The DS4 didn’t break through. Technically identical but benefiting from completely different plastics, this luxury Peugeot 308 actually struggles to find its audience given the prices charged. It is only ranked 53rdth rank of best-selling models in France (5,300 registrations over nine months), far behind main competitor Mercedes A (35th). And yet the Mercedes divides itself into two models, the A and the raised version GLA (43th)! The DS4 even comes behind the Audi A3 (49th). As for the 308, it is seventh. DS is really having a hard time. And abroad it is worse!
This 4.40 meter five-door sedan, produced in Rüsselsheim, Germany at an Opel factory, has been available since the end of 2021. After testing a diesel almost a year ago, we’re back behind the wheel of a 130bhp DS4 petrol, which is the range’s most “affordable” proposition. We find the original line, with successful proportions, but with sloping bow and stern and broken lines on the sides and rear three-quarters. We like it or not. Critics will fault it for a bling-bling side, those who like it will applaud the fact that a DS4, so designed, stands out on the street. That was the goal.
What luxury inside!
However, what seems to us to be objectively questionable are the very sophisticated flush door handles. The grip is uncomfortable and you pinch your fingers a bit when you grab them because they have a sharp edge… In addition, they unfold too slowly. Note in passing that the closing beep will wake up the neighbors if you park late. In terms of access to the trunk, it is equally caricatured. You have to slip your hand between the bottom of the tailgate and the top of the bumper in a small and usually dirty gap. We will certainly object that there is hands-free access to the tailgate… But you have to sweep under the bumper at least twice for it to work. But why make it so complicated? As for the load threshold of said trunk, it is far too high and the space to shift the load there is insufficient.
The interior seems to us, subjectively, more successful than the exterior, a little flashy. Our test DS4 Opera is very smart, undoubtedly, with a brown interior ambience, beautiful leather seats, wood or aluminum veneer of the most beautiful effect. The plastics are nice and some generously padded. The finish is in any case worth a Mercedes A or a BMW 1. In our advanced version, it even outperforms its two rivals. Bet succeeded in this regard. It all appears sumptuous, rewarding. And hot too. Never has a French woman seemed so refined until now. Encourage.
also readDS4 Cross HDi: a smart and sumptuous French compact… but very annoying
Strange inventions
Unfortunately, we become a little disillusioned with the use. In his desire to stand out, DS likes to be bizarre. Thus, we regret the inappropriate window regulators located on the edge of the door and the handle to close this door from the inside, which we cannot hang on as it leaks between the hands. We therefore instinctively grab the lower end of the plastic that protects the storage container, which is very close at hand. Another complaint: the central armrest is not adjustable, which makes it not very functional. With regard to habitability, if it proves satisfactory in the front seats, where you sit really well, it seems weak in the back seats. Legroom is limited, so is accessibility. Finally, we must point out excessive rolling and suspension noise. A traditional fault of PSA, annoying on a model that wants to be top class.
As for the screen, blah! First, there is the unbearable question of whether one wants help with the system. As long as you haven’t answered yes or no, nothing works… Any usual adjustment requires such long, random clicks in somewhat messy and not necessarily intuitive sub-menus. To put the excruciating lane change warning out of harm’s way, on a DS7, a single gesture was required. Here, every time you reboot, go to the shortcuts whose command is strangely located at the bottom right next to the emergency indicators (!), then press the icon and press again to confirm. Progress? But good news. Apart from the newline warning, at least the other settings are finally taken into account. You don’t have to start over every time, unlike the dictates of the Germanic models.
Comfort…could be improved at low speed
A DS must be comfortable. For a brand that claims association with the 1955 DS19, that’s the least. But here we are not entirely convinced. At low speed on cobblestones, speed bumps or in ruts, the chassis, especially at the rear, remains a little too firm. Our test car is further decked out with optional huge rims (19 inches). The result of these rides also very sensitive to impacts from the pavements: it hits. Better to settle for the standard 17 inches. Fortunately, comfort improves significantly as the speed increases. For a DS, we expected more filtering. But let’s face it, the overall balance is much better than all of its German rivals.
