• Citroen C4 Picasso

The Citroën C4 SpaceTourer (formerly the Citroën C4 Picasso) is a compact multi-purpose vehicle (MPV), available as a five-seater and a seven-seater version, called the Grand C4 SpaceTourer (formerly the Grand C4 Picasso),^[1] produced by French manufacturer Citroën. The seven seat Grand C4 Picasso made its debut first, at the Paris Motor Show in September 2006, with the five seat version following in January 2007.

The C4 Picasso and Grand C4 Picasso were designed by Donato Coco for the French manufacturer Citroën and share the same platform and engines with the Citroën C4 and the Peugeot 307.

Mar 27, 2018 - Citroen C4 Picasso Front Seat Removal. Sales and production figures [ ] Year Worldwide Production Worldwide Sales Notes 807 C8 807 C8. Re: how to remove xsara picasso front seats. Your seat is usually bolted to the floor of the vehicle. If you remove the bolts and unplug any electrical connectors you should be able to remove the seat. You will need to fabricate brackets that attach to the vehicle as the original seats did and then the brackets will need to attach to your new seat. Removing Front Seats - posted in Technical Section For MK1 & MK2: How do you get the front seats out? In an effort to avoid the Picasso speciality of iced up/steamed up windscreen I.

Both the C4 Picasso and Grand C4 Picasso are produced at the PSA Vigo Plant in Spain.^[2]

• 1First generation (2006–2013)
• 2Second generation (2013–present)

First generation (2006–2013)[edit]

The first generation Grand C4 Picasso, a seven seater, was launched in November 2006^[3] and produced until March 2013, when the second generation took over. The vehicle shares the same platform and range of engines as the Citroën C4 and Peugeot 307.^[4] The car was officially revealed in the Paris Motor Show on 30 September 2006.

The five seater C4 Picasso was officially unveiled early in January 2007,^[5] launched in February,^[3] and was displayed at the Geneva Motor Show in March.

Both vehicles featured a large panoramic windscreen and thin door pillars, to enhance the driver's field of vision, eliminate blind spots, and increase the amount of light inside the front cabin. In addition to the front sun visors, both vehicles have two blinds attached to further reduce glare and unwelcome lights for the driver and front passenger.

The Grand C4 Picasso was slightly larger than its nearest seven seat MPV competitors, like the Mazda5 and Opel/Vauxhall Zafira Tourer, and smaller than earlier large MPVs such as the Citroën Evasion and Opel Sintra.

The vehicle has five hundred litres of boot capacity^[4] and 1,951 litres with all rear seats down.^[6]

Rear parking sensors were available only on the Exclusive trim.^[7]

A pneumatic rear suspension is available as an option, which make the ride smoother and can lower the sill. In some markets, this option is only available on higher trim levels.

Safety[edit]

The first generation C4 Picasso to be tested by the European New Car Assessment Programme (Euro NCAP) was a LHD model from 2006. It received an overall five star rating due to the design and range of default safety features, including: front airbags for the driver and passenger, a driver's knee airbag, side body airbags, and side head airbags.

The vehicle was penalised in the crash tests for the risk of leg injuries caused by the dashboard, and for chest injuries to the driver in a side impact. Siemens 3un21 manual. In the front impact test the child restraint in the back seat tipped forward, striking the dummy infant's head on the driver's seat, and lost all head protection points for the dummy.^[8]

Reliability[edit]

Scoring 111 points on the United Kingdom Reliability Index, the C4 Picasso is considered unreliable when compared to the average vehicle score of 100, while a very reliable vehicle scores 60 or below.

The average age and repair cost of the tested C4 Picassos was 40 months and £325. 58.62% of the repair costs were attributed to the axles and suspension, while air conditioning and transmission repairs were rare and featured at the bottom of the list at 0% each.^[10]

Between October 2010 to September 2011, the MOT test pass rate for the C4 Picasso was 71.2%, compared to the 56.8% average for all Citroën vehicles. Service intervals are every 12,500–20,000 miles (depending on engine) or 2 years, whichever happens first.^[11]

Second generation (2013–present)[edit]

The second generation C4 Picasso was unveiled in March 2013, as the Citroën Technospace concept at the Geneva Motor Show.^[12][13]

The new C4 Picasso is built on the PSA EMP2 platform, which it shares with other PSA vehicles, including the Peugeot 308, successor to the Peugeot 307. Since the EMP2 platform is considerably lighter than the First generation's PF2, the C4 Picasso boasts a lower weight than the smaller Citroën C3 Picasso MPV.^[14]

The second generation of the C4 Picasso has a 537-litre boot capacity, increasing to 630 litres with the three rear seats downright. The passenger front seat also folds flat, enabling the vehicle to transport objects up to 2.5 metres in length.^[15]

In early 2018, the car was renamed from C4 Picasso to C4 SpaceTourer.

