► PHEV makes 53-mile of e-range
► All versions get a 651-litre boot
► Mild hybrid is the pick of the range
It doesn’t seem that long since the original Citroen C5 Aircross was launched so memorably in Morocco – but that car with its soft suspension and roly-poly cornering, capable of cresting the Atlas Mountains without breaking a sweat has gone to meet its maker to be replaced by a sharper, more focused, tech-laden replacement. As before, it shares its oily bits with Peugeot, Vauxhall and DS, but Citroen being Citroen, its prime focus its value and comfort, not impressing the neighbours.
And that might explain why the entry-level version of this family SUV comes in at less than £30k, and isn’t lacking on the equipment front. For one, you won’t find a single unelectrified powertrain in the Citroen C5 Aircross range. Gone is the base turbo petrol and so long diesel, you’ve now got the choice of a not-so-mild hybrid that’ll run for a few hundred yards on electric alone, or an updated plug-in hybrid that’ll do up to 53 miles on a charge according to the WLTP.
Changes over the old C5 Aircross go much further than the engines, with the C5 moving to the STLA Medium architecture from parent Stellantis. Citroen has taken the opportunity to lengthen wheelbase and move the plug-in’s battery underneath the floor like the e-C5 Aircross‘s to avoid any boot space penalty. That’s good to know in something that’s so family friendly.
It’s a more spacious choice than its plusher platform mate the Peugeot 3008, and makes the versatile Skoda Karoq look rather long in the tooth. Can the C5 Aircross topple the ever-popular Kia Sportage and Nissan Qashqai, and – pertinently – the freakishly popular Jaecoo 7? We’ve driven the plug-in and mild hybrid versions to find out. Check out our how we test page to see how we come to our verdicts.
At a glance
Pros: cheaper than many rivals, large boot, good rear legroom, decent PHEV range
Cons: unrefined PHEV system, pattery ride, slow infotainment
What’s new?
STLA Medium, that’s what. Rather than separate ICE and EV platforms, Stellantis has gone the way of BMW and made one that’ll do everything. That means engineering it to accept a big battery pack beneath the cabin floor, so increasing the size of the PHEV battery is easy and it won’t have any impact on boot space.
Overall length is up over 16cm compared with the old C5 Aircross, and it makes the new car one of the larger SUVs in its segment. A renewed focus on aero helps EV range and also CO2 figures whilst improving on the odd proportions and dumpy look of the old car. You’d be hard pushed to tell electric and hybrid models apart save for the odd badge.
Citroen sadly didn’t get the message about buttons making a comeback, with most functions now taken care of by a 13.0-inch ‘waterfall’ touchsreen that does at least keep temperature controls and the bottom of the screen and maps near the top. Soft-touch plastics are nowhere to be found, although the hard stuff looks higher quality than what you’d get in a Dacia. Instead, a thickly padded fabric strip lifts the interior.
What are the specs?
Things kick off with the now familiar turbocharged 1.2-litre three-cylinder mild hybrid system now tweaked to 143bhp. Unlike most mHEVs, it can power the C5 Aircross on electricity alone, albeit under very light throttle loads and for not very long. The 11.2 second 0-62mph times suggests acceleration will be leisurely, but in reality, it feels perfectly capable of keeping up with the cut-and-thrust, with admirable refinement when rolling.
Your only other option apart from full electric is the plug-in hybrid. This pairs a 148bhp 1.6-litre turbocharged four-cylinder engine with a 123bhp electric motor. Don’t get too excited, combined they only produce 193bhp, with the 53-mile electric only range courtesy of a 21kWh battery pack. That’s some way behind the Volkswagen Tiguan and Cupra Terramar PHEVs, but then the Citroen is considerably cheaper.
You can’t rapid charge the C5 Aircross PHEV unlike some rivals, but given the cost it seems a bit pointless. Besides, it’ll charge at 7.4kW for a charge time of just under three hours.
What’s it like to drive?
