The Citroën C4 I Hatchback, specifically the Phase II model produced between 2008 and 2010, represented a significant offering in the compact family car segment. The 1.6 HDi variant, equipped with a 109 horsepower turbodiesel engine and an electronically controlled gearbox (EGS), was a popular choice for European buyers seeking fuel efficiency and practicality. This version occupied a mid-range position within the C4 lineup, offering a balance between performance, economy, and equipment levels. It was positioned above the base petrol engines and below the more powerful HDi options.
Technical Specifications
| Brand | Citroën |
| Model | C4 |
| Generation | C4 I Hatchback (Phase II, 2008) |
| Type (Engine) | 1.6 HDi (109 Hp) FAP EGS |
| Start of production | 2008 |
| End of production | 2010 |
| Powertrain Architecture | Internal Combustion engine |
| Body type | Hatchback |
| Seats | 5 |
| Doors | 5 |
| Fuel consumption (urban) | 5.8 l/100 km (40.6 US mpg, 48.7 UK mpg, 17.2 km/l) |
| Fuel consumption (extra urban) | 3.8 l/100 km (61.9 US mpg, 74.3 UK mpg, 26.3 km/l) |
| Fuel consumption (combined) | 4.5 l/100 km (52.3 US mpg, 62.8 UK mpg, 22.2 km/l) |
| CO2 emissions | 120 g/km |
| Fuel Type | Diesel |
| Acceleration 0 – 100 km/h | 11.2 sec |
| Acceleration 0 – 62 mph | 11.2 sec |
| Acceleration 0 – 60 mph | 10.6 sec |
| Maximum speed | 192 km/h (119.3 mph) |
| Emission standard | Euro 4 |
| Weight-to-power ratio | 11.9 kg/Hp, 84.3 Hp/tonne |
| Weight-to-torque ratio | 5.4 kg/Nm, 185.6 Nm/tonne |
| Power | 109 Hp @ 4000 rpm |
| Power per litre | 69.9 Hp/l |
| Torque | 240 Nm @ 1750 rpm (177.01 lb.-ft. @ 1750 rpm) |
| Engine layout | Front, Transverse |
| Engine Model/Code | 9HY DV6TED4 |
| Engine displacement | 1560 cm3 (95.2 cu. in.) |
| Number of cylinders | 4 |
| Engine configuration | Inline |
| Cylinder Bore | 75 mm (2.95 in.) |
| Piston Stroke | 88.3 mm (3.48 in.) |
| Compression ratio | 18:1 |
| Number of valves per cylinder | 4 |
| Fuel injection system | Diesel Commonrail |
| Engine aspiration | Turbocharger, Intercooler |
| Valvetrain | DOHC |
| Engine oil capacity | 3.8 l (4.02 US qt | 3.34 UK qt) |
| Coolant | 6.5 l (6.87 US qt | 5.72 UK qt) |
| Kerb Weight | 1293 kg (2850.58 lbs.) |
| Max. weight | 1800 kg (3968.32 lbs.) |
| Max load | 507 kg (1117.74 lbs.) |
| Trunk (boot) space – minimum | 320 l (11.3 cu. ft.) |
| Trunk (boot) space – maximum | 1023 l (36.13 cu. ft.) |
| Fuel tank capacity | 60 l (15.85 US gal | 13.2 UK gal) |
| Max. roof load | 75 kg (165.35 lbs.) |
| Permitted trailer load with brakes (8%) | 1300 kg (2866.01 lbs.) |
| Permitted trailer load with brakes (12%) | 1300 kg (2866.01 lbs.) |
| Permitted trailer load without brakes | 675 kg (1488.12 lbs.) |
| Permitted towbar download | 65 kg (143.3 lbs.) |
| Length | 4275 mm (168.31 in.) |
| Width | 1773 mm (69.8 in.) |
| Width including mirrors | 1964 mm (77.32 in.) |
| Height | 1496 mm (58.9 in.) |
| Wheelbase | 2608 mm (102.68 in.) |
| Front track | 1505 mm (59.25 in.) |
| Rear (Back) track | 1510 mm (59.45 in.) |
| Front overhang | 950 mm (37.4 in.) |
| Rear overhang | 717 mm (28.23 in.) |
| Drag coefficient (Cd) | 0.31 |
| Minimum turning circle (turning diameter) | 11.3 m (37.07 ft.) |
| Drivetrain Architecture | The Internal combustion engine (ICE) drives the front wheels of the vehicle. |
| Drive wheel | Front wheel drive |
| Number of gears and type of gearbox | 6 gears, automatic transmission EGS |
| Front suspension | Independent, type McPherson with coil spring and anti-roll bar |
| Rear suspension | Semi-independent, coil spring |
| Front brakes | Ventilated discs |
| Rear brakes | Disc |
| Assisting systems | ABS (Anti-lock braking system) |
| Steering type | Steering rack and pinion |
| Tires size | 205/50 R17 |
| Wheel rims size | 17 |
INTRODUCTION
The Citroën C4 I, launched in 2004, was a significant departure for the French manufacturer, moving away from the traditional hydropneumatic suspension of previous models towards a more conventional setup. The Phase II facelift in 2008 brought subtle styling revisions and improvements to the interior. The 1.6 HDi 109 FAP EGS variant, powered by the PSA Group’s DV6 engine family, was a key model in the range, appealing to buyers prioritizing fuel economy and low running costs. The EGS (Electronically Controlled Gearbox) transmission was a semi-automatic system, offering a degree of automation without the full complexity (and cost) of a traditional automatic.
