DS 4: We test the new French Premium compact

This is the second generation of the DS 4, but in reality it has nothing to do with the original. First of all, because the original model was a variant of the previous-generation Citroën C4, launched at a time when the brand still had no relevant identity of its own. Nor did the model’s positioning aim at the upper part of the segment, either in terms of refinement or in terms of quality of finishes or equipment.

Now, although it keeps the same name as the previous generation, the new DS 4 is a completely different model that targets the heart of the Premium C segment, and will be available in three configurations with a very similar layout: DS 4, DS 4 Cross, with a more crossover look, and DS 4 Performance, more focused on the sporty spirit.

Built on the latest EMP2 platform developed by the Stellantis group for electrified vehicles, it measures 4.40 metres long, 1.83 m wide and 1.47 metres high, with very balanced proportions. It features large 720-millimetre wheels (up to 20 inches, with 19-inch wheels as standard on the Trocadero and Performance Line trims), and offers a boot capacity of 430 litres in the combustion-engine variants, while the E-Tense plug-in hybrid version reaches 390 litres, losing 40 due to the battery location, and features a hands-free opening system with an electric tailgate. It will be available at the end of 2021, with a complete range of engines and trims ranging from 28,800 euros for the 130 CV PureTech Bastille version, up to 51,150 euros for the fully equipped 225 CV La Premiere E-Tense variant.

Original and eye-catching

The front end, dominated by a huge and very striking front grille, introduces a new light signature with stylised headlights featuring the Matrix LED system, which combines matrix and directional lighting and adapts to traffic conditions, steering wheel angle, speed and weather conditions with five modes: city, countryside, motorway, bad weather and fog, as well as daytime running lights formed by two vertical LED lines at the ends.

The profile stands out for its combination of clean surfaces and strong features at waist height, where the flush-retractable door handles are a surprise, while the wedge-shaped roof, which can be finished in gloss black, creates the sensation of “floating” above the bodywork (on the Cross variants there are longitudinal roof bars). The wheel arches, which house large-sized wheels, are subtly outlined by a sheet-metal fold rather than a plastic cladding.

At the rear, the roof lines converge towards the interior of the tailgate—which opens electrically—and are finished with striking tail lights shaped like laser-engraved scales. The bumpers have different designs depending on the trim, either painted in body colour or black, with trapezoidal exhaust outlets at the ends.

The interior is no less striking, although originality is not always synonymous with efficiency, since the new layout of the controls—much better than that of earlier models from the brand— is not as intuitive and easy to use as that of other rivals. This is partly due to their design, with chrome and embossed button detailing that makes them hard to identify when sunlight falls on them, but also due to their location (the window switches have been moved to the door pillars, but in an unnatural position). Nor is navigating the menus, which can be done on two touchscreens, especially simple, although the most common functions can be prioritised so that they appear on the main menu.

The dashboard vents are integrated in such a way that they are almost invisible and allow the airflow to be directed easily. It has an air purification system that filters particles and detects outside pollution. Good materials and high-quality finishes complete an interior where particular care has been taken over detail, while the seats, which can be equipped with ventilation and massage in the leather upholstery version, offer excellent comfort and good lateral support.

Different interior trim levels are available, such as the Opera, with Criollo Brown Nappa leather and upholstery shaped like a watch strap, for electric seats with lumbar adjustment, ventilation, heating and a massage function. The dashboard and steering wheel are also covered in the same material, with hand-sewn stitching. Other interior trims are Criollo Brown and Galet Grey, optional on the Rivoli and Trocadero trims for the DS 4 and DS 4 Cross, while the Performance Line and Performance Line+ trims feature an interior finish with a black Alcantara roof and panels.

It also includes customisable indirect ambient lighting, high-acoustic-insulation windows and a 690-watt, 14-speaker sound system.

Different options

The DS 4 Cross visually approaches a more SUV-focused variant, characterised by special black protection on the lower part of the bumpers, black-lacquered window surrounds, a glossy grille, 19-inch alloy wheels, longitudinal roof bars and a roof painted in the same colour as the bodywork. Optionally it can be fitted with traction control, with sand, snow and mud modes, and a hill descent control system.

The Performance Line, with a sportier look, offers an exterior finish with specific details (a bar between the rear lights, grille and side window surrounds in black) and specific wheels also painted black.

Equipment is one of the keys to the model, which features luxury details, a wide range of safety elements and many driver-assistance systems. Connectivity has been one of the main areas of focus, as a new interface has been developed that connects with smartphone operating systems without the need for a cable. The head-up display has also been integrated, projecting the most relevant information onto the front windscreen: speed, traffic signs, navigation, warning messages, the music you are listening to or an incoming phone call.

