car on the secondary market that is less than 5 years old and not overloaded with complex equipment.
In the end, the manufacturer did not hide the fact that for the second C4 it used the technical base of its predecessor. Thus, in the depths lies a platform originally developed for the Peugeot 307. At the same time, Citroen has made numerous improvements both mechanically and electronically. For example, there is no longer a specific data network VAN (Vehicle Area Network). This original French analogue of the CAN bus regularly disturbed the owners of the first generation C4.
Another significant improvement concerned the rear suspension. The rear pillars were too noisy on bumps. The manufacturer changed the shock absorbers several times, but to no avail. In the second generation they finally corrected the situation. For this purpose, additional stiffening ribs were installed in the area of the upper shock absorber mounting.
BMW intervention
Atmospheric gasoline engines designated VTi and THP turbo engines were created during the period of cooperation between Peugeot and the BMW Group. Neither the VTi nor the THP are without flaws. At the very beginning, oil leaks occurred from the oil pump solenoid valve and the timing chain tensioner. In addition, the computer often reported errors in the operation of the exhaust gas cleaning system. The ignition coils were also not reliable. In 1.6 THP, the most common concern is the timing chain tensioner. This applies primarily to early copies. The younger the C4, the less likely there are problems.
VTi engines do not have turbocharging and direct fuel injection. Therefore, they are less susceptible to fuel quality and do not carry the risk of piston cracking, which sometimes happened in THP engines.
Owners of cars with VTi sometimes encounter various anomalies or difficult starting in the cold season. There are several reasons. These include camshaft position sensors. They are located in the plastic engine cover. And since the motor operates at a relatively high operating temperature (higher than THP), the cover becomes deformed over time. This leads to a change in the position of the sensors, which begin to provide false information. The disease is characteristic of cars operated in the city, where high temperatures are most often reached.
According to the owners, Citroen C4 with 1.6 VTi and 1.6 THP engines consumes approximately the same amount of fuel during quiet driving in the city - about 9 liters per 100 km. More frequent pressing of the gas pedal in the case of the turbo version leads to a noticeable increase in fuel consumption.
1.2 e-THP
Despite numerous improvements, VTi and THP engines are still quite a risky choice. In 2013, a turbocharged 1.2 e-THP with three cylinders, also called PureTech, appeared under the hood. This is a modified version of the old naturally aspirated 1.0 VTi and 1.2 VTi, equipped with direct injection. In C4, only the turbocharged series was offered, marked with the EB index.
The motor has nothing in common with the previous EP series (VTi and THP). In addition to the three cylinders, it is equipped with a timing belt running in an oil bath, just like the Ford 1.0 Ecoboost engine. However, unlike it, the 1.2 e-THP uses a balancing shaft driven from the crankshaft using gears (gears).
The manufacturer recommends changing the belt after 180,000 km or 120 months. And, as practice shows, the belt copes with the allotted kilometers without any problems. Oddly enough, the oil used is simple - SAE 0W-30 with specification PSA B71 2312.
First (in 2013) a version with output of 130 hp was introduced, and the following year it was supplemented with a more modest 110 hp. Both modifications use the same turbocharger, and the different power output is due to differences in electronic settings.
It is important to note that 1.2 e-THP is still relatively reliable. This is also due to the fact that the manufacturer did not make the same mistake as in the case of TNR. Forged pistons were installed in the e-TNR from the very beginning. They withstand loads much better and are less prone to carbon deposits.
Diesels
In Europe, the diesel version of the Citroen C4 with 1.6 HDi is also quite popular. The motor differs from earlier designs with the same name by the presence of an 8-valve cylinder head and a particulate filter. The main advantage is very low fuel consumption. Of course, it is not as small as the manufacturer promised, but if you follow the rules, you can keep within 5 liters per 100 km. All diesel engines have a timing belt drive. The manufacturer prescribes its replacement after 240,000 km or 10 years.
HDi and e-HDi engines have a so-called wet particulate filter with an EOLYS fluid supply system in the exhaust gas cleaning system, which requires periodic replenishment. This filter is the least problematic and the cheapest to replace. In addition, a BlueHDi version was proposed that uses a selective SCR catalyst, the task of which is to reduce only the content of nitrogen oxides. For its operation, the use of AdBlue fluid is required.
