Citroën C5 Aircross review

Inside the Citroën C5 Aircross

Slipping into a Citroën is always entertaining these days as they are not built to follow the herd. So, like its sisters, the front fascia of the C5 Aircross boasts a horizontal top wide enough to put your dinner plate on, held up by a generous centre console atop which the eight-inch infotainment screen sits, framed by funky-shaped air vents.

Funky is the word, rather than attractive – the front of the cockpit does not have a stylish flow to it like on some rivals, but it is oddly appealing in a different sort of way.

One major plus is the ‘Virtual Cockpit’ digital instrument panel which we first saw on cars from sister brand Peugeot. We like the versatility of this, the ability to set up the screen to one’s own preferences, and it’s standard on all cars.

Remember we were talking about space, and versatility. Well the C5 Aircross is pretty roomy in front and rear, while the boot space is a massive 720 litres! Well, sort of. This is what you can have if you slide the rear seats forward by the maximum 15cm available.

With the seats right back there are 580 litres. This is still more than the rival Kia Sportage and a whole 150 more than the segment-defining Nissan Qashqai. Citroën says that the C5 Aircross will take a whole extra suitcase more than the previous C5 Spacetourer, and that was an MPV.

Versatility? There are two positions for the boot floor, while the rear boasts individual rear seats. All three do that sliding thing, fold flat and boast headrests with five reclining positions. And there are a host of clever little storage areas dotted about the car for one’s knick-knacks. It’s all rather impressive.

Driving the Citroën C5 Aircross

The petrol engine line-up for the C5 Aircross ranges across units with 130hp and 180hp, the former only available with a six-speed manual gearbox and the latter only with the eight-speed auto.

Those going for entry-level Feel trim can only have the 130hp petrol or a diesel with the same power, this on offer with both manual or auto transmission. Finally, and keeping things nice and symmetrical, there is a 180hp diesel, again with auto shifting only.

On the launch event, The Car Expert was able to try the 180 petrol and the 130 diesel, the latter in manual form.

Comparing the two drives really highlighted the appeal of the automatic transmission on a test route mostly using the perennially traffic-choked roads west of London – the auto was smooth, unfussed and slick in operation. It’s rather better than the manual gearbox, which has a long throw and is a bit woolly in operation.

The engines proved well up to the task in hand, which was no surprise as these are already familiar units from the PSA Group model range. The 180hp petrol with its auto shifting was appealing as the power option, and compared to engines of similar pace from rival brands offers impressive economy and emissions figures. While we haven’t driven the car with the 130hp petrol engine, the difference in economy is not really enough to make the entry unit an obvious buy.

There’s still a lot to be said for the diesel. Citroën can’t quote economy figures for it yet but the 20 grams-plus CO₂ saving will appeal to fleet buyers, particularly alongside residual value rates for the car that claim to blow the opposition into the weeds.

Meanwhile if one is really looking at emissions saving, then patience is in order – this time next year the C5 Aircross will offer a plug-in hybrid version.

Even with just 130hp, the diesel is a good engine. It matches its petrol sibling for pace and has impressive torquey delivery of its power, without losing any refinement.

On the road, the C5 Aircross is as assured as one might expect given all Citroën’s pronouncements of ‘advanced comfort’. In fact, comfort is the watchword – this is not a car for enthusiastic traversing of a fast, twisty B-road. “No no, you are supposed to be relaxed driving this car, eating up the motorway miles, not playing at being a rally driver…”

Meanwhile, those ‘progressive hydraulic cushions’ on the damps have a slightly odd effect when one hits less than great road surfaces (of which the south-east has plenty).

The effect of jarring potholes is not completely removed from the cabin, but they are sort of muffled. You will still feel the biggest bumps, but it’s a long way from the sometimes nausea-inducing bouncy progress Citroëns used to produce in early hydraulic suspension days.

One of the sillier aspects of the SUV revolution is that while all models in the segment look like 4x4s, very few are, and the C5 Aircross is no different, being offered in front-wheel-drive form only.

However, this model does beat rivals with the availability of a traction control system, Grip Control. This won’t allow the C5 Aircross to go charging up a rocky mountain trail like no typical SUV owner will want to. But it will pull the car out of an icy drive or negotiate a mud-strewn winter road, without the complexity, cost or weight of a four-wheel-drive transmission. And it comes with five terrain settings and hill-descent assist.

Summary

Brands that very much go their own way can often end up in a damaging cul-de-sac but Citroën’s style-led reinvention has worked well, and the C5 Aircross provides an effective climax to the range.

This SUV’s looks, outside and in, will turn some prospective buyers away, while attracting others. But all will agree that in terms of function this newcomer is right up with the best in its overcrowded segment and very much worth checking out.

Good points

• Stylish, distinctive looks
• Versatile interior
• Strong safety package

Bad points

• Visuals will divide viewers
• Not the greatest manual transmission
• Chassis slightly too comfort-biased over handling

Key specifications