Citroën C4 Picasso 2
Weaknesses, engine ratings and buying advice
The Citroën C4 Picasso II (2013–2022, marketed as C4 SpaceTourer from 2018) was the modernised successor on the EMP2 platform — lighter, stiffer, and with a quantum leap in infotainment (large touchscreen). As a 5- and 7-seater (Grand), it was one of the best-selling compact MPVs in Europe until the SUV segment cannibalised the van class.
Engine choice: The EB2-DTS (1.2L PureTech 130, 96 kW) is the most popular petrol — and brings the wet-belt problem. Timing belt in an oil bath, preventive replacement 700–800 €, engine damage 5,000–8,000 €. Interval: 80,000 km / 5 years (workshop recommendation). The engine suits the Picasso power-wise, but the wet-belt risk remains the elephant in the room.
Diesel: DV6-BlueHDi120 (1.6L, 88 kW) is the best-selling variant — AdBlue system, timing chain, solid. DW10-136 (2.0L HDi, 103 kW) as the manual version and the DW10-150 (2.0L BlueHDi, 110 kW) as the top variant with automatic. The DW10-150 with the Aisin EAT6 torque-converter automatic is the best long-distance combination in the Picasso II — ample torque, refined running, the automatic works significantly better here than the robotised EGS6 of the predecessor.
Vehicle weaknesses: Brake discs wear faster than average again — a persistent MOT issue on the Picasso II as well. Battery discharge during standstill. Steering and axle joints show increased wear at MOT. The EAT6 automatic can occasionally jerk — software update usually helps. There was a urea pump recall (AdBlue system, BlueHDi models) and one for the bonnet adhesive (bonnet can detach while driving) — both safety-relevant, must be verified as completed. Lighting at MOT remains an issue.
Test-drive checklist: PureTech 130: check oil level and oil filler cap for particles (wet belt). Service book: oil change intervals — gaps on PureTech = disqualifier. Test brakes hard. Suspension over bumps — thumping? Check steering for play. EAT6 automatic: pull-away and manoeuvring — jerking? Check AdBlue level and warning light (BlueHDi). Bonnet: sits firmly, no play? Recalls completed?
Purchase advice: 2026 prices: 2013–2015 from 6,000–10,000 €, SpaceTourer 2018+ from 10,000–16,000 €, Grand (7-seater) 1,000–2,000 € premium. Insider pick: DW10-150 2.0 BlueHDi with EAT6 automatic — the refined long-distance combination without wet-belt worries. Alternatively, DV6-BlueHDi120 with manual gearbox for more economical use. PureTech 130 only with unbroken wet-belt replacement documentation. The Picasso II is the best compact MPV of its generation — enormous space, excellent comfort, and with the right diesel, surprisingly affordable to run.
150 PS
C4 Picasso · Diesel
Strong family van
Decent130–135 PS
1.2L PureTech 130 Benzin
6 weaknesses
Stay Away!Generations
Engine Overview
The Citroën C4 Picasso 2 is available with 4 engine variants — from 114 to 150 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
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
Stronger 150 hp variant (110 kW) of the 2.0 HDi or BlueHDi. Punchy and strong on torque, ideal for heavier vehicles and long-distance driving. From 2014 onwards available as BlueHDi with SCR catalytic converter and AdBlue. Timing belt replacement with water pump should be planned every 160,000 km. Injectors and turbocharger are the main wear items. AdBlue system is an additional failure source on BlueHDi versions.
- !! Timing belt — interference engine from 100,000 km
Interference engine: timing belt snap leads to piston-to-valve collision. Manufacturer recommends 80,000–120,000 km or 5 years. Used C5 II vehicles frequently lack complete service records. Having the kit on hand saves time at the workshop.
Symptoms: Sudden engine stall, no restart, metallic rumbling. - !! DPF/FAP — clogging from short-trip use from 120,000 km
PSA FAP system with Eolys additive: the particulate filter only regenerates at sufficient temperature (motorway driving). Short-trip use prevents complete regeneration and the filter clogs. Failed regeneration attempts increase oil dilution.
Symptoms: FAP warning light, power reduction, increased fuel consumption, limp mode. - !! Turbocharger — bearing damage from carbon from 130,000 km
The VNT turbo suffers from carbon build-up from the EGR system. Vanes lock up, bearings wear from insufficient oil supply with extended change intervals. Repair costs €500–1,500.
Symptoms: Whistling noise under acceleration, power loss, blue exhaust, oil in the intake hose.
+ 3 more engine weaknesses + vehicle weaknesses
PureTech 130 Turbo (96 kW) — same engine as the EB2-DT with more boost pressure. Shares the wet-belt issue of production years before 2019 entirely. Crankshaft end-float from worn thrust washers is the second major weak point — once exceeding 0.5 mm, engine failure is imminent. Oil consumption from piston ring coking should be monitored from 60,000 km onwards. From 2022, significantly more reliable with a timing chain.
- !! Wet belt deterioration in oil bath from 65,000 km
Oil-bath timing belt delaminates due to fuel dilution of the oil; stop-start operation of the mild hybrid system adds additional belt stress. Newer Gen 3 engines from 2022 feature a revised design.
Symptoms: Oil pressure warning light, engine noises, power drop, potential engine damage - !! Elevated oil consumption — piston rings from 75,000 km
Oil scraper rings coke up from short-trip use with direct injection; engine can consume up to 3 l/1,000 km. Stellantis offers extended goodwill up to 175,000 km for build years before 2022.
Symptoms: Elevated oil consumption, blue smoke on throttle, frequent oil checks needed - !! Turbo bearing damage from diluted oil from 85,000 km
Higher boost levels increase thermal stress; fuel-diluted engine oil reduces lubricity and damages the turbo journal bearings. Warning signs are often not detectable in advance.
Symptoms: Whistling or rattling turbo noise, bluish exhaust smoke, power drop
+ 3 more engine weaknesses + vehicle weaknesses
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Brake discs wear prematurely The C4 Picasso II shows above-average brake disc wear at the first and second MOT. MOT reports record above-average defect rates for brake discs despite fewer functional problems. Symptoms: Brake pedal pulsating, squealing when braking, visible scoring on discs, increased stopping distance after rain from 60,000 km | Low |
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Known Problems and Issues +
A total of 31 weaknesses have been documented for the Citroën C4 Picasso 2 (2013–2022) — 24 engine-related and 7 vehicle-related. 4 problem engines: EB2-DTS (1.2L PureTech 130), DV6-BlueHDi120 (1.6L BlueHDi 120), DW10-136 (2.0L HDi 136), DW10-150 (2.0L HDi/BlueHDi 150). Typical issues affect Brakes, Electronics, Suspension, Gearbox.
C4 Picasso (DV6-BlueHDi120, 2013–2022) — Stay Away!: AdBlue tank sender faulty — start lockout, Turbocharger actuator faulty — boost pressure loss, EGR system: valve and cooler contaminated. Power: 116–120 PS.
C4 Picasso (DW10-136, 2013–2022) — 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: 136 PS.
C4 Picasso (DW10-150, 2013–2022) — Stay Away!: Timing belt — interference engine, DPF/FAP — clogging from short-trip use, Turbocharger — bearing damage from carbon. Power: 150 PS.
C4 Picasso (EB2-DTS, 2016–2022) — Stay Away!: Wet belt deterioration in oil bath, Elevated oil consumption — piston rings, Turbo bearing damage from diluted oil. Power: 131 PS.
What to watch out for with the Citroën C4 Picasso? 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