Until 2015, not very reliable piezoelectric VDO injectors were used. If one refused, then the others soon gave up too. The exceptions are the e-HDi until 2013 and the 93-horsepower version. Both were equipped with more reliable Bosch electromagnetic injectors, which are also repairable.
Transmission
It's a pity that the basic versions of the Citroen C4 with 1.4 and 1.6 VTi only have a 5-speed manual gearbox. Optionally, a 4-speed automatic could be ordered for the 1.6 VTi, but it received unfavorable reviews due to excessive slowness and potential problems with the activator. The THP engine could be combined with an EGS6 automated dual-clutch transmission.
The weaker version 1.2 e-TNR was equipped with a 5-speed manual transmission, and the stronger version was equipped with a 6-speed manual transmission. In addition, the latter received an excellent 6-speed Aisin automatic as an alternative.
Comfort is a priority
The Citroen C4 suspension, traditionally for French compacts, has MacPherson struts at the front and a torsion beam at the rear (on springs). The chassis settings are soft: the car rolls heavily in corners, but at the same time perfectly absorbs bumps. At the moment, owners find no reason to complain about the durability of the suspension. There are already substitutes on sale that allow you to save on repairs.
The cause of knocking from the front was often shock absorbers. The manufacturer has upgraded them several times. But if the knocking noise comes from the right, then it probably comes from a loose mounting of the power steering pump bracket. An electro-hydraulic booster is used here.
An unexpected booster can cause relatively high costs. The reason is one of the hoses is clogged. This causes an increase in pressure in the servo control system, which leads to hydraulic fluid leaks. The working fluid is not the previously popular ATF Dexron, but LDS. The same as used in the hydropneumatic suspensions of the Citroen C5 and C6. The system is filled with 1.8 liters.
Liquid leakage can destroy 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 a leak in a timely manner. An alarm should be raised by unusual sounds or noise that occur when the pump is operating at maximum capacity. In any case, the steering wheel should not be too heavy. A new pump costs almost 40,000 rubles.
Typical problems and malfunctions:
Oil leaks in 1.6 VTi: mainly from the oil pump solenoid valve and timing chain tensioner.
Malfunctions in the exhaust gas purification system, both gasoline and diesel versions.
High oil consumption at high speeds in the 1.6 VTi.
Failure of ignition coils in 1.6 VTi and THP.
Malfunctions in the rear door lock, head unit, information display and navigation. Fortunately, the Citroen C4's electronics usually work reliably.
Don't count on gifts
It is worth recognizing that at the moment, in matters of reliability, the C4 is receiving good reviews, thereby minimizing the stereotype about the extreme problems of French cars. On the other hand, the Citroen C4 is still young, and it’s too early to draw real conclusions. However, if you get rid of prejudices, the C4 turns out to be a justified choice. It will only disappoint fans of dynamic driving, because even the most powerful version with 1.6 THP does not impress with either performance or behavior. Strengths: excellent finishes, aesthetically pleasing and spacious interior.
Technical specifications Citroen C4 II (B71 / 2010-2018)
|
Version |
1.6VTi |
1.6 THP |
1.6 HDi |
2.0 HDi |
|
Engine |
petrol turbo |
turbodiesel |
turbodiesel |
|
|
Working volume |
||||
|
Cylinders/valves |
||||
|
Power |
120 hp / 6000 |
156 hp / 6000 |
112 hp / 3600 |
150 hp / 3750 |
|
Torque |
||||
|
Dynamic characteristics |
||||
|
Maximum speed |
||||
|
Acceleration 0-100 km/h |
||||
|
Fuel consumption |
||||
Model history
- 2004. Debut of the Citroen C4 (the model replaced the Xara). Body: 3- or 5-door hatchback. Engines: petrol P4 - 1.4 l, 65 kW/88 hp; 1.6 l, 80 kW/109 hp; 1.6 l, 82 kW/112 hp (bi-fuel: ethanol/gasoline); 2.0 l, 103 kW/140 hp or 132 kW/180 hp (the last one is for the WTS version); diesel P4 - 1.6 l, 66 kW/90 hp. or 80 kW/109 hp (different settings); 2.0 l, 103 kW/140 hp Front-wheel drive, M5, M6 (diesel only) or A4.
