The phrase ‘clean airspace’ is an aeronautical term that essentially means having nothing close or impending around you, however, when it comes to Citroen it perfectly sums up the refreshed and upgraded C5 Aircross, especially the new PHEV model. Here in NZ, Citroen has launched the new C5 Aircross with two powertrains, a petrol only and a PHEV, and I got to test out both.
In fairness, the new C5 Aircross is more of a makeover than a whole new model so in terms of its size and its ‘bones’, it remains the same as before. However, that doesn’t mean that the design team hasn’t been able to work their magic and the engineers have been busy too.
When it comes to design the new C5 has adopted the brand’s new language, so the nose is more vertical and more in tune with the new C4. The chevrons are more spaced out with a piano key styling that extends out across the grille and out to the 3D look V-type headlights, and the front vents come in a personalisable coloured frame.
Of particular note for the new C5 Aircross’s profile are the 19-inch feet, raised roof rails and just like the vents on the nose, the airbump inserts can be colour-coded too. Plus, the PHEV comes with a valuable hybrid badge on the front wings. The rear boasts a roofline spoiler, 3D taillights, revised Citroen logo and a kicker tailgate that gives you access to a massive 580L of seats-up luggage space.
As I said, there are two powertrains on offer for the new C5 Aircross, the more traditional petrol-only 1.6L PureTech 180 (133kW/250Nm) that takes you from 0-100km/h in 8.2 seconds, consumes fuel at 6.3L/100km and produces CO2 emissions of 144g/km (which qualifies for a shade over $1,200 rebate).
Then there’s the PHEV, it too comes with a 1.6L PureTech 180, however, it also has an 81kW electric motor in support, so combined it offers 165kW and 360Nm. Oddly enough, its 0-100km/h is margainly slower (8.7 seconds- but feels quicker), but for those keen on lower fuel usage and lower emissions, the PHEV numbers are 1L/100km and 19g/km respectively (and qualifies for $5,750 rebate). On top of this, the PHEV has a 13.2kWh battery which when fully charged (about 2 hours on a 7.4kW wall charger) is good for 47km of emissions-free, clean air driving.
Whichever C5 model you go for, comfort is obviously at the core and fittingly the new model comes with even softer seats (how is that even possible?) that are leather and leather-effect finished with contrast blue stitching. The cabin itself has a very modern French look with a unique luggage-style dash and minimal use of buttons and dials, even access to the 8-speed auto is via a discrete gear nub that’s shared with other Stellantis products.
Instrumentation is delivered via a 12.3-inch digital panel that although can be configured to show the data of your choosing, it’s rather unique in its appearance and yet very easy to read.
The infotainment comes via a 10-inch touchscreen. Smartphone (Apple and Android) interaction is simple and the 6-speaker stereo is powerful enough to satisfy most. Apps include all the expected modern stuff with the likes of 180-degree cameras and loaded with safety both passive and active.
Switch on for both the new C5 Aircross’s (or is that Aircrossi) is a one button push and in true Citroen style, both take a beat to spark into like, with the PHEV being immediately silent whereas the ICE comes with a traditional hum. To be honest, the differences between the two review models continue from there.
Both the review cars came with Citroen’s PHC (Progressive Hydraulic Cushion) suspension and so are ultimately both comfortable on the road, however, the PHEV appears more stoic – I assume that’s because it’s around 300kgs heavier. I want to emphasise here that neither feel sluggish but the PHEV just has a more substantialness about the way it adheres to the road.
Visibility virtually all round is good, just the rear seat headrests impending a little through the rear screen and the feedback through the steering wheel is involved, the big surprise is the turning circle, it’s really quite tight for the size of the SUV. Plus the NVH seems to be upped too, meaning that the outside noises don’t venture into your cabin ‘happy space’.
Again with a focus on the PHEV, the kinetic (or braking) recharge is a simple case of pushing the B button by the gear nub, it works well but I would have preferred to have a multi-level options, rather than kind of on or off (and maybe easier to find – but I’m just being picky).
To the left of the AC controls on the PHEV is a small lightning bolt button which is (of course) a shortcut to the EV data that’s broadcasted onto the infotainment screen. A quick push of that and you get to see the energy flow of the electrics, the statistics on how efficiently you’re driving, charging management in terms of setting the most suitable charge times and lastly an eSave screen where you can use the ICE engine to charge up the battery or retain 10-20% battery life.
Having spent a week behind the wheel of both C5 Aircross powertrains I can safely say that they both have merit. The new look turned heads and my back thanked me for the experience (I think my body outline is still moulded into the driver’s seat). However, my preference was the PHEV (even though it’s slower off the mark on paper). It feels more planted to drive and if my daily commute was around 50km, I’d rarely ever need to go to the service station, meaning that I’d have more money for Cafe au lait and Croissants – bonus.
