► Citroen C5 Aircross gets new 48V full hybrid set-up
► Updated styling and tech with facelift
► Full driving impressions of the new Hybrid 136
Following hot on the heels of its 2022 facelift, and some PHEV updates in 2023, the Citroen C5 Aircross range is further augmented by the Hybrid 136. It doesn’t take a genius to work out it’s a hybrid, but this one’s clever, and a bit of a departure for Citroen.
The C5 Aircross Hybrid 136 has an updated version of the 1.2-litre, three-cylinder PureTech petrol engine that’s used widely among Stellantis products. Here, it produces 134bhp and 170lb ft – healthy outputs for an engine of this size but only marginal gains over the non-hybrid Puretech. More significant, though, are the gains in fuel economy and efficiency.
Major C5 Aircross rivals include the Nissan Qashqai and Kia Sportage that are also available with hybrid power, and the Skoda Karoq which currently isn’t. Citroen’s continued USP in this crowded market sector is its cushy primary ride and low overall noise levels – does the Hybrid 136 bring anything new to the party?
Petrol, hybrid and diesel (!) options
The Hybrid 136 features 48V hybrid technology with a 28hp electric motor and new six-speed dual-clutch transmission (called e-DSC6) alongside the updated 1.2 ‘triple’. It emits 129g/km of CO2, which is 12% less than the diesel and 15% lower than the 128bhp Puretech.
It’s solidly more economical than the Puretech, as well. Citroen says it delivers a 15% improvement, with a claimed combined WLTP economy figure of 53mpg. The question is whether that’s good enough to encourage people out of their diesels. Performance is respectable enough, completing the 0-62mph dash in 10.2sec with a maximum speed of 124mph.
The cheapest engine choice remains the familiar 1.2-litre Puretech, which is coupled to a six-speed manual gearbox. It develops 128bhp and 170Ib ft which translates to similar performance figures as the Hybrid 136 – mid-10sec to 62mph and a maximum speed of 121mph. Average fuel economy is 47mpg, with CO2 emissions of 140g/km.
Unusually in this day and age, you can get the C5 Aircross with a 1.5-litre BlueHDI diesel engine. 53mpg and 144g/km are on-the-money for this kind of car, though it’s no rocket ship. 128bhp and 221lb/ft of torque – fed through an eight-speed automatic gearbox – equates to 0-62mph in 10.6sec and 117mph flat-out.
Finally, it’s the plug-in hybrid that predictably promises the cheapest running costs, assuming you keep its battery topped up. It’s also the fastest version. The 1.6-litre turbocharged petrol engine and 80kW electric motor produce a combined 222hp, dropping the 0-62mph time to 8.7sec and upping top speed to 140mph. An eight-speed auto ‘box is fitted and, like the rest of the C5 Aircross range, it’s front-wheel-drive. Up to 220mpg is possible, with CO2 emissions as low as 29g/km. Citroen claims EV range of 36 miles.
What’s it like to drive?
The Hybrid 136 puts in a game performance. It fires up noisily, but the electric motor kicks in early and, in town, you’ll find yourself silently pulled along by it far more than expected. Citroen claims that, with careful driving, it runs in zero-emissions mode around 50% of the time in town, and our experience backs up that claim.
You can feel the electric motor kick in when you hoof the throttle, making up for the ICE’s shortfall in mid-range power. It shuffles between power sources unobtrusively enough, though not to the level Honda and Toyota achieve. The bigger issue is that the engine becomes rough and vibratory under hard acceleration. And the gearbox will not change down during regen braking, which can make for a lethargic corner exit.
Otherwise, the Hybrid 136 is at its best on quick A-roads and motorways, where it’s very quiet and relaxed. The steering is light, as you’d expect in a Citroen, and the brakes are solid with no discernible difference in feel between regen and disc-to-pad contact.
As for refinement, the more expensive PHEV version can be a little boomy when pushed, and that never fully fades into the background at a cruise. Wind and road noise are well contained, especially in the PHEV which gets laminated front side windows, making it a great cruiser.
The Puretech petrol can be quite buzzy and the diesel is predictably gruff. But neither is objectionably so.
The C5 Aircross’s ride plays perfectly into its relaxed feel. It has Citroen’s Advanced Comfort Suspension system, which uses two bump stops per suspension unit – one at the top and one at the bottom. This allows a softer spring to be used to the benefit of comfort.
When the suspension reaches the limit of its travel, the bump stops absorb the shock and smooth out vibrations rather than simply stopping the suspension components clattering into each other. The ride is generally very smooth and comfortable, though there’s a grittiness on particularly rough surfaces and the body gently moves about on bumpy surfaces – parents might have to be on car sickness watch.
Still, for a family SUV that can cost a lot less than £30,000, The C5 Aircross’s ride is excellent. And it certainly deals with a typical ruined urban roadscape better than its rivals.
As for corners? Well, the C5 Aircross gets round them without any real protest, but it’s clearly not set up as a B-road blaster. The steering is accurate but lifeless, there’s surprisingly little bodyroll, the front end washes wide if you’re overambitious, the ESC can be overprotective. You definitely need to switch off the lane-keeping assist, as well – mercifully, there’s a proper button to do so. Ultimately, the car’s much happier if you match its relaxed attitude.
What’s it like inside?
The interior of the C5 Aircross splits the difference between the decidedly dour Volkswagen Tiguan and the overwrought DS 7. It’s interesting and plush without being gimmicky.
Up front, all versions get Citroen’s supremely well shaped and cushioned Advanced Comfort memory foam seats. They’re like lovely, comfy armchairs that you sink into. They offer virtually no lateral support, but you never feel like you’re going to fall out of them.
In the back, there are three individual, adult-size seats that slide back and forth and recline. They can be folded down individually, too. Of particular note for parents, all models come with three ISOFIX child seat mountings on the front passenger seat and outer rear seats.
Boot space is generous for the class – at least 580 litres and as much as 720 litres with the back seats moved all the way forwards. Drop them down and there’s 1630 litres. The plug-in hybrid system takes up 120 litres of boot space and litreage reduces commensurately in those models.
An opening panoramic sunroof is fitted to top spec models and available as an option on others. It brightens the interior considerably but eats into rear headroom. It’s the difference between a six-footer being comfortable and not.
The infotainment system is adequate if a little slow to respond compared with the best of the opposition. Menu navigation isn’t entirely intuitive, but you soon become familiar. The haptic buttons on the dashboard are more responsive than the touchscreen and we wouldn’t bother with the voice commands.
Verdict
Take the Hybrid 136 on face value, and its limited performance gains over the Puretech 130 might make it seem like poor value. But the improved fuel consumption, lower emissions and quieter urban driving experience make it a more rewarding ownership proposition. And it makes the BlueHDI diesel a bit of an irrelevance these days, unless you really need the potential for 700-plus miles of range.
In all its flavours, the Citroen C5 Aircross is one of the most comfortable SUVs in its class and provides generous passenger and boot space. It’s not remotely sporty, but there’s pleasure to be had in its smooth and relaxing driving experience. And we shouldn’t overlook that prices start at less than £25,000, which is exceptional value.
Although it’s pricier and smaller of boot, the PHEV is still the one we’d have. Improved refinement and performance, especially in electric mode, better ride and the promise of mega MPG if you regularly charge make it worth the additional initial outlay in our book.