Equipment[edit]

Depending on country, the available features and equipment vary accordingly, Daytime Running Lamps (DRLs) above the headlamps are standard in all EU markets. The vehicle also boasts a wide array of features including: Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Emergency Braking Assistance (EBA), Intelligent Traction Control (ITC), and Electronic Stability Control (ESC). Further, the vehicle also has an upgraded lane departure warning system (LDWS) over the previous generation, utilising digital imaging and line recognition to vibrate the front seatbelts in Exclusive+ models and warn of a lane change at low speed.

This gives the possibility to wake or alert a sleeping or distracted driver. The C4 Picasso gained a back-up rear view camera, and an optional 360 degree panoramic vision system which consists of four wide angle cameras fitted in the front, the rear door, and the side mirrors to eliminate blind spots and aid parking. A parking assistance system is also optional on the Picasso, which with the help of mounted ultrasonic sensors can determine a suitable parking space for a semi-automatic parking experience.

This same bumper mounted radar system is utilised for the Active Cruise Control (ACC) feature on the Exclusive+. The radar is able to detect the distance and speed of vehicles and slow the vehicle or brake if necessary to avoid a collision.^[16]The dashboard user interface was also upgraded, now featuring a twelve inch panoramic color display which allows for the display of navigation, and other road assistance tools, with a degree of customization.

The car also received a touch sensitive 7' tablet to control the navigation system, carkit, multimedia system and other infotainment features. The audio system features an 8 speaker JBL system powered by a dedicated custom designed amplifier, unlike most other Citroën cars that feature a Denon audio system.^{[citation needed]}

Reviewers overall were impressed with the large five metre squared space inside the vehicle, surrounded by large windows and thin door pillars. RACCars.co.uk were critical of the ETG6 gearbox, echoing previous criticisms from other reviewers, but praised the new platform for absorbing road imperfections easily and improving the driving experience.^[14]

Safety[edit]

The second generation C4 Picasso has six airbags by default, with adjustable pressures; two airbags for the front, two lateral for the passengers, and two side curtain airbags to prevent head injuries.^[16]

Transmissions[edit]

Initially, the C4 Picasso models featured Citroën's new six speed automated manual gearbox, called 'Efficient Tronic Gearbox six speed' (ETG6). It allows the driver to switch, at any time, between manual and automatic modes.^[18] Some reviews have been critical of the ETG6 gearbox: Auto Trader's review called it 'jerky' and slow to react to a gear change,^[7] while CitroenOwnersClub.co.uk called it 'poor'.^[4]

In the end of 2015, with the introduction of the BlueHDi engine range, Citroën replaced the ETG6 transmission with an Aisin sourced six speed torque converter automatic transmission, known as EAT6.^[19]

The four speed automatic, six speed ETG and six-speed automatic transmissions have two shifting options chosen by a column mounted mode selector: either the paddle shifted manual mode or the fully automated/automatic mode with manual override with Formula One styled paddles. The ETG/automatic gearbox also brings with it an optional air conditioned storage compartment (fridge) including can holders, between the driver's and the front passenger's seat, where the manual transmission lever would usually be.

The two litre^[which?], 1.6 litre e HDi/BlueHDi, and post 2015 petrol engines feature a start-stop system based on the Valeo i-StARS reversible starter/alternator, and termed e-HDi for diesel models and e-VTi for petrol models. Two 'ultracapacitors' are charged during braking, and the energy stored in them is used to turn the i StARS when engine restart is required.

