2025 (75) Citroën C4 1.2 [130] Max 5dr Auto

The updated version of Citroen's third generation C4 remains a credible but properly distinctive family hatch. Jonathan Crouch drives it.

Ten Second Review

This improved version of the third generation C4 is a far more creditable offering for Citroen in the family hatchback sector. The looks are sharper, the cabin's smarter and the mild hybrid and EV drivetrains are well up to date. As before though, the really brand-specific bit is the clever suspension system which makes this contender feel really Citroen-esque.

Background

Back in 2020, the third generation C4 was launched as being 'Citroen to the core'. Well four years into production, the brand hopes that this extensive mid-term update will continue to set it apart in the combustion and EV parts of the family hatchback segment. 2022 saw the introduction of a C4 X saloon variant - which continues, but mild hybrid tech takes over from most of the conventional PureTech petrol engines at the foot of the range. Significant styling and interior updates feature with this improved design, bringing the C4 more into line with its segment rivals. And as before, this C4 plays to the things people tend to like about Citroen - innovative design, a distinctive feel and exemplary ride quality.

Driving Experience

As before with a C4, you choose between combustion and electric options. The combustion powertrains still include an un-electrified 130hp 8-speed auto gearbox version of Citroen's usual 1.2-litre three cylinder petrol unit. But the brand would prefer that combustion folk opted for a hybrid, which as before comes in two flavours with either 110hp (up from 100hp before) or 145hp (up from 136hp previously). Otherwise, the three cylinder 1.2-litre electrified set-up on offer here isn't really any different, mated to a bespoke 6-speed e-DCS6 dual clutch auto transmission, the casing of which houses a DC inverter, an Engine Control Unit and a little 28hp electric motor, powered by a tiny battery secreted beneath the front passenger seat. Not a proper full-Hybrid then, such as you'd get in this segment on, say, a Toyota Corolla or a Kia Niro. But it does many of the things a full-Hybrid would, like being able to be driven for short urban distances (under 18mph) on electric power alone. Otherwise, there are the usual functions common to just about any kind of hybrid. The motor also assists the engine under acceleration - and during deceleration, the petrol engine stops and the e-motor acts as a generator to recharge the Hybrid system's 48V battery. The gearbox can be sometimes a touch indecisive, but gearshift paddles are fitted so you can take over. Performance varies quite a lot depending on your choice of engine output; 0-62mph in 10.7s en route to 119mph for the 110hp version; or 0-62mph in 8.0s en route to 130mph for the 145hp variant. Those kinds of top speeds are of course a distant memory for drivers of full-EVs such as the e-C4 (which in all its forms is limited to just 93mph). It'd be good if the limitation of being able to drive a small EV on a long trip for no more than about two and a half hours between charges was a distant memory by now. Sadly though - for Stellantis Group models at least - that's still the case here. The last time we tried an e-C4 (at its launch in 2020), its 50kWh battery claimed to take it 217 miles (a figure we never got near). Today, the figure from that same 'Standard Range' battery has been eked up to a best of 232 miles, which doesn't seem to represent much in terms of nearly half a century of development. Those dissatisfied by that will be pointed to the 'Extended Range' battery fitted to the pricier e-C4 model we tried, which claims to be able to offer up to 271 miles between charges. And also provides a boost in power for the front-mounted electric motor - from 136 to 156hp, though because the 260Nm torque figure remains the same, the effect on performance is negligible (a reduction of 0.8s in the 0-62mph sprint time, which in this perkier model is rated at 9.2s). With either powertrain, Citroen hopes that the way this car drives is what will sell it to you - or more specifically, the way this car rides. As before, it features a clever 'Advanced Comfort' Progressive Hydraulic suspension set-up. Here, the car's springs and shock absorbers work in concert with hydraulic compression and rebound stops, which are supposed to slow body movement over bumps and tarmac tears.

Design and Build

The visual changes to both hatch and C4X saloon versions of this model go beyond the scope of the usual facelift, drawing upon the brand's Oli concept car from 2022, with squared-off lighting signatures and the brand's latest logo. The slim LED front headlamps feature a characteristic light signature divided into three distinctive horizontal segments. There are rear tail light updates too, as part of changes to improve aerodynamic efficiency. All versions get smart new 18-inch 'Amber' wheels, whilst the 'Colour Clip' shading on rear side panel trimming strips and the lower front bumper aims to add personalisation. The changes are even greater inside, where (if you avoid base trim) there's a bigger 7.0-inch digital instrument cluster (2.0-inches larger than before) paired with a head-up display. The 10.0-inch central screen's the same size as before, but has been updated with a new connected 3D navigation system and a better 'Hello Citroen'-activated voice control set-up. A major selling point of the pre-facelift car was its cossetting 'Advanced Comfort' seats; well they've been improved with an extra 15mm of foam and a new denser section of padding in the centre of the squab. Further back of course, it's just as before. For the rear seat, the brand continues to claim best-in-class knee room and offers a wide range of storage compartments. Plus there's a decently-sized 380-litre boot in the hatch version; the C4 X saloon's boot is a big 510-litres in size.

