Citroen C4 Hatchback test drive since 2010 hatchback
Triune. Test Citroen C4 AIRSROSS
The French Citroen C4 Airass crossover is far from French, it owes its appearance to the country of the rising sun and badge Engineering. C4 AIRCROSS, in fact, is the same as the twins of the Mitsubishi ASX with the Peugeot 4008. The main question with which I went to the Citron test in Lyon, how does it differ from my twin brothers?
Citroen C4 AirSross for the models of the C4 family and indeed the PF2 platform, designed by PSA Peugeot Citroen, has nothing to do. This is almost completely Japanese development
A three -faced crossover is produced in Japan, and it was developed by the forces of Mitsubishi engineers with a small bit of the participation of French designers of the PSA Peugeot Citroen concern. The machines are significantly different in the design of the front and back parts, but the clones of the clones of the platform from Mitsubishi Outlander XL (aka Peugeot 4007 and C-Crosser). The base is the same 2670 mm, the power structure is completely redesigned. The length from 4646 to 4340 mm is reduced mainly due to a shortened stern. Aircross, due to a more squatwal and a 20 mm of road clearance, was 45 mm lower (1625 mm versus 1670 mm) of its full-size donor. The drive is either front or full, automatically connected one to one, as on the same senior Outlander XL and C-Crosser. Gearboxes are five -speed mechanics or variator.
So what is it better to choose ASX, 4008 or C4 AIRSROSS? Let's try to compare the sensations. Various roads of the surroundings of Lyon make it clear that on the asphalt C4 Aircons, like his brothers, a middle peasant. Without complaints about good handling and stunning dynamics. He does exactly what an ordinary car should do, slowly accelerates, rides, shaking the riders, turns, not particularly confronts the rolls, slows down ... What else is needed? The steering is not from a number of precision. The lack of adequate feedback, the cause of which the background force created by an electric power, makes the stormy storms with thoroughbature forms of the barracks when passing the arc. Damn a familiar feeling!
The whole trinity received soft plastic on the front panel and front doors. The rear doors remained oak. Differences in the little things.
Diseases due to ergonomics for all the same disadvantage of adjusting the steering column by departure, an uncomfortable lever of a mechanical box and too tuning the area for the rest of the left leg.
5.1-channel audio system Rockford Fosgate with a subwoofer in the trunk of the next legacy of Mitsubishi. It sounds so -so, but it is decent. The system is offered as an option for 33,000 rubles in the highest executive execution
Otherwise, all crossovers are also painfully similar. If you have an average height, you are lucky! It will be convenient to sit behind the wheel. But the tall driver, the layman forces the layout to sit vertically. But this is only if you regulate the landing according to all the canons that involve active management. Lean back and partially transfer weight of the body from the fifth point to the back of the chair does not give a narrow range of adjustment of the steering column by departure. To pull the steering wheel yet, but there is no pity. The fact that is good with extreme steering turns into increased fatigue of the lower back on the long road. But the rear passengers of such a captain’s landing of the driver will only be happy, for their legs an additional space is automatically played out, for example, with a height of 190 centimeters he sat down with himself without any problems.
Large static aluminum transmission controls straight with Mitsubishi Outlander XL. The variator sluggishly changes fixed ranges, but it is convenient to control it.
Non -clock access, Start/Stop button, assistant when touched the mountains. The Russified navigation system in their company will appear later.
Devices are an example to follow, they are one to one, as on clones. They are read perfectly in any light. Between the scales, a pretty color display of the on -board computer
Another ergonomic mistake is associated with the lever of the mechanical gearbox. It is inconvenient to operate with a ring that unlocks the rear gear. But the most failure in the layout of the driver's place (applies to all three crossovers) is a pedal node. The platform for the rest of the left leg is too unit, and its lower part is excessively close to the driver. This is inconvenient in the fact that the point of support for the left leg, wielding clutch, always needs to be changed. In addition, the distance between the edge of the site and the brake pedal is not enough. Working as a clutch pedal, I constantly catch the sneaker with the edge of either one or another.
This feature is less relevant for versions with automatic transmission, but if you look closely at the mechanics, do not be too lazy to go through the test drive first. And it is better if the trip is long. At the same time, see if you are comfortable. The trunk, by the way, here is very small under the shelf of only 384 liters. If you fold the rear seats, the volume will increase to 1215 liters. For example, Nissan Qashqai has a 410/1513 liter cargo compartment, Volkswagen Tiguan 470/1510.
The heating keys in the blind zone on the sidewalls of the chairs next to the locks of seat belts.
Boxes, cup holders, pockets. In the front there are even a formulation for bottles
Are I comfortable? I'm ok. But on our dimple roads and primers to many will be harsh (short-flowing suspension is tangibly clamped) and loudly. Accounting! Sh-sh-sh-sh-sh! Ts-PC! Noise insulation, as they say, on a trie. The suspension on bumps hollows on the body, the tires are well audible, and pebbles with sand on arches clearly knock on speeds for 90 soloist becomes a racing flow of air.
Diesel (they do not plan to supply it to the Russian market yet) during the acceleration how it howls so that it is no longer possible to talk in an undertone, and a two -liter gasoline variator version is far from quiet. We all know how the power unit with a variator works with intense acceleration, the engine quickly goes to maximum speed, continues to hang on them and press on the ears, while the variator, due to the smooth reduction of the gear ratio, monotonously accelerates the car. This mournful howl can continue until you release the gas or reach the maximum speed. Nothing to do anything, such an algorithm for this type of transmission is most effective with intense acceleration. Well, you have to put up.