According to PSA, the system is able to restart the engine in as little as 400ms, and while the vehicle is still moving at between 8–20 km/h, which a conventional starter is unable to do. The i-StARS is rated for up to 600,000 restart cycles, and PSA claims up to 15% fuel savings. Modifications to prevent engine wear during the shut off phase and from constant restarts include an improved turbocharger lubrication system as well as reinforcements to the injection pump, crankshaft bearings, and dual-mass flywheel.^[20]

Engines[edit]

Sales and production figures[edit]

See also[edit]

References[edit]

1. ^'Citroën Grand C4 Picasso'. Citroën France. Retrieved 2 August 2013.
2. ^'C4 Picasso output increases at Vigo plant'. Just-Auto.com. Retrieved 26 September 2013.
3. ^ ^abc'PSA Annual Report 2012'(PDF). Car manufacturers. PSA. Retrieved 12 April 2013.^{[permanent dead link]}
4. ^ ^abc'Citroen Owners Club review'. CitroenOwnersClub.co.uk. Archived from the original on 14 March 2016. Retrieved 11 September 2013.
5. ^'Citroën.com'. Citroen.com. 2004-08-06. Archived from the original on May 26, 2011. Retrieved 2011-06-02.
6. ^'Citroen Owners Club review 2'. CitroenOwnersClub.co.uk. Archived from the original on 28 June 2016. Retrieved 12 September 2013.
7. ^ ^ab'AutoTrader 1st generation review'. AutoTrader.co.uk. Retrieved 11 September 2013.
8. ^ ^ab'Euro NCAP results for First generation (LHD)'. euroncap.com. 2006.
9. ^'Euro NCAP results for First generation retest (LHD)'(PDF). euroncap.com. 2009.
10. ^'UK reliability information'. citroenownersclub.co.uk. Retrieved 5 September 2013.
11. ^'UK service information'. citroenownersclub.co.uk. Retrieved 6 September 2013.
12. ^Smy, Damion (5 March 2013). 'Citroën Technospace concept unveiled at the Geneva Motor Show'. Autoexpress.co.uk. Retrieved 4 September 2013.
13. ^Tisshaw, Mark (7 February 2013). 'Geneva motor show: Citroen Technospace concept'. Autocar. Archived from the original on 30 March 2013. Retrieved 5 April 2013.
14. ^ ^ab'RAC Cars review the Second generation'. RACCars.co.uk. Retrieved 13 September 2013.
15. ^'Citroën C4 Picasso storage info'. Citroën. Retrieved 12 September 2013.
16. ^ ^ab'Second generation safety features'. Citroën. Retrieved 12 September 2013.
17. ^'Euro NCAP results for Second generation (LHD)'(PDF). euroncap.com. 2013.
18. ^Motton, David (28 June 2013). 'The Telegraph reviews the C4 Picasso'. Telegraph.co.uk. Retrieved 20 August 2013.
19. ^[1] Citroen C4 Picasso Range
20. ^http://media.groupe-psa.com/en/psa-peugeot-citroën/press-kit/e-hdi-press-kit^{[permanent dead link]}
21. ^'C4 Picasso engines −2013'. Parkers.co.uk. Parkers. Retrieved 22 August 2013.
22. ^'2.0i engine spec 2'. HelpFindMeA.co.uk. Archived from the original on 22 August 2013. Retrieved 22 August 2013.
23. ^'2.0i engine spec 1'. HelpFindMeA.co.uk. Archived from the original on 22 August 2013. Retrieved 22 August 2013.
24. ^'1.6 diesel engine spec 1'. HelpMeFindA.co.uk. Archived from the original on 22 August 2013. Retrieved 22 August 2013.
25. ^'2.0 diesel engine spec 2'. HelpMeFindA.co.uk. Archived from the original on 22 August 2013. Retrieved 22 August 2013.
26. ^'2.0 diesel engine spec'. Archived from the original on 22 August 2013. Retrieved 22 August 2013.
27. ^'CarPages 1.6 e-HDi spec'. CarPages.co.uk. Archived from the original on 30 August 2013. Retrieved 30 August 2013.
28. ^Mota, Francisco. '1.6 e-HDi Airdream engine spec'. Autocar.co.uk. Retrieved 28 August 2013.
29. ^'1.6 diesel engine spec 2'. Archived from the original on 22 August 2013. Retrieved 22 August 2013.
30. ^'2.0 diesel engine spec 3'. HelpMeFindA.co.uk. Archived from the original on 22 August 2013. Retrieved 22 August 2013.
31. ^'C4 Picasso engines 2013–'. Parkers.co.uk. Parkers. Retrieved 22 August 2013.
32. ^'1.8i engine spec'. HelpFindMeA.co.uk. Archived from the original on 22 August 2013. Retrieved 22 August 2013.
33. ^'Citroën Grand C4 Picasso engine specs'. Citroën. Archived from the original on 28 September 2013. Retrieved 29 August 2013.
34. ^'Citroën engine breakdown and specs'. Citroën. Retrieved 30 August 2013.
35. ^'Top Gear C4 Picasso range and specs'. TopGear.com. Archived from the original on 2 September 2013. Retrieved 2 September 2013.
36. ^ ^abcd'Engine specs from PSA Peugeot Citroën'(PDF). Creator and designer. PSA Peugeot Citroën. Retrieved 21 November 2012.
37. ^ ^abc'PSA Annual Report 2014'. PSA. Archived from the original on 24 September 2015. Retrieved 23 August 2015.
38. ^'Memento Mars 2013' (in French). PSA Peugeot Citroën. 21 February 2013: 50. Retrieved 31 July 2013.^{[permanent dead link]}
39. ^'PSA Annual Report 2015'. PSA. Retrieved 23 August 2015.

