Citroën C4 2
Weaknesses, engine ratings and buying advice
The Citroën C4 II (2010–2018) had big shoes to fill — the predecessor had sold well despite its quirks. The second generation went with a rounder design, more comfort, and the new PSA engines. The BSI problem from the C4 I was partially defused, but new issues emerged.
Engine choice: The EP6-VTi (1.6L, 88 kW) is the best-selling petrol — naturally aspirated, no turbo, timing chain instead of a belt. The chain can also stretch on the VTi, but the risk is significantly lower than on the THP. Still: from 100,000 km listen for chain noise on cold start. The EP6-THP (1.6L Turbo, 115 kW) is also fitted in the C4 II — with the identical problems as in the C4 I: timing chain stretch, oil consumption, turbo failures. Avoid.
The diesel lineup: DV6-109 (1.6L HDi, 82 kW), DV6-BlueHDi120 (1.6L, 88 kW) and DW10-136 (2.0L HDi, 103 kW). The DV6-BlueHDi120 is the more modern variant with SCR catalyst and AdBlue — cleaner, but prone to AdBlue crystallisation and urea doser failures (400–800 €). The DW10-136 remains the solid high-mileage diesel.
Vehicle weaknesses: Brake discs — Citroën has not managed to get the brake issue under control generation after generation. MOT failure rate for brakes remains above average. Battery discharge still occurs, though less frequently than on the C4 I. Rust on exhaust and underbody, especially on winter-driven vehicles. Axle joints and wishbones wear — MOT statistics confirm increased suspension wear. Headlight errors at MOT. Oil leaks and emissions test problems at higher mileages. Driveshaft boot tears lead to grease leakage — if caught early, cheap to repair (100–250 €), consequential joint damage is significantly more expensive.
Test-drive checklist: Check electrical functions thoroughly — BSI issue is better than on the C4 I but not eliminated. Cold-start: listen for chain noise on EP6 variants. Test brakes hard: vibration, noise. Suspension over bumps: thumping = wishbones or drop links. Look underneath: driveshaft boots intact? Oil traces? Diesel models: monitor AdBlue warning light.
Purchase advice: 2026 prices: 3,000–8,000 €. Insider pick: DV6-BlueHDi120 1.6 with manual gearbox for high-mileage drivers or EP6-VTi 1.6 for short trips — each with service history. The EP6-THP only with documented timing chain replacement. Automatic variants (EAT6) are generally better calibrated in the C4 II than in the predecessor, but the manual remains the safer choice. The C4 II is a solid compact without a unique selling point — those who want comfort and keep an eye on the brakes will do well with it.
156 PS
C4 · Benzin
Sporty compact
Fun to Drive!140–211 PS
1.6L THP Benzin
7 weaknesses
Stay Away!Generations
Engine Overview
The Citroën C4 2 is available with 5 engine variants — from 90 to 211 hp.
Stronger BlueHDi variant of the 1.6-litre diesel (88 kW) with SCR catalytic converter and AdBlue. Punchy and economical, often paired with the EAT6 automatic. Shares the typical DV6 weak points: turbocharger oil feed line, injector seals and EGR coking. The AdBlue system (NOx sensor, pump, dosing valve) is an additional failure source compared to the predecessor. Timing belt replacement per manufacturer schedule is essential.
- !! AdBlue tank sender faulty — start lockout from 80,000 km
Identical issue to the BlueHDi 100: the integrated level sensor in the urea tank fails and cannot be replaced individually. Without goodwill or warranty, tank replacement costs up to €1,200. Cold winters accelerate crystallisation problems.
Symptoms: Warning message 'Check AdBlue', countdown on instrument cluster, start lockout after several cycles - !! Turbocharger actuator faulty — boost pressure loss from 130,000 km
The electric turbo actuator on the BlueHDi 120 can fail and lock the turbocharger in one position. This results in permanent boost loss or excessive boost pressure. Repair often requires replacing the complete turbocharger.
Symptoms: Limp mode, weak acceleration, boost pressure faults P0234/P0299, turbo whistling noise - !! EGR system: valve and cooler contaminated from 90,000 km
On the BlueHDi-120, soot builds up intensively in the EGR valve and cooler. Technical reports list EGR damage among the five most common workshop jobs on this engine, alongside injector, FAP and turbo problems. Cleaning every 60,000 km prevents consequential damage.
