There's an easy-going driving style and impressive economy in Citroën’s flexible and spacious seven-seat SUV
The Citroën Grand C4 Picasso is the new seven-seat version of the C4 Picasso MPV. Put simply, it’s bigger inside and out than the five-seat C4 Picasso on which it is based, and can squeeze an extra couple of bums on seats.Put more eloquently, it’s a model in its own right, and an important one at that since it’s expected to outsell the five-seater by more than two to one. It has its own unique styling touches over the five-seater, and looks on first acquaintance a stylish alternative to the Ford Grand C-Max, Renault Grand Scenic and Vauxhall Zafira that’s packed with new technology, not to mention being also considerably lighter and more efficient than its predecessor.The Grand C4 Picasso is underpinned by PSA Peugeot-Citroën’s new corporate EMP2 platform, an adaptable architecture for a whole series of models small and large, similar to the MQB strategy at the Volkswagen Group.For the Grand C4 Picasso, the EMP2 platform means a longer wheelbase than its predecessor (and 55mm longer than the new C4 Picasso), and a shorter front overhang, so it’s the same length with noticeably more space inside. Indeed, the sleek exterior looks of the Grand C4 Picasso make it look relatively compact from some angles, giving the interior Tardis-like qualities. The boot capacity is also up 69 litres to a standard 645 litres from before with the two rearmost seats folded flat into the boot floor, or more than 700 litres should the middle row of three individual seats be slid right forward. Loads of up to 2.75 metres in length can be carried with the front passenger seat folded.There’s a whole host of ‘best in class’ claims for the Grand C4 Picasso, including the widest boot opening, the most spacious second and third row of seats for legroom and kneeroom, and the most accessible third row of seats thanks to wider rear door openings and a second row of seats that can slide further fore and aft than any rival. The user-friendly seats are all easy to flip, slide, store and position around, and scores of different seating configurations are possible depending on the size of your load or amount of people you’re carrying. And all those passengers in the so-called ‘loft-inspired interior’ are well catered for. Features include individual air vents for even the third row of passengers, sliding seats bases and tilting backs for the middle row of passengers, optional massaging seats for front passengers, and an optional glass roof that, if specced, endows the Grand C4 Picasso the largest amount of its surface area devoted to glass than any other car in the segment. The glass roof also has no noticeable impact on headroom for middle row passengers.It feels every bit as spacious inside as the spec sheet suggests. From the driver’s seat, there’s a commanding view of the road with good all round visibility, particularly forward thanks to the split A-pillars and standard panoramic windscreen.Three adults can sit in the middle row of seats, each of which is a full-size chair with no compromise on size for the middle seat. Headroom and legroom are both good. Access to the rearmost seats is fine for children and shorter, more agile adults. Kids will be fine back here for space on journeys, but an adult over 5ft 8in or so will suffer after a while. The interior design itself is also easy on the eye, certainly in the top-spec model we’ve tested. A large 12in HD screen sits at the top of the dashboard (in all models above base spec) that can be configured to show everything from a traditional instrument binnacle to a pretty picture you’ve taken. All models get a 7in touchscreen in the centre console that takes the role of traditional instruments like heating controls, the infotainment and the navigation.The material quality is generally pleasing, although some parts look and feel significantly more premium than others. The storage console on the centre tunnel has a fair amount of flex, for example. Quite how the rather luxurious nature of the interior stands up to the hard daily use a big family will put it through is another question. The EMP2 platform also bodes well for the dynamics. The new Grand C4 Picasso is up to 110kg lighter than its predecessor model-to-model thanks to a lighter platform and body, the centre of gravity is lowered with lower-mounted engines, and noise, vibration and harshness levels are said to have been substantially improved also.In reality, the Grand C4 Picasso is no enthusiast’s tool, but it’s not meant to be. At cruising speeds and motorways, it is soft-riding and comfortable, just as big Citroëns should be. The inevitable body roll is well controlled, although the front seats lack a bit of lateral support through the bends. The smooth roads of Bavaria that we sampled the Grand C4 Picasso on certainly showed off the car’s dynamic good points, particularly when fitted with the 17in alloys with 205/55 R17 Michelins.Our test route didn’t take in many potted urban roads, but when we did the Grand C4 Picasso’s comfortably halo slipped with the body control was less impressive here. This issue is heightened by models equipped with 18in alloys and 225/45 R18 tyres. This could be a concern on Britain’s more scarred roads, particularly as most Grand C4 Picassos will do the bulk of their work around town.The steering is also nicely weighted, if a little artificial