External links[edit]

Without a boring bone in its body, the Picasso's 'want-one' appeal overrides peoplemovers' usual 'need-one' excuse

Local Launch
Sydney (NSW)

What we liked
>> Seats seven in style
>> Commonsense practicalities spiced with Citroenesque individuality
>> A viable alternative to seven-seat soft-roaders

Not so much
>> Indulgently vast windscreen
>> Add optional glass roof for mobile tanning booth
>> Glaring price disparity between petrol and diesel versions

Overall rating: 4.0/5.0
Engine, drivetrain and chassis: 4.0/5.0
Packaging and practicality: 4.5/5.0
Safety: 4.5/5.0
Behind the wheel: 4.0/5.0
X-factor: 4.0/5.0

OVERVIEW
Subscribe to the view that life indeed isn’t meant to be easy, and you have an inkling of the peoplemover market’s career. After an initially boisterous boom in the 1980s, kicked off by Japan’s multi-seat converted commercial vans, peoplemovers developed as specific models in their own right, with improved accommodations and upgraded driving dynamics. But movers’ popularity subsided as the novelty wore off and they became tarred dismissively as models bought because they were needed, not necessarily wanted.

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As if that wasn’t tough enough, the whammy doubled under the sheer mass and popularity of those invasive urban guerrillas — the AWD softroaders.

However, the embattled peoplemovers didn’t roll over and surrender their niche. Instead, they hung in and took root as successive designs improved throughout — all the better to fulfil their mission statement.

That message comes loud and strong in the newly-released Citroen C4 Picasso. Stylish, comfortable, fully functional and cleverly accommodating, the seven-place Picasso is every inch a peoplemover, and not afraid to unseat others to prove it.

Incidentally, the C4 prefix applies due to affiliations with the C4 cars, and to distinguish the new model from the original Xsara-based Picasso still available in Europe.

PRICES AND EQUIPMENT
Down Under, there’s a single-specification C4 Picasso, subdivided by two drivetrains (petrol and diesel), embellished to taste with choice of several options.

The 2.0-litre petrol Picasso comes with four-speed automatic transmission and opens at $39,990. Pour plus d information n hesitez pas. The 2.0-litre turbodiesel version brings a six-speed automatic and a $5000 impost (ouch!!!) for an otherwise identically fulsome array of features and equipment.

Picasso’s standard fare includes four-zone climate control, power windows, power mirrors, two-way steering wheel adjustment, roof rails, 17-inch alloy wheels (with full-size steel spare), trip computer, front centre armrests, rechargeable torch, picnic trays behind the front seats, rain sensing wipers, rear parking sensors, second-row door sun blinds.

Then there’s the automatic fuel flap, supplementary child-minder interior mirror, second-row underfloor lockers, cruise control, speed limiter, remote central locking, remote headlight actuation, front centre chilly bin, retractable luggage cover, bodyside protector moldings and a ventilation-quality sensor that automatically selects recirculation should the incoming air become unpalatable.