Starting with the plug-in hybrid C5 Aircross, it’s quite obvious that the all-electric e-C5 Aircross is the one to go for if your lifestyle can extend to a full EV. Where the Long Range e-C5 dealt with surface imperfections well, the PHEV tended to patter more over roughly finished roads and felt stiffer overall.
This is still a softly sprung car that deals with crests and compressions in a gentle manner and leans noticeably in bends, though. Steering weight and feel is better than in the e-C5 but the PHEV’s lower kerbweight doesn’t translate to a lot more dynamism. Grip and stability are good, but it just doesn’t feel to change direction or like it wants to be hustled.
It’s not like the powertrain is particularly eager, either. Electric mode isn’t the issue as there’s enough pace to keep up with the flow of traffic and it’s smooth. The problem is the petrol engine is just so coarse in comparison and the changeover between power sources isn’t particularly skilful. Volkswagen Group PHEV systems have far quieter engines and the whole system feels a lot more polished.
Citroen’s accountants might not like hearing this, but the one to have is definitely the mild- hybrid. Somehow, this three-cylinder engine is smoother than the four-cylinder plug-in hybrid’s engine and power source transitions are far less jolting based on our experiences in mixed urban and country driving. A quick spurt up the motorway revealed a willing motor that loves to be revved, so although that on-paper lethargy doesn’t translate on the road. One-up, anyway. It might be a different story five-up, flogging uphill.
What’s it like inside?
Inevitably, you won’t find many physical buttons and switches in the new Aircross’s interior with most functions controlled by the touchscreen. Thankfully there are permanent icons at the bottom of the screen for the temperature controls, and shortcuts below the screen for key functions. Even so, many manufacturers such as Renault have more user-friendly interiors.
We also found the touchscreen to be sluggish to respond to commands at times, making for a sometimes-frustrating experience. It’s a shame as the graphics look good and the menus are easy enough to fathom. Switching to Android Auto kills the lag though, and it becomes a large screen to mirror your phone’s best features.
Soft-touch plastics are nowhere to be found inside, with a thick band of deeply padded fabric on the doors and dash used to lift the interior instead. It looks and feels plush, providing a squishy armrest and relaxed, living room feel in conjunction with the soft, comfortable seats. Plenty of rivals undoubtedly feel more upmarket inside, but the C5 still feels like a pleasant, modern, place to be.
All versions of the C5 Aircross get a 651-litre boot that’s a practical shape with not too much of a loading lip. A flexible 40/20/40 split folding rear bench is handy, as are the numerous cubbies up front. The growth spurt also provides plentiful head and legroom in the back. Four six footers will fit with room to spare.
Before you buy
Entry-level You! Hybrid costs a smidge over £30k and provides a few niceties. You still get the big 13.0-inch screen, dual-zone climate control, rear parking sensors and 19-inch wheels. Plus brings customisable ambient lighting, a rear camera, front parking sensors, an auto-dimming rear-view mirror and folding outside mirrors.
Max sits at the top of the range and gives you a surround camera, head-up display, semi-autonomous driving and aluminium pedals. An opening panoramic roof and 20-inch wheels are on the options list. The range as a whole is on the cheaper end of the family SUV scale, if not bargain-basement Bigster. Pay more for punchier engines and plusher interiors in rivals such as the Kia Sportage and Volkswagen Tiguan.
Verdict
There’s a lot to like about the C5 Aircross, and the pick of the range is the entry-level model, which has a willing honesty that makes it a very endearing choice. It’s proof positive that Stellantis is more than capable of taking the fight to the Chinese newcomers by offering a well-developed, tech-packed product for an eyebrow raising price.
Yes, the Hybrid version isn’t exactly quick, but it’s economical, smooth and offers enough refinement for drivers who spend their day on the motorway. Unfortunately, the plug-in hybrid is not so easy to recommend, as it’s not particularly refined and still lags behind the performance and e-range of the class best.
You get a lot of car for the money, with a big boot and lots of space in the back for passengers, too. However, an e-C5 Aircross is comfier, just as spacious, more refined, feels stronger and still has a decent range, and when compared with the plug-in hybrid’s extra cost, it’s a no-brainer to go that way if you can plug in a charge point at home.