Nissan Kicks vs Citroen C4 Cactus

The Kicks isn’t intended for Europe – but it’s evidence to what a decent production it is that was Nissan to choose to produce it here, it could conceivably stand up to budget competitors presented it had a better selection of engine (a diesel would be a must, generally). As it stands, the Latin American Kicks should be a generous contribution from Nissan in this section of the market, as it’s bigger inside than a Ford Ecosport, and dynamically not far separated from the matches of the Jeep’s Renegade.

The world can’t get sufficient of tiny SUVs – and now there’s a novel crossover intended to tap into the growing requirement for such vehicles in emerging markets: the Nissan Kicks.

Placed:

The Kicks has been considered to sit beside the familiar Juke and Qashqai, as well as the X-Trail and Murano in Nissan’s SUV line-up. 

The Kicks remains on Nissan’s V platform, which is the very set of chassis parts that underpin the current Micra– and construction of the building that remains beneath the current Juke. It’s not the most up-to-date collection of elements, but Nissan thinks it’s a powerful enough special package while also being affordable enough to recognize the Kicks to be given at an appealing cost.

The Citroen C4 Cactus signifies a reaction to the history for the French producer, giving unique twists that deliver its real appeal amongst its more run-of-the-mill opposition. It’s the sort of fun and fashionable vehicle for which the group was once popular.

In the past, Citroens were always smooth and peaceful, and with the C4 Cactus, the center has been put very much on convenience. It’s easing to drive and, although it doesn’t feel pretty as clearly as some other family hatchbacks, it’s still happy to hustle down a country path. The three-cylinder engines give more thrust than their power products might suggest, too.

Moreover:

Even though it’s becoming towards the end of its lifecycle, there aren’t many vehicles like the Citroen C4 Cactus currently on sale. When it was first launched in 2014, it was placed as a crossover to match the likes of the Peugeot 2008 and Renault Captur.

Still, after the C3 Aircross tiny SUV was added to the series, the C4 Cactus was redesigned and repositioned as a value-for-money hatchback. As a consequence, the Cactus is now sold as a quirky choice for customers attending for something separate from the Ford Focus and Vauxhall Astra norm.

The automobile itself is 4,295mm long – so 160mm longer than the Juke – and higher too, at 1,590mm. It’s midway between a Juke and a Qashqai which is relevant since it’s expected to be marketed in nations where those vehicles are either not on sale at all or placed at the higher end of the market.

Appearance:

The appearance is a unique mix of Juke styling ideas – including a unique hump around the rear wheel camber and the curvy tail-lights – with Nissan’s current family face. There are parts of the Sway thought (and therefore the future next-gen Micra) around the headlights and front grille, too.

It’s a fine work, in particular, notably with the floating roof formed by a blacked-out C-pillar that’s also available in different colors. The Ford Ecosport – a plausible competitor seems old-fashioned by association.

One thing’s for certain, the C4 Cactus is a vehicle that includes the Citroen brand’s quirky history, and its dimensions are unlike anything else on the street: Increased suspension, a low roof, long wheelbase, and rounded trunk provide it a shape that comes around between a crossover and a hatchback.

The front end needs some influence from the C3, with high-set LED running lights blended into the outside corners of the front grille, while the central headlamp systems remain just below. Further back, the curvy wheel arches emphasize synthetic extensions, and behind this, the sides of the vehicle include one of its huge talking points – the Airbump panels.

Facelift:

On the facelifted model, these have passed from their former prime spot, beyond the center of the doors, to their lower edges. While not as remarkable – or as squidgy – as before, they still give helpful protection from possible vehicle park dings and paint scrapes.

While the new Airbumps aren’t allowed in the very variety of colors as the old ones, on top-spec Talent models they’re available with a variety of colored highlights which split up the great swage of black synthetic. The Airbumps have passed at the rear, too, which performs it seems a small bit plainer than before. 

Those C-pillars seem thick from the surface, although they don’t spoil over-the-shoulder clarity. A kind of shade is on presentation, with customers capable to personalize their vehicles to a reasonable amount. You can go for a subdued color or a lively ending to show off the Citroen’s unique design details and, in particular, the brighter the better, as it pulls out the C4 Cactus’s beautiful design and different sections.

