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Citroen's C5 Aircross has always been a value-based mid-sized family SUV with a focus on comfort. Well this second generation version also has a rather more assertive personality, plus a much nicer, more sophisticated cabin - and the option of a full-EV drivetrain for the first time.
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Detailed ratings
Medium-Sized Family Hatch-Based SUVs
Background
Citroen urgently needs a change of direction in a market where it's now routinely being out-sold by far smaller brands. And lately, it's been getting it, with a fresh emphasis on value and a new angular design approach that's particularly evident with the model we look at here, the second generation C5 Aircross.
This car's predecessor, introduced in 2018 then significantly updated in 2022, was a strong seller for Citroen, mainly because it focused on one of the company's defining brand virtues - comfort. But time moves on and in recent years, the C5 Aircross was becoming increasingly over-looked in its segment, with its value territory invaded by new models like Dacia's Bigster.
Hence the need for this larger, more advanced model which shares the STLA Medium platform used in its four Stellantis Group cousins, the Vauxhall Grandland, the Peugeot 3008, the Jeep Compass and the DS No7. That in turn has allowed the C5 Aircross to also offer an EV version for the first time. Let's take a closer look.
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Range data
| Min | Max |
| Price | 30495 | 38855 |
| Insurance group 1-50 | 18 | 29 |
| CO2 (g/km) | 122 | 62 |
| Max Speed (mph) | 125 | 140 |
| 0-62 mph (s) | 11.2 | 8.7 |
| Electric WLTP-Rated Driving Range (miles) | 322 | 322 |
| Min | Max |
| Combined Mpg | 53.3 | 53.3 |
| Length (mm) | 4652 | 4652 |
| Width (mm) | 1902 | 1902 |
| Height (mm) | 1660 | 1660 |
| Boot Capacity (l) | 565 | 565 |
| Power (hp) | 145 | 230 |
Driving experience
The combustion engine range looks pretty familiar, still purely based around front wheel drive and auto transmission. There's no longer a diesel option, things kicking off instead with a 48V Hybrid model now offering 145hp from its 1.2-litre three cylinder unit, which drives via a six-speed dual clutch gearbox. The alternative is a Plug-in Hybrid, which uses a 1.6-litre four cylinder unit now mated to a 21kWh battery, with drive via a seven-speed dual clutch auto transmission. Citroen quotes a PHEV model EV range figure of 53 miles. There are three PHEV drive modes - Hybrid, Electric and Sport.
What's completely new is the concept of an all-electric C5 Aircross. There are two versions, the more affordable one using a 73kWh (usable) capacity battery energised by a 213hp motor and capable of up to 322 miles of range. The alternative is the 97kWh battery 'Long range' variant, which has a 230hp motor and offers a range of up to 421 miles.
As before, Citroen describes the experience you still get here as 'travelling Premier Class', but what exactly, does that mean? Something significant surely, given that one of this car's main selling points is a unique 'Progressive Hydraulic Cushion' suspension system. The name of this model might suggest this to be an air-sprung set-up, while the current trend might suggest it to be driver-adaptive. Neither of these solutions though, fits with the approach Citroen must take at this price point. The company lost money building too much damping complexity into its affordable cars in the '60's and '70's and in developing this SUV, it wasn't about to make the same mistake again. So what we've got here instead is an ordinary everyday spring-and-damper set-up that's been re-imagined in a rather clever way.
In ordinary cars, such a system usually works with rubber bumps stops that the suspension coil crashes against over bumps at the top and bottom of wheel travel. The 'Progressive Hydraulic Cushions' set-up replaces these stops with hydraulic dampers. These cushion those impacts over things like speed humps and tarmac tears and allow the fitment of softer springs and dampers, producing the exemplary ride quality that Citroen claims this car can deliver.
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Design and build
This is a very different kind of C5 Aircross, all angular and techy - in contrast to the curvy original. The switch to a more advanced 'STLA Medium' platform has allowed it to become quite a lot bigger too, the 4,652mm length being 152mm longer than before. It's also much more aerodynamic than the original design, aided by a groove above the rear wheel arch that funnels air along the side through so-called 'light wings' - a couple of narrow rear light strips that protrude from the body.
But there's still 200mm of ground clearance. And big wheel sizes up to 20-inches. Unusually, it's the rear that makes the biggest style statement. Instead of the light bar now fashionable in this class, the interesting graphic is made up of three red horizontal strakes linked by a black gloss panel.
It's equally striking inside, with the first thing you'll notice being this smart central 13-inch 'waterfall' touchscreen. Surrounding it in the horizontally-themed cabin are the brand's usual selection of quirky touches; the curiously-shaped flat-bottomed wheel, little chevrons inset into the shiny black-finished upper centre console, 'floating' switch panels on the doors and the way the ends of the fascia top angle out at each corner.
The overall ambiance is all a lot nicer than anything Citroen's previously brought us, particularly if you've stretched to top spec with all the options boxes ticked - as here. In the fully tinselled-up form we tried, you really start to get what Citroen's tried to create here - what it calls a 'C-Zen Lounge' where 'occupants are seated as if in a living room'. With front seats shaped to 'wrap around you like a shawl'. There's a digital instrument cluster screen of course, this one 10-inches in size, with formats (that include full-screen mapping) controlled by pressing the end of the left hand wheel stalk.