Powertrain & Engine Architecture
The heart of this C4 variant is the 9HY engine code, a 1.6-liter, four-cylinder turbodiesel engine belonging to the DV6TED4 family. This engine utilizes a common rail direct injection system, delivering fuel at extremely high pressure for optimized combustion. The engine features a single overhead camshaft (SOHC) design operating four valves per cylinder (DOHC). The turbocharger, coupled with an intercooler, boosts power output and improves torque delivery. The EGS transmission is a five-speed automated manual gearbox. It uses actuators to shift gears, offering a degree of convenience over a traditional manual, but lacking the smoothness of a torque converter automatic. It’s essentially a manual gearbox with robotic control.
Driving Characteristics
The 109 horsepower output and 240 Nm (177 lb-ft) of torque provide adequate performance for everyday driving. Acceleration from 0-60 mph takes around 10.6 seconds, and top speed is approximately 119 mph. However, the EGS transmission can exhibit some jerkiness, particularly at low speeds or during gear changes. Compared to the more powerful 1.6 HDi 110 or 2.0 HDi variants, this version feels less responsive. The gear ratios are optimized for fuel efficiency rather than outright performance. The EGS transmission, while offering some automation, doesn’t provide the seamless shifts of a conventional automatic, and can sometimes feel hesitant or slow to respond to driver input.
Equipment & Trim Levels
The 1.6 HDi 109 FAP EGS typically came equipped with air conditioning, electric front windows, a CD stereo, and ABS brakes. Higher trim levels added features such as alloy wheels, rear parking sensors, cruise control, and automatic headlights. Interior upholstery was generally cloth, with options for upgraded materials. The dashboard layout was functional and modern for its time, with a focus on ergonomics. The Phase II models benefited from minor interior refinements compared to the original C4.
Chassis & Braking
The C4 I utilized a McPherson strut front suspension and a semi-independent torsion beam rear suspension. This setup provided a comfortable ride, although it wasn’t particularly sporty. The front brakes were ventilated discs, while the rear brakes were solid discs. ABS (Anti-lock Braking System) was standard. The suspension tuning was geared towards comfort and ride quality, prioritizing a smooth experience over sharp handling. Stabilizer bars were fitted to both the front and rear axles to reduce body roll.
Market Reception & Comparison
The 1.6 HDi 109 FAP EGS variant was well-received by European buyers looking for an economical and practical family car. Critics praised its fuel efficiency and low emissions, but some noted the EGS transmission’s occasional jerkiness. Compared to the petrol-powered C4s, the diesel offered significantly better fuel economy. Against competitors like the Ford Focus, Volkswagen Golf, and Renault Mégane, the C4 offered a distinctive design and a comfortable ride. The EGS transmission was often seen as a compromise, offering some automation without the refinement of a traditional automatic.
Legacy
The 1.6 HDi engine proved to be a reliable unit, although the EGS transmission can be prone to issues if not properly maintained. Common problems include actuator failures and clutch wear. Today, these C4s are readily available on the used car market at affordable prices. They represent a good value for buyers seeking an economical and practical car, but potential buyers should be aware of the potential issues with the EGS transmission and ensure it has been regularly serviced. The DV6 engine itself is known for its durability, but regular oil changes and maintenance are crucial for long-term reliability.