Market and Model

Because this is a family hatchback-sized car built on supermini underpinnings, it's always looked good value compared to rivals on price. We normally complain at this point that asking figures have inflated quite a lot, but as we reviewed this car in Autumn 2025 the C4 entry-level price of around £23,000 (around £3,000 more than an equivalent version of the brand's smaller C3 supermini) was only a couple of thousand more than the base original version of this C4 cost back when we first tested it back in 2020. And, given that this increment buys you more equipment, the addition of an automatic gearbox and a considerably more frugal hybrid engine, we think that's very good value indeed. Of course, with that kind of asking price figure, you have to put up with a hair shirt-level of trim - Citroen's base 'YOU!' spec level, at which it's only possible to have the feebler 110hp version of the Hybrid engine. Most C4 customers will be spending £25,000 upwards and choosing between mid-level 'PLUS' or the top 'MAX' trim, both spec options offering a choice of either an un-electrified 130hp petrol auto drivetrain - or the uprated 145hp version of the Hybrid. We should point out that here, we've only been talking about the C4 in its hatch form; there's also a C4 X saloon body shape which is identically priced, but not offered with base 'YOU!'-spec or the two lower-powered combustion engines. To reflect challenging market trends, from launch Citroen significantly reduced the price of the facelifted e-C4 compared to the earlier version. As we reviewed this car in Autumn 2025, this e-C4 was priced from £27,650 in base Standard Range 50kWh 'YOU!'-spec, with just over £1,000 more necessary for the mid-level 'PLUS' trim most will want. To get the larger 'Extended Range' 54kWh battery we tried, it's unfortunately necessary to stretch all the way up to top 'MAX' spec, which at the time of our review meant a necessary spend of £31,505 - at which point this Citroen doesn't seem quite such good value after all. As an alternative to this hatch model, there's the identically-priced e-C4 X saloon model, which can't be had with base 'YOU!'-spec.

Cost of Ownership

So, petrol or electric? Of course, to make a proper judgement, you're going to need to peruse the combustion model efficiency figures - which are very class-competitive. The Hybrid petrol/electric version manages up to 62.1mpg (similar to the old 1.5 diesel) and up to 107g/km (much better than that old diesel). Citroen reckon that in urban driving, you'd be battery-powered around 50% of the time. And the full-electric variants? Well, the Department of Transport tells us that the average motorist in the UK covers 7,400 miles a year, which is the kind of mileage that would cost an e-C4 owner somewhere between £200 and £300 in added electricity charges, powering up from a typical 7.4kW garage wallbox on off peak rates, the variance depending on driving style and different electricity prices (we've assumed 11p per kWh). The e-C4 charges at up to 100kW with the 50kWh battery - or at up to 115kW with the 54kWh battery. But charging times are much the same either way. The e-C4 is fitted with a 7.4kW on-board charger, which can rapid charge to 80% in around half an hour using a 100kW public fast charger. At home, the car will charge from empty in around 7.5 hours using a 7kW garage wallbox. That could fall to just 5 hours if you have a 3-phase home electricity supply and have the car fitted with an optional 11kW on-board charger. As usual with an electric car, to take advantage of lower cost off-peak electricity tariffs, you can manage charging times by using the touchscreen tablet in the passenger compartment or by using the provided 'MyCitroen' app. The charging port features a coloured indicator so the user can monitor the charging process - which can also be followed on the 'MyCitroen' app. Whatever your choice of C4, you'll properly want to keep garage costs in check by opting for the affordable 3 year servicing plan that is available at point of purchase. Finally, there's the usual Citroen three year / 60,000 mile warranty. And the e-C4 has its own battery warranty - 8 years or 100,000 miles for 70% of charge capacity.

Summary

As before, this third generation C4 nods to the two currently trending themes of crossover style and electrified power. Yet now delivers them within a family hatchback package that traditional buyers in this segment can be more comfortable with - quite literally, thanks to the Advanced Comfort suspension set-up and the improvements made to the Advanced Comfort front seats. The French maker thinks this sector is 'right for changes' and this car delivers them without getting carried away with innovation. We can't help thinking that right here, right now, the Hybrid version might make more sense than the full-EV variant. Whatever your choice though, ultimately what really matters is that what we have here is a proper Citroen - with all that means. Thank goodness for that.