in feel, particularly at higher speeds on the motorway. Vibration levels into the cabin are low. The engine line-up stars a 1.6-litre e-HDi 90 Airdream unit with 89bhp, and impressive class-best CO2 emissions of 98g/km and 74.3mpg when mated to the standard ETG6 automated manual ‘box. A 114bhp 1.6-litre e-HDi 115 is also offered with a six-speed manual or optional ETG6 auto, alongside a new 148bhp 2.0-litre BlueHDi 150 engine with CO2 emissions of 110g/km with the standard six-speed manual gearbox or an optional six-speed conventional automatic. Stop-start is standard for the diesels. Petrol engines include two 1.6-litre units, the 118bhp VTi 120 being a base normally aspirated engine mated to a five-speed manual, and the 154bhp THP 155 being a more potent turbocharged powerplant equipped to a six-speed manual. Prices are likely to start at around £19,200 for a base petrol model, rising to £27,900 for a top-spec diesel auto’ with all the bells and whistles. The predicted best-seller, the e-HDi 115 VTR+ is tipped to come in at around £22,000. The only engine we’ve so far tested is the range-topping BlueHDi 150 diesel and both its transmission options. It’s a strong engine, and a nice match for the Grand C4 Picasso. It’s quiet and unobtrusive at cruising speeds, audible only when you drift towards the top of the rev range. The engine note is also gruff under heavy loads. But drive the Grand C4 Picasso as it’s intended, and the engine will prove a more than adequate companion, with a fine blend of performance and efficiency.The standard manual gearbox is slick enough, the automatic also falling under the same description. Conventional autos are a rare find on Citroëns these days; the firm preferring automated manuals that suffer from slow, irritating shifts. Shifts are much slicker with the BlueHDi 150’s six-speed auto’, however, the ratios being nicely spaced and it is quick to respond should more performance be desired. Full manual control of the gearbox is also available through steering wheel-mounted pedals.We’re concerned that performance may be more sluggish on diesels lower down the range. The BlueHDi 150 has the right amount of performance needs, and is thus nicely matched to the car. We fear smaller engines may struggle to propel a car of the Grand C4 Picasso’s size, making you work the throttle pedal more and harming economy. On our first acquaintance with the Grand C4 Picasso there’s certainly no major flaw that should strike it off your seven-seat MPV shopping list. There are sharper cars to drive in the class, but its good-looking and airy interior, flexible seating arrangements and vast amounts of space tick the boxes of what buyers in this segment are looking for.
There's an easy-going driving style and impressive economy in Citroën’s flexible and spacious seven-seat SUV
The Citroën Grand C4 Picasso is the new seven-seat version of the C4 Picasso MPV. Put simply, it’s bigger inside and out than the five-seat C4 Picasso on which it is based, and can squeeze an extra couple of bums on seats.Put more eloquently, it’s a model in its own right, and an important one at that since it’s expected to outsell the five-seater by more than two to one. It has its own unique styling touches over the five-seater, and looks on first acquaintance a stylish alternative to the Ford Grand C-Max, Renault Grand Scenic and Vauxhall Zafira that’s packed with new technology, not to mention being also considerably lighter and more efficient than its predecessor.The Grand C4 Picasso is underpinned by PSA Peugeot-Citroën’s new corporate EMP2 platform, an adaptable architecture for a whole series of models small and large, similar to the MQB strategy at the Volkswagen Group.For the Grand C4 Picasso, the EMP2 platform means a longer wheelbase than its predecessor (and 55mm longer than the new C4 Picasso), and a shorter front overhang, so it’s the same length with noticeably more space inside. Indeed, the sleek exterior looks of the Grand C4 Picasso make it look relatively compact from some angles, giving the interior Tardis-like qualities. The boot capacity is also up 69 litres to a standard 645 litres from before with the two rearmost seats folded flat into the boot floor, or more than 700 litres should the middle row of three individual seats be slid right forward. Loads of up to 2.75 metres in length can be carried with the front passenger seat folded.There’s a whole host of ‘best in class’ claims for the Grand C4 Picasso, including the widest boot opening, the most spacious second and third row of seats for legroom and kneeroom, and the most accessible third row of seats thanks to wider rear door openings and a second row of seats that can slide further fore and aft than any rival. The user-friendly seats are all easy to flip, slide, store and position around, and scores of different seating configurations are possible depending on the size of your load or amount of people you’re carrying. And all those passengers in the so-called ‘loft-inspired interior’ are well catered for. Features include individual air vents for even the third row of passengers, sliding seats bases and tilting backs for the middle row of passengers, optional massaging seats for front passengers, and an optional glass roof that, if specced, endows the Grand C4 Picasso the largest amount of its surface area devoted to glass than any other car in the segment. The glass roof also has no noticeable