New Faces: Citroën’s Design Refresh Feels Purposeful
Even before I fired up the engine, I walked a circle around the car. The triple-segmented LED DRLs now curve sleekly away from the bold double chevron in the center. There’s no more cartoonish bulge to the nose; instead, the C4’s face has matured into something far more self-assured. The aerodynamically styled 18-inch wheels added to the elegance, especially against the rugged gravel paths leading up to the observation tower.
The rear, too, felt less fussy now. Flat LED tail lamps replace the old zigzag lighting, giving the car a visually lighter, more composed look. The spoiler, though? Still obstructive when you try to use the rearview mirror. Aesthetically, it fits. Practically, I’m not so sure. But these are small quirks in an otherwise thoughtful redesign.
Inside the Cabin: Soft Touches and Subtle Tech
Climbing into the C4 feels like slipping into a familiar old chair. The seats are signature Citroën, thickly padded, gently bolstered, and subtly textured. During my two-hour morning drive through the winding forest roads, I barely fidgeted. My back didn’t ache. My legs had plenty of room to stretch out. Comfort was never in doubt.
You get a 10-inch infotainment screen and a 7-inch digital cluster, with the added novelty of a still-there Plexiglas pop-up head-up display. That HUD might feel like a throwback in a world of augmented reality dashboards, but it worked without fuss. The user interface is cleaner now. Swiping through widgets, pairing my phone, and adjusting climate settings, all of it was intuitive. And for once, volume controls hadn’t been relegated to a touchpad. A real knob! Hallelujah.
Voice control powered by ChatGPT even entertained my idle requests. “Hello Citroën, play something French,” I mumbled at one point, and sure enough, Charles Aznavour’s melancholic baritone filled the cabin. It’s gimmicky, yes, but on a lonely mountain road? It felt like magic.
Petrol or Electric? Comparing C4 Powertrains on the Hill
I started the day in the Hybrid 110, then moved on to the electric ë-C4 and the C4X later in the afternoon. Each offered a subtly different flavor.
The hybrid system pairs a 1.2L three-cylinder petrol engine with a 15kW electric motor and a 6-speed dual-clutch automatic. It’s not a rocket, but for a compact family car, the response was sharp enough. Climbing the steady gradient from Altastenberg to Kahler Asten’s peak, the car shifted seamlessly between combustion and electric power. It pulled well even in the twisties, though you’ll notice some telltale three-cylinder vibration under heavy throttle.
Switching to the ë-C4 was like exhaling after holding your breath. The 156-hp version with the 54 kWh battery glides forward in near silence. Acceleration is linear and confident, and I couldn’t help but smile every time I feathered the throttle through the tight forest curves. Citroën has always done suspension well, and the electric’s weight actually seemed to settle the car even more.
And that Vehicle-to-Load function? I used it. I plugged in my portable espresso machine at the summit while I admired the view, because why not?
Long-Body Elegance: C4X Feels Like a Grown-Up C4
The C4X, with its 23 cm longer body, changes things. I took it down to Winterberg later that evening, just as dusk painted the hills in deep blue shadows. It felt plush and planted. The added length translated to more stable highway cruising, while the boot space swallowed my weekend gear without protest.
But more importantly, it felt premium. The longer roofline smoothed the silhouette and eliminated the slightly upright crossover awkwardness of the standard C4. For passengers, the headroom in the rear was still tight, but the legroom was limousine-like.
Driving through sleepy towns as shops closed and lights flicked on, the C4X looked right at home. Elegant. Understated. Purposeful.
Table of Technical Specifications
| Specification | C4 Hybrid 110 | C4 PureTech 130 | ë-C4 136 | ë-C4 156 |
| Engine Type | Mild Hybrid (1.2L) | Petrol (1.2L) | Electric | Electric |
| Max Power (kW / hp) | 81 / 110 | 96 / 131 | 100 / 136 | 115 / 156 |
| Torque | 205 Nm | 230 Nm | 260 Nm | 270 Nm |
| 0–100 km/h | 10.7 s | 10.2 s | 10.8 s | 10.0 s |
| Top Speed | 191 km/h | 200 km/h | 150 km/h | 150 km/h |
| Range (WLTP) | , | , | 354 km | 416 km |
| Consumption | 4.8 l/100 km | 5.9 l/100 km | 15.3 kWh/100 km | 14.9 kWh/100 km |
| Battery (Net/Gross) | , | , | 46.0 / 50.0 kWh | 51.0 / 54.0 kWh |
| Charging (AC/DC) | , | , | 7.4–11.0 / 100 kW | 11.0 / 100 kW |
| Trunk Volume | 380–1250 L | 380–1250 L | 380–1250 L | 380–1250 L |
| Base Price | €23,720 | €25,750 | €31,900 | €34,100 |
Everyday Usability: Smart Storage and French Flair
Citroën hasn’t just focused on drive experience, they’ve made the cabin smarter. I loved the dashboard drawer that fit my tablet perfectly. And there’s a fold-out tablet holder on the passenger side that let my co-driver watch a downloaded Netflix show on the way back down the mountain.
The car has 16 storage compartments in total. My coffee mug fit snugly in the center console. My sunglasses had their own space above the mirror. Even the rear bench folds down to give a nearly flat load floor, perfect for hauling my camera equipment and drone gear.
For a compact car, this one’s got room to stretch.
A Conclusion from the Cold: What the C4 Family Really Offers
Kahler Asten wasn’t about high-speed runs or Nürburgring lap times. It was about immersion, into the kind of lifestyle the Citroën C4 is built for. It’s not flashy, but it is full of character. It doesn’t shout, but it speaks, gently and thoughtfully, about comfort, quiet innovation, and intelligent design.
In its facelifted form, the C4 family is more cohesive, more refined, and more competitive than ever. Whether you pick petrol for budget, electric for the peace and quiet, or the C4X for added elegance, there’s a genuine French charm to every model.
These cars don’t demand to be driven fast. They ask to be lived with. And that, in the chaos of modern motoring, is a rare request.
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