Not to omit a near glut of stowage bins, lockers, pockets and drinkholders. Nor to overlook what must be the most expansive windscreen ever on a production passenger model. Which, Citroen assures us, doesn’t also mean most expensive. Despite its vast size, and having reflective metal film inner surface (with two bare areas to enable aligned E-tag operation), Picasso’s windscreen is said to cost only about 20 per cent more than the C4 car’s $1100-ish glassware.

Ordering black or metallic paint adds $700, while the optional glass roof (fixed) ups the ante by $1750.

Taking Picasso’s plushness to another level costs $6500 for the Premium pack which brings full leather trim, electrically adjustable sports-style front seats with memory settings and heating, exterior mirrors that automatically fold away when parked, tailored floor mats, lacquered door and dashboard appliqués, together with extraordinary interior illumination involving 32 light sources — not the least of which sees door pockets automatically glow when a hand enters the cavity.

Also slated for the Picasso’s options list (though not available or priced just yet) are an opening tailgate window, self-levelling air-ride rear suspension and in-dash sat-nav.

MECHANICAL
Although the Picasso is based upon the platform and mechanical elements of the C4 hatchback, it’s not a visibly close relationship. The Picasso is 120mm longer in the wheelbase, for example, 330mm longer overall, 97mm wider and 232mm taller. And about 300kg heavier!

The petrol Picasso has the same twin-cam, 16-valve 2.0-litre four-cylinder engine as the C4 hatch, meaning the same maximum outputs of 103kW power at 6000rpm and 200Nm torque at 4000rpm — again allied with four-speed automatic transmission. No manual is offered.

The turbodiesel engine has the same basic specifications as its petrol sibling, but features a particulate filter in the exhaust system (reducing toxic emissions and virtually eliminating sooty discharge), and quotes 100kW at 4000rpm with 270Nm at 2000rpm. Driveability further benefits from its six-speed automatic.

Accordingly, the ADR laboratory test results put the diesel’s combined-cycle fuel consumption at just 6.1lt/100km, where the petrol’s at 8.9lt/100km.

The Picasso front suspension follows the C4 hatch’s example with telescopic struts, lower A-arms, coil springs and anti-roll bar — appropriately upgraded to suit the mover’s extra mass and higher centre of gravity. The rear suspension componentry is entirely uprated, albeit with familiar C4 design consisting of a twist-beam axle, coil springs (or optional air springs) and an anti-roll bar.

Similarly, the variably-assisted rack and pinion steering echoes the C4 hatch’s principles, while employing a more powerful electrically-operated hydraulic pump.

Where Picasso’s arrestingly large four-wheel disc brakes are familiarly conventional, the same can’t be said for the electrically-actuated parking brake which automatically applies itself when the vehicle is stationary with engine switched off. An electronic control unit determines the brake pressure needed to prevent movement. Alternatively, a toggle on the dashboard allows the parking brake to be actuated manually when pausing or parking on a slope with the engine running.

Either way, with the engine (re)started and the transmission engaged, the parking brake progressively releases as the vehicle moves away.

Citroen C4 Picasso

PACKAGING
It’s largely in the realms of passenger/luggage space efficiency and versatility that peoplemovers shine or stagger. No fears for the Picasso on that score. It comfortably accommodates up to seven occupants while, alternatively, readily converting up to five seats to floor area when cargo carrying gets priority.

Picasso has seven individual seats in 2-3-2 floorplan. The third row has sufficient headroom, kneeroom and footspace for average adult occupants, and is conveniently accessed after lifting a lever on the shoulder of the second row’s outer pews, causing the cushion to jack-knife upwards as the seat is slid forward.

Each second-row seat allows fore-aft and backrest adjustments, and can be folded into the floor (without headrest removal) simply by pulling either of two straps, after which hinged covers extend the flat floor.

The only difference in stowing the rear seats is that it’s arguably even easier.

With the front passenger seat fully forward, just over two metres floor length is available. Stowing the rear seats extends the boot floor length from about a half metre to around 1.1m, while lowering the second row seat/s (with front seats placed normally) extends the maximum length to 1.8m.

So, whichever way you dice it, the Picasso’s passenger/luggage capacity and versatility are as good as it gets in seven-seater-world.

SAFETY
The Picasso goes straight to the top of the class for safety. Besides scoring the EuroNCAP crash-testing agency’s maximum five-star rating for adult occupants’ protection, the Picasso (which provides four readily accessible child-seat mounting points) can also boast excellent three-star result for child protection.