All of this forms part of the DS Iris System information system, which works in a similar way to a modern smartphone with customisable profiles via widgets and can be controlled by voice and gestures through the DS Smart Touch system, a touchscreen on the centre console that lets you register your favourite functions, identify habitual movements and recognise handwriting.

Among the assistance devices, the long-range blind-spot monitoring (with a range of 75 m), rear cross-traffic alert, and the cruise control system with stop-and-go capability, lane recognition and centring stand out. From next year it will also have a semi-automatic overtaking system, speed adjustment on bends, recommended speed adjustment and a driver-attention sensor that works through pressure on the steering wheel.

It also features DS Night Vision with an infrared camera, capable of detecting pedestrians and animals at a distance of up to 150 metres at night, and a 360° vision system with four cameras.

In terms of chassis and suspension, no effort has been spared in improving handling and comfort. The DS 4 is equipped with an adjustable damping system, the DS Active Scan Suspension, which uses a camera at the top of the windscreen to detect and anticipate irregularities in the road surface and transmit the data to an electronic control unit. Using four sensors and three accelerometers, the system acts on each shock absorber, adjusting its firmness instantly.

Petrol, plug-in hybrid and diesel

The entire range is offered exclusively with an eight-speed automatic gearbox with paddle shifters behind the steering wheel. Three petrol engines are available: PureTech 130, PureTech 180 and PureTech 225, plus a BlueHDi 130 diesel, which claims combined-cycle WLTP consumption of 4.8 l/100 km and CO₂ emissions of 125 g/km.

An interesting 225 CV E-Tense powertrain is available, combining a 1.6-litre 4-cylinder PureTech engine producing 180 CV with a 110 CV electric motor linked to a 12.4 kWh battery, allowing a electric-only range of up to 55 km and a possible recharge at maximum power (7.4 kW) in one hour and 40 minutes. In terms of performance, it promises a maximum torque figure of 360 Nm and a 0–100 km/h acceleration time of 7.7 seconds; it is homologated with fuel consumption of 1.3 l/100 km and emissions from 29 g/km of CO₂ in combined WLTP cycle.

For 2024, a fully electric variant will also be offered, featuring a new motor and a battery of greater capacity than the group’s current ones, although the brand has not released power or capacity figures.

Very smooth and pleasant to drive

We had the opportunity to test the two 225 CV petrol variants, the first being the E-Tense plug-in hybrid, which offers four different driving modes: Electric, Hybrid, Comfort and Sport. During the first part of the route along regional roads we were able to enjoy one hundred percent electric driving for about 30 km (without fully exhausting the battery’s capacity), and the car’s operation is absolutely pleasant, smooth and free of vibration or noise. The work done on acoustic insulation deserves a mention, with thicker side windows and the excellent filtering of the active suspension, which manages to filter out much of the disturbance coming from outside. When running in hybrid mode, the noise and vibration level is of course higher, but it never becomes bothersome.

It is very agile, with a particularly brilliant acceleration capability, and offers a very pleasant feel at the wheel. The steering, which is quite direct, has a good feel, although it does not match the precision of some German competitors (this car also comes from Germany, as it is built at the group’s Rüsselsheim plant near Frankfurt). The braking requires some attention and adaptation, because, as often happens in this type of vehicle that combine electric and mechanical braking, the pedal feel is somewhat confusing. It is not that stopping distances are longer, but rather that the car behaves differently depending on how pressure is applied to the pedal. In the first part of pedal travel there is little progressiveness, while in the second part it is easier to modulate the pressure.

The suspension deserves special mention, as it strikes an excellent balance between the compromise of stability and comfort. It offers an extraordinary balance in compression and rebound, holding the bodywork very smoothly. On rippled surfaces the work of the whole system is clearly felt, and on fast roads it offers enough composure without compromising comfort.

The petrol-only variant with the same power does not behave very differently, although the lightness from dispensing with the hybrid components is noticeable (electric motor, batteries and inverter), which represent a considerable weight burden. That said, it does not have the extraordinary torque contribution provided by the electric motor, nor the smoothness of the E-Tense, but it does offer a brilliant and sporty behaviour.

In neither case did the consumption seem excessive: on the first route, with the E-Tense starting with a fully charged battery, the on-board computer recorded an average of 6.9 l/100 km, and on the second, with the 225 CV PureTech engine, 7.8 l/100 km, both cars being driven at a similar pace. This is not a consumption figure that clearly favours one version over the other, since the price difference for equal equipment is 3,000 euros, but without doubt the plug-in hybrid is noticeably more pleasant and refined.