- EuroNCAP crash test: 16 points for frontal impact, 18 for side impact. Result: five stars.
- 2006. Picasso version.
- 2007. In January, the extended Picasso was introduced, and in the summer - the sedan. Petrol engine P4, 1.8 l, 92 kW/125 hp.
- 2008. Facelift: minor changes in optics, bumpers, interior. New engines: petrol P4, 1.6 l, 88 kW/120 hp; petrol turbocharged P4, 1.6 l, 103 kW/140 hp. or 110 kW/150 hp (respectively automatic transmission or manual transmission); diesel P4, 2.0 l, 110 kW/150 hp
- 2010. Start of production of the model in Kaluga. The new generation C4 was presented in Paris.
Why are they buying it?
When asked by the owner of a C4 why he chose a car of this particular brand, many answer: “Citroen is a state of mind.” And it doesn’t matter that immediately after purchasing a new car, it loses in price much more than its classmates - 13–17%, depending on the configuration.
For its bold design and original solutions, such as a fixed steering wheel hub, the car is forgiven a lot. Including poor sound insulation and a harsh suspension. And also annoying breakdowns that occur, however, more often during the warranty period.
We are gradually losing comfort...
The standard Blaupunkt audio center sometimes stops reading discs, and the climate control controls lose contact: when you turn the wheel, the temperature changes from one extreme to the other. On cars produced in 2004–2006, the heater damper gears often wore out and the rear door locks froze. The latter began to be protected from moisture with additional plastic shields, and later completely changed the design.
The failure of electric seat heating in 2008 became widespread. The tricky part is that the elements of the backrest and the cushion are connected in series, and if one of them breaks (usually in the backrest), the entire seat stops heating. The repair is not easy because the heater is integrated into the filling to which the upholstery is glued. That is, this is a single part, and not a cheap one: a fabric back costs 30 thousand rubles, and a leather one costs twice as much! You won't be jealous if the car's warranty has already expired.
Before 2007, windshields sometimes cracked spontaneously. Let's give credit to the dealers: they didn't even try to fight back, looking for chips from stones invisible to the eye.
There were cases of unsuccessful fixation of side moldings: after gluing in new glass, they often became brittle. And the bottom one, on the frill, completely slid off the glass, revealing a huge gap. In principle, it’s not scary, but if it bothers you, put the molding on the sealant.
Guilty and solutions
Failures of electric windows are usually the fault of the owners themselves - in the rain they kept the windows ajar, which caused the door console to flood. The windshield washer motor, which is integral with the valve, has recently become noticeably more reliable. But headlight washers, alas, fail no less often than before. In order to get rid of the defect, on Kaluga-assembled cars... this option was simply abolished. And at the same time they intend to eliminate seat heating: no parts - no problems.
Overheated in the sun, the plastic front fenders sometimes warp and begin to cling to the edge of the door when it is opened. Moreover, surprisingly, this mostly happens on the starboard side. Don't worry: once the wing cools down, the gap with the door will return to normal. But it’s still better to loosen the fasteners and move the wing a little forward. Or don’t park your car in the sun.
TU5: bad luck beginning
One of the most common engines is the 109 hp 1.6 liter petrol TU5. (See Model History). At first, the unit was not famous for the reliability of the throttle unit: due to warping of the plastic damper, it operated unstably at idle and in transient modes. The supplier of the unit, Bosch, was at first perplexed: they had not noticed anything similar anywhere except Citroen. However, the unit was modified by making the dampers from more heat-resistant plastic, and around the end of 2006 the malfunction disappeared.
Also in 2006, a batch of cars with defective block heads passed through. The fit of the valve guides turned out to be loose, causing oil to leak through the gap with the head body. Sometimes it took more than a liter per thousand kilometers! Of course, the valves became overgrown with a thick layer of carbon deposits and either jammed in the guides or burned out. Be that as it may, the matter turned into a serious repair (exclusively under warranty). Considering that the defect was obvious, widespread and fleeting, we undertake to assure you that all the engines were repaired, and it is unlikely to encounter such a disaster today.