The towing eye (with stuck grass) at the same time with a longitudinal power element that protects the power unit. If you sit tightly on the belly, getting to the eye is not so simple. The back ear for tradition is entered into the power element of the bumper
Even for easy off -road C4 Aircons is not suitable. Short overhangs and a considerable road clearance in 195 mm is good. But the equipment makes it suitable, perhaps, only for confident forcing the snowy or not too modest soil sections of roads to protect the power unit and the main transmission, and the suspension moves are very short. Aircons (as well as his brothers) is just a hatchback with an enlarged clearance and not the best transmission.
The rear wheels here are connected by an electronic -controlled multi -disc friction clutch. The washer on the central tunnel next to the box lever allows you to select three modes: 2WD, 4WD and Lock. But there are questions. Why is the transmission, which is already a front -wheel drive by default, do you need a 2WD mode? So that at the right time, when the front wheels are stained and the help will require, the rear simply did not connect?
A steep rise, slippery grass, wet, but slightly wetted clay mixed with gravel. The front -wheel drive, clear, grazes here. I turn on 4wd. Oh, touch, crawled! Excellent. The rear axle is connected automatically with a small delay, after the electronics fixes the slipping of the front wheels. The anti -wings system cries at times.
Everything goes well, but only until the wheels on a short-flowing suspension were not in the diagonal in a short time. The work of the coupling and an anti -boom system is, it seems to be coordinated, freezing rollers are grabbed by brake mechanisms at the command of electronics. But the sales of electronics settings is that the coupling blooms almost immediately after blocking. As if in the hope that the slippery area has already been overcome. Of course, even such an unstable help from the rear wheels in the presence of speed and inertia, a good deed. And if there are no these speeds and inertia?
Big mirrors good. Especially with a limited review through a small embrasure of the rear window
Stopping on this bend, I could no longer move forward. You can overcome it immediately, but I need to stop the transport traveling on asphalt! Excess crossing was as follows. I click on the gas to the stop, the front right wheel is scrolling, the coupling connects the rear wheels, the electronics in unison selectively slows down the barely hung front right and rear left wheels. The car due to the wheels that have good contact with the soil, it moves 10 centimeters forward, then the rear axle turns off, and the crossover with a boxing front line slides back under its own weight. Realizing that, the front wheels in the slip, electronics, closing the coupling and using the anti -wings system, repeats everything. C4 Aircons, advanced a dozen centimeters forward, freezes again and rolls back. And so to infinity until the friction fruits will burn ...
It's time to test Lock. Turning it on, I find out that it is dishonest. It is impossible to block the friction clutch at the time you need. In Lock, it also works under the control of electronics, which gives a command to connect on the fact of slipping the front wheels, the coupling is just more sharply turned on and the time of its blocking is slightly longer. Somewhere, such an algorithm will be useful and will help to overcome the obstacle. But not in my case. I was able to overpower that very outrage, only overclocking well. In general, the verdict for the crossover is unambiguous, its elements is even asphalt, shallow snow, gravel roads and moderate dirt.
In our market, the assortment of engines, transmissions and combinations of additional equipment Mitsubishi ASX, Peugeot 4008 and Citroen C4 Aircross significantly vary significantly. ASX can boast of three gasoline engines: 1.6 l (117 hp, 154 nm), 1.8 l (140 hp, 177 nm) and 2.0 l (150 hp, 197 nm), in 4008th. Of these, there is only one powerful two-liter 150-horsepower unit. C4 Aircons received two gasoline engines 1.6 and 2.0. But what about diesel engines? Alas and ah, they are the prerogative of European buyers, we are not going to sell them yet. And it’s a pity to very painful and economical units. Citroen and Mitsubishi are supplied to us both with the front and all -wheel drive transmission. Peugeot is only all -wheel drive. Directly compare the cost of cars, you can only take a couple of performance. We decided to limit ourselves to all -wheel drive versions equipped with an electric packet, air conditioning, ESP and other benefits.
So, the initial price of an all -wheel drive Peugeot with a two -liter engine and a variator of 1,039,000 rubles. The cheapest Mitsubishi with a drive for all wheels, a 2.0 engine and a variator is a little more than 1,059,000 rubles (although, for all ASX dealers in May give good discounts from 40,000 to 80,000 rubles). But Citroen with a similar power unit and all -wheel drive transmission puts everyone on the shoulder blades 1,129,000! What? Why? How did this happen? C4 Aircons has seven airbags (including a knee for the driver). The rivals have two, the rest are available as options or in the following fixed trim levels. If you get them, you will get parity. But among cheap performance, the situation is different. For example, the simplest front-wheel drive version of the C4 Aircons with mechanics and a 117-horsepower engine 1.6 begins at 799 thousand rubles. The easiest Mitsubishi ASX, equipped with the same power unit, can be purchased for 749 thousand rubles (taking into account discounts now, such a car costs 699 thousand rubles), and there will be no fog headlights and MP3-resort.
If you look closely at this trinity, choose the option that likes more. Structurally, they are identical to the screw and the last stitch. Settings and habits are similar. But when you watch the configurations, you need to consider that the range of power units, executions and prices, wider in Mitsubishi. And what about rivals? They will pick up a dozen for sure. Among them: Nissan Juke (from 649000 rubles), Suzuki SX4 (619000 rubles), Ssangyong Actyon (from 745,000 rubles), Skoda Yeti (from 739000 rubles), Nissan Qashqai (from 780000 rub.), Volkswagen Tiguan From 899000 rubles), Subaru XV (from 974200 rubles), Seat altea freetrack (from 1067,000 rubles), so there is, what to choose from.
Vitaly Kabyshev
Photo: Vitaly Kabyshev and Citroen
Source: Auto.mail.ru