Inside, the dashboard is a fine mix of existing Nissan components and switches; there’s a little color display between the speedometer and rev-counter that can tell everything from trip network information to sat-nav directions if navigation is provided. Top-spec models succeed this set-up with a seven-inch TFT display beside a single speedo dial – and they also change the radio in the band for a primary color screen. The finish – especially in the fields you touch – is better than a Juke’s.

Space:

There’s a fair quantity of space over the front cabin, and while you remain high in the rear, anyone up to about six feet tall should be pleased enough. The boot volume is 383 liters; Nissan claims that this is mighty for the class, and it seems a helpful shape, with only a short step to lift things over. There are hooks at either side able of carrying 3.3kg each.

On the face of it, the Kicks doesn’t seem especially cheap, but the country’s complicated laws on imported vehicle costs and engine size tax suggest that Nissan’s present should be in the very ballpark as competitors. On that basis, it’s simple to see how it could end up on quite a few new vehicles shortlists.

Inside, the C4 Cactus gains influence from the upmarket DS series and highlights a stylish design that has a premium feel. There are asymmetric air vents on the middle console, a top-opening glovebox, baggage handle-inspired door draws, a seven-inch touchscreen, and a smart-looking elongated read-out ahead of the driver.

The seats are excellent, and the driving environment is faint so the C4 Cactus doesn’t seem as tall from behind the wheel as the suspension implies. In the back, Citroen has abandoned the single-piece folding rear seat of the more initial vehicles and followed it with split-folding, while the touchscreens that control the heating, infotainment, and other vehicle purposes involve the interior seems far from basic.

Other Information:

Some of the substitutes worked lower down in the cabin seem cheap, but everything you touch often – steering wheel, gear lever, and door pulls, for example – has a high-quality texture. You get all the essentials, too, such as climate control, Bluetooth connectivity, and a DAB radio.

All C4 Cactus models highlight a seven-inch touchscreen, which connects all secondary control purposes for the radio and climate control in one location. It’s not the best system on the business, with somewhat slower acknowledgment times, and the necessity to change away from the nav or media cards just to tweak the climate control can become tiresome. The graphics seem bright and colorful, though.

Only one engine is being given at launch – 1.6-liter petrol delivering 113bhp and 152Nm of torque. Indeed it incorporates an inbuilt heating system which involves drivers no longer have to combine petrol to a sub-tank for cold starts.

The Kicks receives a CVT transmission – called Xtronic, in Nissan-speak – but Latin American cars will also be given with a five-speed manual gearbox. Despite the rough quality of the streets in many of the areas where the Kicks will be marketed, it’s front-wheel-drive only.

Highlights:

The Kicks begins with a few exceptional technical highlights designed to cope with the imperfect trials in developing markets. Of special note are Active Trace Control. Which utilizes the brakes mid-corner to hold the vehicle online. And Active Ride Control, which utilizes the brakes quickly when the vehicle hits a large bump. To iron out the car’s return without a high active damper system being implemented.

While the C4 Cactus was once given with a generous collection of engines, the powertrain line-up now consists of 1.2-liter PureTech petrol with 108bhp and a 1.5-liter BlueHDi diesel with 99bhp. In conclusion, neither engine is teeming with power, though the car’s level curb weight does at most limited allow consistent performance. Citroen deserves a 0-62mph time of 10 seconds extended for the diesel C4 Cactus and values a somewhat faster time of 9.3 seconds for the petrol variant.

At one point, the C4 Cactus was given with a six-speed automatic gearbox. Nevertheless, it has now been phased out, willing the six-speed manual as the only possible gearbox continuously the car’s production run ends.

Manual:

The manual gearbox was a let-down in more initial Cactus models, but the 2018 facelift has produced a remarkable change. It’s still not the most patient shifting vehicle, but much of the old car’s awkward, vague feeling has gone.

The ratios, still, rest pretty broadly spaced. So you have to do quite a lot of forwarding thinking. To evade getting yourself in the wrong things at the wrong time. This can get some solid work from the engines. Which in the diesel model appears in a somewhat obnoxious gruff sound. Yet, the C4 Cactus has excellent brakes, and stops well – again, supported by the Citroen’s low weight.