impact on headroom for middle row passengers.It feels every bit as spacious inside as the spec sheet suggests. From the driver’s seat, there’s a commanding view of the road with good all round visibility, particularly forward thanks to the split A-pillars and standard panoramic windscreen.Three adults can sit in the middle row of seats, each of which is a full-size chair with no compromise on size for the middle seat. Headroom and legroom are both good. Access to the rearmost seats is fine for children and shorter, more agile adults. Kids will be fine back here for space on journeys, but an adult over 5ft 8in or so will suffer after a while. The interior design itself is also easy on the eye, certainly in the top-spec model we’ve tested. A large 12in HD screen sits at the top of the dashboard (in all models above base spec) that can be configured to show everything from a traditional instrument binnacle to a pretty picture you’ve taken. All models get a 7in touchscreen in the centre console that takes the role of traditional instruments like heating controls, the infotainment and the navigation.The material quality is generally pleasing, although some parts look and feel significantly more premium than others. The storage console on the centre tunnel has a fair amount of flex, for example. Quite how the rather luxurious nature of the interior stands up to the hard daily use a big family will put it through is another question. The EMP2 platform also bodes well for the dynamics. The new Grand C4 Picasso is up to 110kg lighter than its predecessor model-to-model thanks to a lighter platform and body, the centre of gravity is lowered with lower-mounted engines, and noise, vibration and harshness levels are said to have been substantially improved also.In reality, the Grand C4 Picasso is no enthusiast’s tool, but it’s not meant to be. At cruising speeds and motorways, it is soft-riding and comfortable, just as big Citroëns should be. The inevitable body roll is well controlled, although the front seats lack a bit of lateral support through the bends. The smooth roads of Bavaria that we sampled the Grand C4 Picasso on certainly showed off the car’s dynamic good points, particularly when fitted with the 17in alloys with 205/55 R17 Michelins.Our test route didn’t take in many potted urban roads, but when we did the Grand C4 Picasso’s comfortably halo slipped with the body control was less impressive here. This issue is heightened by models equipped with 18in alloys and 225/45 R18 tyres. This could be a concern on Britain’s more scarred roads, particularly as most Grand C4 Picassos will do the bulk of their work around town.The steering is also nicely weighted, if a little artificial in feel, particularly at higher speeds on the motorway. Vibration levels into the cabin are low. The engine line-up stars a 1.6-litre e-HDi 90 Airdream unit with 89bhp, and impressive class-best CO2 emissions of 98g/km and 74.3mpg when mated to the standard ETG6 automated manual ‘box. A 114bhp 1.6-litre e-HDi 115 is also offered with a six-speed manual or optional ETG6 auto, alongside a new 148bhp 2.0-litre BlueHDi 150 engine with CO2 emissions of 110g/km with the standard six-speed manual gearbox or an optional six-speed conventional automatic. Stop-start is standard for the diesels. Petrol engines include two 1.6-litre units, the 118bhp VTi 120 being a base normally aspirated engine mated to a five-speed manual, and the 154bhp THP 155 being a more potent turbocharged powerplant equipped to a six-speed manual. Prices are likely to start at around £19,200 for a base petrol model, rising to £27,900 for a top-spec diesel auto’ with all the bells and whistles. The predicted best-seller, the e-HDi 115 VTR+ is tipped to come in at around £22,000. The only engine we’ve so far tested is the range-topping BlueHDi 150 diesel and both its transmission options. It’s a strong engine, and a nice match for the Grand C4 Picasso. It’s quiet and unobtrusive at cruising speeds, audible only when you drift towards the top of the rev range. The engine note is also gruff under heavy loads. But drive the Grand C4 Picasso as it’s intended, and the engine will prove a more than adequate companion, with a fine blend of performance and efficiency.The standard manual gearbox is slick enough, the automatic also falling under the same description. Conventional autos are a rare find on Citroëns these days; the firm preferring automated manuals that suffer from slow, irritating shifts. Shifts are much slicker with the BlueHDi 150’s six-speed auto’, however, the ratios being nicely spaced and it is quick to respond should more performance be desired. Full manual control of the gearbox is also available through steering wheel-mounted pedals.We’re concerned that performance may be more sluggish on diesels lower down the range. The BlueHDi 150 has the right amount of performance needs, and is thus nicely matched to the car. We fear smaller engines may struggle to propel a car of the Grand C4 Picasso’s size, making you work the throttle pedal more and harming economy. On our first acquaintance with the Grand C4 Picasso there’s certainly no major flaw that should strike it off your seven-seat MPV shopping list. There are sharper cars to drive in the class, but its good-looking and airy interior, flexible seating arrangements and vast amounts of space tick the boxes of what buyers in this segment are looking for.