In the back, the big disappointment is the lack of the previous model's individual sliding seats. There's just a fixed bench, but you will have more room to move about, with 51mm more knee space and 68mm more head room than before. Plus the backrest can be reclined between 21 and 33-degrees, 'adding to the sensation of travelling first class'. The boot is generously-sized, now 565-litres, with a 75-litre space beneath the floor. There are no catches to fold the rear bench but with everything flat, up to 1,668-litres of space is available.
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Market and model
Expect a starting price for this second generation C5 Aircross of around £30,500 (in 48V Hybrid form). The base 73kWh 'Comfort Range' e-C5 Aircross EV model costs around £32,000, once you've deducted the available £1,500 government grant. But we can't really see why you'd choose that entry-level electric variant given that the bigger-battery 97kWh e-C5 Aircross 'Long Range' model costs much the same, thanks to the fact that it qualifies for a higher £3,750 level of grant.
Across the line-up, there are the usual 'You!', 'Plus' and 'Max' trim levels, with the latter necessary on the EV if you don't want to have to pay extra for a heat pump to maintain range in cold weather. The EV can also be upgraded to include a 22kW onboard charger. And can come with vehicle-to-load charging so that you can power external devices from the car's drive battery - like laptops and lights. If you want the PHEV version, you have to have top 'MAX' trim, which means you'll be paying around £39,000.
Despite the value pricing, equipment levels are strong. Base 'You!'-spec includes 18-inch alloy wheels, LED headlights with High Beam Assist, a 13-inch touchscreen with 3D navigation, a wireless smartphone charger, adaptive cruise control and an 'Urban Grey' interior with Sofa fabric. Mid-range 'Plus'-spec includes a 'Metropolitan Blue' interior with premium fabrics, ambient lighting, dark-tinted windows, proximity keyless entry, front parking sensors and a 180-degree reversing camera. Top 'Max' trim adds a 'Hype Blue' interior with premium materials, an extended head-up display, heat for the front seats and steering wheel, a hands-free electric tailgate and the brand's 'Drive Assist Pack 2.0' with semi-autonomous features.
That 'Drive Assist 2.0' pack includes extended blind spot detection (scanning up to 75-metres behind the car) and a lane-change system that allows semi-automated motorway lane changes above 43mph with a press of a steering wheel button. There's also a 'VisioPark 360' camera system offering a whole range of manoeuvring views.
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Cost of ownership
With the base 48V Hybrid model, you can expect up to 53.3mpg on the combined cycle - and a CO2 return of up to 122g/km. Impressive engine technology also plays its part in this strong efficiency showing. The Hybrid system can drive the car in town for short periods (or when doing parking manoeuvres) on battery power only. A digital display shows information on battery charge level, energy flow and a tachometer to show when the car is running 100% on electric power. To do better, you'll need the Plug-in Hybrid version which has an EV range figure of 53 miles if you keep it fully charged. It has a 62g/km CO2 figure. Equipped with a 7.4kW single-phase onboard charger, the battery can be fully recharged in just 2 hours and 55 minutes using a 7.4kW AC charger.
Want to go full-electric? The e-C5 Aircross DC charges at up to 160kW, regardless of your choice between the 73kWh or the 97kWh battery. That means a 10-80% DC charging speed of 27 minutes - the class norm. At home using a typical 7.4kW wallbox, the 'Comfort Range' 73kWh model AC charges from 20-80% in 6 hours and 45 minutes - or 12 hours for a full charge. With an 11kW wallbox, the 'Comfort Range' version could complete a 20-80% charge in 4 hours 30 minutes. The bigger battery 97kWh e-C5 Aircross 'Long Range' model AC charges from a 7.4kW wallbox from 20-80% in 8 hours and 55 minutes - or 15 and a half hours for a full charge. With an 11kW wallbox, the 'Long Range' version could complete a 20-80% charge in 6 hours 30 minutes. E-C5 Aircross customers can pay extra to allow for 22kW charging.
All versions of this model will be covered by the brand's usual unremarkable three year/60,000 mile warranty. Citroen wants to emphasise this second generation model's eco-credentials. Some of the plastics used in the doors and centre console are partly made from harvested burgundy vines that would otherwise be burnt. And around 160kg of this model's metal parts are recycled, while 47kg of the car's plastic comes from environmentally-friendly sources. Recycled fabric is used for the seats and there's no real leather upholstery option.
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Summary
The original C5 Aircross sold on comfort, space and value. This MK2 version remains comfortable and spacious, keeping its value emphasis. But ramps up style and technology quite a lot; there's now far more of a 'want one' factor. You might have felt a bit frumpy parking the MK1 model at the gym, but there are no such issues with this, its successor. You'd have to seriously consider it if you were looking at the other mainstream Stellantis Group alternatives in this segment - the Vauxhall Grandland, the Peugeot 3008 or the Jeep Compass - because it has all the same engineering and is significantly better value.
Not everything is great of course. We'd have sacrificed quite a lot of this MK2 model's trendiness to keep the previous version's individual rear seats and sliding bench. And, as before, this Citroen won't suit those who prioritise press-on driving dynamics. If you can live with those two caveats though, there's lots to like here and this car stands out as a result. As it very much needs to.
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