For good measure, the Citroen earns two stars for pedestrian protection, in a situation where most softroaders and other peoplemovers struggle to score a single star.

The Picasso’s safety strategy begins with a soundly engineered body-chassis structure, complemented by an arsenal of active and passive safety features. The powerful four-wheel disc brakes, for example, have anti-lock ABS, electronic brakeforce distribution (EBD) to apportion the front-rear braking duties to suit the driving conditions, and emergency brake assistance (EBA) which automatically increases brake application when the need is sensed. Also standard, Picasso’s dynamic stability system includes a traction control function.

Picasso’s passive safety suite includes force-sensing adaptive front airbags, driver’s knee bag, front side bags and full length curtain bags. Innovatively, the Picasso provides driver-operated electric childproof locking of the rear doors and windows.

COMPETITORS
Whatever success the Picasso achieves (mindful that Citroen has set relatively modest sales targets), won’t be for want of some serious opposition. The seven-seater scene may be a minor player in market-share terms, but that doesn’t prevent it harbouring a seething variety of peoplemovers and several crossover models also.

Competition is rife among the specific peoplemovers, where the high-$30s to mid-$40s price bracket encompasses the Honda Odyssey, Hyundai Trajet, Mitsubishi Grandis, Renault Grand Scenic and Toyota Avensis, let alone the eight-seat Kia Carnival and Grand Carnival.

The seven-seat crossover/SUV contenders are led by the Ford Territory in rear-drive and AWD forms. Also up for consideration are the Mitsubishi Outlander in four-cylinder and V6 versions, and the Hyundai Santa Fe offering the choice of either petrol or diesel engines — the only diesel seven-seat SUV in this price range; just as the Picasso is the lone diesel people-mover.

ON THE ROAD
Although the Picasso has its full, French share of things that other nations’ carmakers must consider unusual if not downright quirky, Citroen clearly acknowledges the rule about there being only one chance to make a good first impression.

Which is what Picasso’s initial driving experience produces. Certainly, some of the, um, unusual controls and their placements (not least those surrounding the stationary steering wheel hub) probably aren’t quite where or what you’re used to.

The gear selector, for example, is a slender little wand atop the instrument cowl. A bit strange at first, but with use it makes you wonder why others aren’t as convenient and easy. The split-zone climate control’s separate controls at the dashboard ends are another instance where Citroen logic and individuality combine. So you soon grasp the basics and learn the rest as you go. Failing that — be radical and digest the handbook!

If you think the windscreen looks large from the outside, the view from the front seats resembles your personal IMAX.

Is such depth of view necessary? Of course not. Will it test the air conditioning and your tanning lotion under the summer sun? Undoubtedly. But it gives Picasso an eye-catching point of difference, while complimenting the body engineers who achieved excellent crash safety performance with noticeably slimmer pillars and more open three-quarter views than just about any current model we can think of.

As far as can be judged from our few hours’ diesel-only exposure to city and suburban driving, the Picasso is on the pace for what it is meant to be and do. Citroen claims the diesel does 0-100km/h in 12.5sec; a few tenths more than the petrol version. Both are said to cover the standing 400m in 18.5sec. Not hot hatches, then… But sufficiently empowered for the job at hand.

While the diesel is by no means abrasively noisy even when working hard, there’s no mistaking the raspy gargle when it’s pulling purposefully, fading to background obscurity when cruising. Either way, the automatic makes light work of the diesel’s strong but brief surges across the typically short rev range.

Wicking through the gears with calculated smoothness, the nicely responsive six-speed only rarely holds intermediate gears a little longer than seems necessary.

Weighted on the light side, the steering is reasonably direct, provides some communication and points into corners with mildly understeery assurance. The handling seems confidently secure and generally very well balanced while the ride quality revives French tradition in its bump-blotting absorbency, without unduly bouncy rock and roll over queasy undulations.

In all, then, the Picasso makes its bid for attention with uncommon individuality, good all-round drivability and comfortable, patently dexterous passenger/luggage arrangements.

Not just another entirely predictable multi-seater, the Picasso is and does more than it says on the box. That’s why it just might be a package you want, and enjoy, even without needing seven seats. Still, you never know, the extras could come in handy sometime.

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