Symptoms: Engine warning light, limp mode, increased consumption, hesitation at part load
+ 3 more engine weaknesses + vehicle weaknesses
Strongest variant of the 1.6 HDi (80 kW) with VGT turbocharger and more elaborate exhaust aftertreatment than the lower-output versions. The oil feed line to the turbocharger clogs with soot particles in the oil — regular oil changes every 15,000 km are mandatory. Injector seals and the EGR valve are further typical wear items. DPF is problematic on short trips. On long-distance duty, a punchy and economical everyday diesel.
- !! VNT turbocharger: vanes seized — most common failure from 120,000 km
On the 109 hp DV6, seized variable VNT vanes clogged by oil sludge is the single most documented failure. PSA has issued a technical service bulletin. Without oil changes every 10,000 km, the damage typically occurs before 150,000 km.
Symptoms: Sudden limp mode, loss of boost, whistling turbo noise, black smoke, faults P0234/P0299 - !! Injectors seized — cylinder head damage possible from 140,000 km
DV6-109 injectors seize in their bores with neglected servicing. Removal requires specialist tools and can take over 10 hours. In extreme cases the threaded bolt shears and the cylinder head must be replaced.
Symptoms: Smoky cold-start smell, misfires, black soot deposit at injector, knocking noise - !! EGR cooler leaking — coolant ingress from 120,000 km
The DV6-109 EGR cooler can become porous from thermal shock and let coolant into the intake tract. This leads to white smoke, coolant loss and in the worst case a hydraulic lock in the cylinder.
Symptoms: White smoke, sweet smell from exhaust, dropping coolant level, coolant smell in cabin
+ 3 more engine weaknesses + vehicle weaknesses
Punchy variant of the 2.0 HDi (100 kW) with VGT turbocharger and high torque. Good pull and sufficient power even for heavier vehicles. Timing belt replacement with water pump every 240,000 km or 10 years is mandatory. Injectors, turbocharger and EGR valve are the known wear items. DPF is problematic on short trips. Overall a proven long-distance diesel with high potential.
- !! Timing belt — interference engine, high risk of engine damage from 100,000 km
Interference engine: timing belt snap causes valve-to-piston contact. Early failures documented from 60,000 km. Repair after snap: €2,000–6,000. Always check for proof of belt kit replacement at purchase.
Symptoms: Sudden engine stall without warning, no restart, metallic noise. - !! Common rail injectors — leakage and wear from 120,000 km
Injectors develop internal leaks from worn sealing elements. Bosch system: excessive fuel return flow reduces rail pressure. Low-quality fuel accelerates wear. Replacement should be done as a set.
Symptoms: Starting difficulties, rough idle, engine warning light, increased fuel consumption. - !! Dual-mass flywheel — premature wear from 80,000 km from 90,000 km
The DMF on the DW10BTED4 frequently wears from 80,000–100,000 km. Excessive play can damage the clutch disc and cause secondary costs. Replacement only makes sense together with a clutch kit.
Symptoms: Vibrations when pulling away, hammering noise at idle, gear change problems.
+ 3 more engine weaknesses + vehicle weaknesses
The EP6DT/EP6CDT (Prince THP) is the most problematic engine from the PSA-BMW cooperation. Timing chain wear, high oil consumption, and VVT solenoid failures occurred on a large scale; camshaft sprocket slipping was only resolved from 2012 with harder gears. Short oil change intervals (max. 10,000 km) and quality 5W-30 engine oils are mandatory.
- !! Timing chain stretch and camshaft sprocket slippage from 80,000 km
The THP engine suffered severely from timing chain stretch caused by the weak single-row tensioner, combined with camshaft sprockets slipping on the shaft. This leads to uncontrolled valve timing loss and can cause piston-to-valve contact. PSA improved the sprockets from model year 2012 onwards.
Symptoms: Rattle on start-up, power loss, rough idle, check engine light P0011/P0012, in the worst case engine damage without warning - !! Extreme oil consumption from piston ring and valve stem seal wear from 80,000 km
THP engines frequently consume 1–3 litres of oil per 1,000 km from around 80,000 km, in extreme cases up to 4 l/1,000 km. Causes are worn exhaust valve stem seals and piston rings worn from soot deposits.