The timing drive on the TU5 is belt driven, so strictly follow the replacement schedule. At first they ordered it to be changed after 80 thousand km, and later the period was increased to 120 thousand. But experts recommend sticking to the old recommendations, since belt breaks have occurred with a mileage of just over 100 thousand km.
EP6: Bad Inheritance
In 2008, the TU5 engine was gradually replaced by the more modern EP6 unit (1.6 l, 120 hp) jointly developed by the PCA and BMW concerns. Here the camshaft is driven by a chain. Do you hope it won't be demolished? No matter how it is: the first signs of excessive elongation make themselves felt already at 50–60 thousand km. But this is not the most unpleasant thing: the sprocket on the crankshaft is fixed only by friction (there is no key or pin), and sometimes the central bolt does not hold. There are known cases when it unscrewed itself, of course, with sad consequences.
The situation is even worse with the EP6DT engine, equipped with a turbocharger: if the sprocket turns even a little, the electronics will turn off the turbine. And this is also unsafe - imagine what would happen when overtaking!
The operation of the control electric motor of the valve lift mechanism, as mechanics joke, contradicts the laws of physics: instead of current, oil flows through the wires. It seeps down the regulator rod and, having passed through the entire motor, finishes it off. Fortunately, this is a warranty case - the dealer will fork out 7,150 rubles (labor plus spare parts).
EW10A awaits grinding in
The two-liter EW10A is familiar from the C5 model. If a cold engine does not hold idle speed and “fails” in transient conditions, you need to go to a service center. There, say the “initialization” spell, and the specialists will immediately understand: the elements of the engine’s peripheral equipment have ceased to understand each other.
The process of grinding in the characters is simple: connect the scanner to a cold engine, switch it to sensor training mode and, after starting the engine, warm it up to operating temperature (before turning on the fan). After which the electronics begin to work harmoniously, as a single organism.
Cars with an ET3 engine are extremely rare on the market. It’s a pity, because this is one of the most reliable gasoline units. Statistics on diesel engines that are not officially supplied to us are scarce. It is only known that in Europe they work without serious breakdowns, but in our closest neighbors, in Belarus and Ukraine, expensive fuel equipment sometimes fails.
Automatic transmission - it can't be worse
People usually talk about an automatic transmission (the infamous AL4) very emotionally - for many years now the French have not been able to achieve its reliability! Either an error will be displayed due to the pressure difference (the valve does not hold), then the entire hydraulic unit will malfunction, or even the band brake will break completely and the unit will jam. It happened that a brand new car could not leave the car transporter on its own! So the owners go to the service as if they were going to work (by the way, read one of the stories in the “Forum” section). You don’t know what’s better - to take a car with an automatic and constantly pray for it, or to prefer a manual.
But it is not a miracle of technology either - noisy, with an indistinct cable drive. In addition, on some cars the input shaft taps, complaining of increased axial play. It happens that a tooth on the main pair gear flies out and pierces the crankcase. These problems are known from Xara, from which the unit was borrowed, but, alas, it was not possible to bring it to fruition.
...and other little things
The engine temperature sensor fails regularly. Some owners have already changed it three times, which is why they came to the conclusion: evolution has not affected this detail.
The generator is also weak - after three or four years it gives in under the influence of de-icing chemicals. In winter, the starter often malfunctions: the solenoid relay clicks, but the electric motor does not spin. The culprit here is the abundance of lubricant inside the relay. Having frozen, it reliably insulates the power contacts, and in order to bring the unit back to life, sometimes it is enough to simply remove the excess.
It turns out that evolution is not always for the good. Using this model as an example, I dare say: the French did not have enough revolutionary spirit (or means?) to radically change the design and immediately eradicate childhood diseases of problematic components and assemblies.
It's a nice car, but innovative design alone won't get you far.
We thank the Citroen Center Moscow company on Viktorenko Street for their assistance in preparing the material.
