Citroën C4 Cactus review: comfort with character

A Cactus: can it endure harsh conditions with its soft, waxy-looking skin?

Yes. The C4 Cactus offers an unusual answer to the knocks and scrapes of unforgiving city motoring: its exterior is effectively bubble-wrapped. More specifically, it uses ‘Airbumps’ – oval air-filled pads set into panels of soft, advanced and hard-wearing plastic. Should a stray supermarket trolley, or a neighbouring car door, collide with the Cactus’s flank, it should simply rebound.

And can a Cactus get by with barely any liquid?

It can. A diesel version is rated at more than 3.1 L/100 km. Even this useful turbocharged petrol model achieves over 4.7 L/100 km while emitting 105g/km. That is partly down to newly engineered engines, but also to its remarkably low mass: some versions weigh under 1,000kg. The turbocharged car tested here weighs only 1020kg. It is lighter than a Fiesta, yet roughly Focus-sized.

All very worthy, perhaps, but this is not the Consumers’ Association website. That does not make it sound much like a Top Gear sort of car.

Just look at it. This is a genuinely handsome piece of design, combining practicality and desirability in a distinctive shape. It intelligently blends straight edges with clean curves, creating something contemporary that will probably not date. You can recognise it immediately from afar, yet it also rewards a closer look. Better still, it is not remotely aggressive. Quite why Citroën offers this toy-like, ‘My First Caterpillar’ yellow is unclear, because it is not the right colour. The Airbumps themselves come in four shades, too, so identical-looking examples should be rare.

Citroën C4 Cactus design and crossover character

Is it not a little crossover-ish?

It does carry some crossover cues: mildly raised ground clearance and a protected outer edge, for instance. Its height aids visibility and kerb-climbing, particularly alongside the soft suspension. Fit winter tyres and it should cope with an occasional gravel track without trouble. Yet it has none of the permanent sense of futility and muddle that clings to every road-biased off-roader. It is an honest, Focus-sized hatchback, just one with a markedly different philosophy.

Philosophy? That sounds rather quasi-intellectual.

It is unapologetically comfort-led and non-sporting. A huge amount of brainpower has been devoted to turning it into a car that calms and relaxes its occupants. That ambition might have produced a car for people who dislike cars. Fortunately, the reverse is true.

It gets soft springs and small engines, with the most energetic option producing 110bhp. Since it is not intended for hard cornering, Citroën has fitted yielding, sofa-like seats. There are no references to ‘cockpit’ design inside; the cabin is deliberately domestic in feel.

The interior feels roomy. The dashboard has been stripped right back, with no large instrument binnacle – only a digital display. There are no separate heater controls or stereo buttons, as these functions sit in the central touchscreen tablet. In a first, the passenger airbag has been moved into the roof. This leaves a distant, uncluttered dashboard and an enormous top-loading glovebox. Rather than thick padded door handles, luggage-style straps perform the same role.

It is pleasingly uncomplicated to drive. There are no elaborate electronic assists, no tricky choices, and not much power or grip to manage. It keeps the pulse rate down.

C4 Cactus comfort, weight saving and performance

That sounds like an excuse for a bland, dull-driving blancmange.

On the crowded roads of everyday life, though, driving a slow car quickly can often be more entertaining than driving a fast car slowly. The Cactus heaves about slightly and leans considerably, but it consistently communicates what it is doing and proves to be an upbeat companion.

It performs better than expected, too. Citroën knew it would not fit large, heavy diesel engines or four-wheel drive, nor turn it into a hard-cornering GTI. As a result, it did not need an over-engineered structure to carry such hardware, or large brakes, excessive cooling capacity and a six-speed gearbox. The company therefore used the DS3 platform rather than the new Peugeot 308 platform, saving 150kg alongside the lightweight powertrain. A further 50kg was removed through cabin and equipment decisions: there is no split-folding rear bench, while the rear windows pop out instead of winding down.

As a consequence, the 1.2-litre three-cylinder engine’s 110bhp – together with its plentiful turbocharged torque – feels surprisingly sufficient. Its low weight is apparent every time the steering wheel is turned. The tyres never appear to be working particularly hard. Steering is precise and eager to change direction, yet the car also tracks straight on a motorway.

Does ‘light’ mean ‘noisy and tinny’?

Not really. At speed, there is some white noise as the upper body moves through the air, but the powertrain and tyres are otherwise quiet. Much of the fascia plastic feels somewhat light and hard, although the attractive visual design diverts attention. The only notably flimsy component is the gear lever, which wobbles through a broad, poorly defined gate. You soon adapt to it.

If it uses the smaller platform, is it not cramped?

The wheelbase has been extended, providing legroom for all occupants. It may be marginally narrower than the Golf-class standard, but the front seats are broad. Since the rear windows do not wind down, the inside of the doors has been sculpted to create elbow room. Besides, even large cars rarely ride this smoothly.

C4 Cactus practicality, pricing and UK availability

You seem very fond of it. Are there any drawbacks?

Those choices have already been mentioned. Throughout the project, the designers carefully cut weight and cost in less noticeable places, allowing them to reinvest in areas that are more apparent. You may therefore miss the split-folding rear seat or wind-down rear windows. If those matter to you, buy a C4 Picasso. In the Cactus, the saved weight has been removed and the money redirected towards items such as the Airbumps, plus interesting trim and the standard colour tablet for driver and passenger. The generously padded seats are inviting at first, although after several hours you may wish for greater support.

When can I buy one?

UK sales begin in October. Prices start at about £13,000 for a version with nearly all the visual appeal but little equipment and modest power. A fully loaded example will cost around £18,000. That is genuinely very reasonable when you consider that the Cactus actually brought a Rolls-Royce Phantom to mind.

You. Are. Having. A. Laugh.

Not completely. Of course, the Phantom exists in an entirely different world in terms of size, power and refinement, but its fundamental principle is preserving your serenity. It has a soft ride and does not encourage hoonery. For the most part, its interface also favours simplicity over confronting you with a forest of controls and configuration choices. In those respects at least, the C4 Cactus carries echoes of it.