Symptoms: Very frequent oil top-ups, blue or white smoke from exhaust, black deposits on spark plugs, oil smell in engine bay - !! Turbocharger failure due to oil supply problems from 100,000 km
The THP turbocharger suffers from insufficient oil supply, especially when the oil level drops too low or the oil degrades from excessively long change intervals. Oil coke from the crankcase also blocks the oil feed line to the turbo.
Symptoms: Whistling or rattling turbo noise, blue smoke under full load, power drop, measurable boost pressure loss
+ 4 more engine weaknesses + vehicle weaknesses
The EP6 VTi (N12/EP6C) is the naturally aspirated variant of the Prince engine without direct injection, making it less susceptible to intake valve carbon build-up than the THP. The early production chain tensioner issue is known; PSA improved the tensioner from 2012. Regular oil changes every 10,000 km are mandatory.
- !! Timing chain rattle due to tensioner wear from 80,000 km
Early EP6 VTi engines (pre-2012) suffer from a weak hydraulic chain tensioner that rattles on cold starts. The single-row timing chain stretches when tensioner pressure drops, causing valve timing to shift. PSA documented oil leaks from the chain tensioner between April 2010 and April 2011.
Symptoms: Rattling or chattering from the timing chain area for several seconds after cold start, occasionally also at operating temperature when oil level is low - !! Chain tensioner failure — timing chain rattles from 100,000 km
The hydraulic chain tensioner on the EP6 VTi is a known weakness at PSA and BMW. The tensioner loses oil pressure when stationary, causing the chain to rattle on cold start and risk jumping a tooth.
Symptoms: Loud rattling on cold start that disappears after a few seconds, engine check light, camshaft position sensor fault code - !! Torn oil separator diaphragm in valve cover from 70,000 km
The oil separator (PCV diaphragm) in the EP6 valve cover tears and routes unfiltered oil into the intake tract. This leads to elevated oil consumption, coking of the intake valves and visible oil in the intake hose.
Symptoms: Elevated oil consumption without visible external leak, oil in intake hose, blue smoke after cold start, power loss from contaminated intake valves
+ 3 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Brake discs wear prematurely The C4 II also shows above-average brake disc wear. Right up to the end of production, the MOT flagged rusting exhausts, oil loss and rapidly wearing brake discs. Symptoms: Brake pedal pulsating, grinding or squealing when braking, visible scoring on discs, increased stopping distance from 60,000 km | Low |
Alternatives
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Known Problems and Issues +
A total of 38 weaknesses have been documented for the Citroën C4 2 (2010–2018) — 31 engine-related and 7 vehicle-related. 5 problem engines: EP6-VTi (1.6L VTi), EP6-THP (1.6L THP), DV6-109 (1.6L HDi 109), DV6-BlueHDi120 (1.6L BlueHDi 120), DW10-136 (2.0L HDi 136). Typical issues affect Brakes, Electronics, Rust, Suspension.
C4 (DV6-109, 2010–2018) — Stay Away!: VNT turbocharger: vanes seized — most common failure, Injectors seized — cylinder head damage possible, EGR cooler leaking — coolant ingress. Power: 109–116 PS.
C4 (DW10-136, 2010–2018) — Stay Away!: Timing belt — interference engine, high risk of engine damage, Common rail injectors — leakage and wear, Dual-mass flywheel — premature wear from 80,000 km. Power: 140 PS.
C4 (DV6-BlueHDi120, 2014–2018) — Stay Away!: AdBlue tank sender faulty — start lockout, Turbocharger actuator faulty — boost pressure loss, EGR system: valve and cooler contaminated. Power: 114–120 PS.
C4 (EP6-THP, 2008–2012) — Stay Away!: Timing chain stretch and camshaft sprocket slippage, Extreme oil consumption from piston ring and valve stem seal wear, Turbocharger failure due to oil supply problems. Power: 140 PS.
C4 (EP6-VTi, 2010–2018) — Stay Away!: Timing chain rattle due to tensioner wear, Chain tensioner failure — timing chain rattles, Torn oil separator diaphragm in valve cover. Power: 120 PS.
C4 (EP6-THP, 2010–2018) — Stay Away!: Timing chain stretch and camshaft sprocket slippage, Extreme oil consumption from piston ring and valve stem seal wear, Turbocharger failure due to oil supply problems. Power: 150–156 PS.
What to watch out for with the Citroën C4? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
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Last updated: February 2026 · All information without guarantee