also readImportant dates in DS’s history
Road conditions should not be criticized. DS4 remains undisturbed riveted to the bitumen. The former PSA group has always been a champion in this area. The high level of safety is reassuring in all conditions, regardless of the weather, even if the feel of the road lacks a bit of softness. In any case, it is a very safe compromise between stability at high speed and dynamics in turns when you lift your foot. It’s a shame for the driving pleasure that the steering is not informative enough. It isolates too much from the road, whose profile we don’t feel enough. However, it is the emergency braking that irritates the most. He shows himself with a dangerous brutality! Even set to minimum, it literally crushes the vehicle when there is no real danger. We were almost hit in the city several times and the driver of the vehicle following us did not understand why the car was stuck in this way. Aggravating factor: the car then remains stopped for several seconds before it can start again. It’s one of the most violent systems we’ve tried. Or how a safe help can become a cause of misfortune.
A little rough, but effective
The petrol engine is the one found everywhere in PSA vehicles. This 130 horsepower 1.2 three-cylinder mini cylinder, which also equips the Citroën C3 Aircross, C4, Peugeot 2008, 308, 3008, 5008, is quite crude in its constitution. And its washer noise lacks the sensuality of a vehicle at this price. The three-cylinder 1.5 BMW or Volvo otherwise appears more subdued. This Pure Tech is here automatically combined with the formidable Aisin auto box. Thanks to her. This remarkable transmission of Japanese origin really does everything to civilize the mechanics, especially at low revs, and it largely succeeds. The overall result therefore appears satisfactory for a small engine. Sport mode provides more dynamics and responsiveness. But unfortunately he is too abrupt. It should be reserved for a twisty track or when you need resources to overtake. In this case, the box shifts down without hesitation in case of sudden braking. The sequence of reports is also fast.
But who had the absurd idea to mount a small M button that gives access to a 100% manual mode at the bottom of the handle of the console? Zero. Unfortunately, this is nothing special about this DS. But a bad find from PSA, which also uses it for Peugeot, Citroën, Opel. We grope for the button that we can’t find without taking our eyes off the road. Another source of irritation: the micro gear lever, which is also found on the 308. It slips between the fingers. We consumed more than 8 liters per penny on average. Correct, but no more. We are far from the 5.9 liters of diesel, which is noted on a similar track with the diesel version, much more sober and therefore virtuous in CO2. But shh, diesel has become a dirty word!
Refinement is expensive
The price starts at 33,450 euros (Bastille finish) with the Pure Tech petrol, 34,400 for the diesel. The difference between the two engines will be small. The rechargeable hybrid costs… 41,100 euros. A really big leap. At this price, the presentation is very tight with an unpleasant grey-black fabric. It is clear that DS does not want to sell this version, which hardly corresponds to the idea we have of the top of the range. A Rivoli with an atmosphere much more worthy of the brand’s claims reaches 41,450 euros with the small petrol engine. That’s 8,000 euros more than the Bastille finish! DS does not go hand in hand. We even reach 42,050 euros on a Cross version equipped with black fittings to be adventurous. “Our” Cross Opera, even more flattering, rises all the way to 48,050 euros. The prices are getting so surreal for a three cylinder mini engine. Even if it is difficult to compare them with the Audi A3 or Mercedes A, which, due to the lack of available cars, are not currently taking orders for versions with comparable engines.
This DS4 is a fairly successful car that we happily used during our test. It enjoys all the advantages of its Peugeot 308 cousin, with a more exclusive line and a sumptuous interior treatment, provided you opt for high-end finishes. But then it gets really expensive. And at this price we forgive less the odd crookedness and the small defects which then necessarily assume a larger scale.
Trial model price: DS4 Cross Pure Tech Cross Opera: 48,050 euros (+310 euros penalty)
Powerful: 130 hp (petrol)
Dimensions: 4.40 m (L) x 1.83 (W) x 1.49 (H)
Qualities: Flattering and warm interior, very nice finish, good front seats, remarkably fast and responsive Aisin automatic gearbox, satisfactory performance, very safe road handling, driving pleasure, comfort on country roads and motorways…
Standards: … Butlow speed repetitions, management not very informative, accidental emergency braking, Sudden Sport fashion, 100% inconvenient manual, all digital anti-ergonomic, open and close ill-conceived openings, limited space and luggage compartment, rolling noise, high price
competitors: Peugeot 308 Pure Tech GT (Nappa leather): 37,720 euros; BMW 1 1.18i Ed Sport (Dakota leather): 38,175 euros
Note: 13.5 out of 20