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The best value family SUV Plug-in Hybrid? That's long been the Citroen C5 Aircross PHEV. So has the French maker spoiled that proposition by making this second generation model larger, sleeker and more sophisticated? Let's see.
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Background
It's hard to be a 'value brand' (as Citroen is supposed to be these days) when you have to use the same expensive technology as pricier mainstream marques. That's the quandary the French maker is in with this car, the C5 Aircross Plug-In Hybrid.
The second generation C5 Aircross was priced from launch in ordinary non-plug-in Hybrid form from no more than around £30,000. But this Plug-in Hybrid version was launched at quite a bit more than that - about 25% more actually. Even the full-electric version is considerably cheaper - potentially around £6,000 less, once you take into account that EV variant's available government grant. So there's quite a cost for having this car with the flexibility of a PHEV drivetrain. But it still one of the best value choices in the class. Let's take a closer look.
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Range data
| Min | Max |
| Price | 38855 | 38855 |
| CO2 (g/km) | 62 | 62 |
| Max Speed (mph) | 137 | 137 |
| 0-62 mph (s) | 8.3 | 8.3 |
| Min | Max |
| Electric WLTP-Rated Driving Range (miles) | 53 | 53 |
| Length (mm) | 4652 | 4652 |
| Width (mm) | 1936 | 1936 |
| Height (mm) | 1690 | 1690 |
| Boot Capacity (l) | 565 | 565 |
Driving experience
If you owned the first generation C5 Aircross PHEV, you'll find that quite a bit has changed with the drivetrain of this MK2 model. The 1.6-litre four cylinder petrol turbo engine is much the same, but it's now mated to a seven-speed auto (rather than eight speeds) and a much bigger battery - 21kWh (rather than just 13.2kWh as before). That of course means a much longer EV drive range - up to 53 miles (compared to 34 miles before).
The rechargeable hybrid technology combines two energy sources: a 150hp turbocharged four-cylinder petrol engine and a 125hp electric motor that powers the front wheels. Depending on driving conditions and selected modes, the engine and motor operate independently or together. In Electric mode, the vehicle runs exclusively on electric power, making it ideal for city driving and low-emission zones. In Hybrid mode, the system intelligently switches between electric and petrol power or uses both based on performance needs. When operating together, the petrol engine and electric motor generate a peak power output of 195hp. 0-62mph takes 8.3s en route to 137mph. Having slightly less weight than the full-electric version certainly helps with handling and ride quality.
Talking of handling, 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
Apart from the badge work, there are few outward indications that this is a PHEV. This second generation model 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, were Citroen's tried to create what it calls a 'C-Zen Lounge' where 'occupants are seated as if in a living room'. Hence the sofa-like foam padding on the dashboard and quilted 'Advanced Comfort' seats you sink into that can be adjusted in ten directions and can include a massaging function. The upper part of the seat is shaped to 'wrap around you like a shawl'. The 'Cascade' centre monitor which flows out of the centre console is the largest yet fitted to a Stellantis Group model, plus there's a 10-inch instrument screen and a head-up display.
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 also bigger (by 105-litres), than the previous generation model, now 565-litres, and impressively (unlike most rivals) isn't compromised in size by the PHEV drivetrain. 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
Unfortunately, Citroen only offers this Plug-In Hybrid variant in its most expensive 'MAX' level of trim - and that means a plump asking price, which from launch was from around £39,000. In equivalent 'MAX' form, the Hybrid would save you about £3,000, while (with grant deducted), the full-EV variant would save you about £1,000. At least you get plenty of standard kit for the asking price, so make sure you take that into account if you're making comparisons with rivals.
As standard, the 'MAX' trim comes equipped with a 360-degree camera, an extended head-up display, heated front seats and steering wheel, a hands-free electric tailgate and the brand's 'Drive Assist Pack 2.0' with semi-autonomous features. You can also tick off matrix LED headlights, 19-inch alloy wheels, silver pedals, power-folding mirrors, metallic paint, an electrochrome rear view mirror, eight-colour extended ambient lighting and rear privacy glass. And of course as a full complement of ADAS safety kit.
At the heart of the cabin are the thickly-padded Advanced Comfort seats and the big 13-inch 'waterfall' HD touchscreen, mounted in a vertical cascade that flows from the dashboard into the centre console. The cascade screen offers a large customisable area that displays 3D navigation, infotainment controls, and allows widgets to be programmed for direct access and positioned as desired over several pages. It's paired with a 10-inch fully digital driver display that's also customisable, putting essential information directly in the driver's line of sight, along with an extended head up display projecting key information onto the windscreen.
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Cost of ownership
We gave you the EV range figure in our driving section - up to 53 miles. That's significantly less than a rival Volkswagen Tiguan eHybrid, but then you're also paying a lot less too. This second generation C5 Aircross PHEV will take a little longer to charge than its predecessor because of its larger 21kWh battery (only 17.8kWh of which is actually usable). But you can still replenish it from a 7.4kW wallbox from 20 to 80% in 2 hours 55 minutes. If you're forced to plug into a domestic socket, then a 20 to 80% charge will take 8 hours and 25 minutes. For reference, the C5 Aircross Electric would take nearly three times as long to charge from a 7.4kW wallbox.
All versions of this model will be covered by the brand's usual unremarkable three year/60,000 mile warranty. Only the first two years of that permit unlimited mileage. There's the usual three year paint warranty and a twelve year anti-perforation warranty. Various prepaid servicing packages are available. Depending on your needs, you can choose from a package that covers you between 12 and 48 months and between 10,000 and 150,000 miles and provides you with scheduled servicing, periodic maintenance, wear and tear cover, Citroen AA assistance and MOT test fees. This PHEV is BiK tax-rated at 18% (compare to 3% for the EV and 30% for the Hybrid).
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Summary
It's a pity the cost of this car has spiralled. But it's still the C5 Aircross variant we would rather have if budget permitted. And you can at least justify the outlay with the realisation that this second generation model can now be something that its predecessor never was; namely, a credible alternative to a full EV.
Not over really long distances, obviously. But full-EVs also struggle over those, with all the charging hassle involved. But if you're almost always only using this family SUV as most owners will - for short distance suburban travel - then this MK2 model's bigger battery and longer range should mean you'll hardly ever have to visit a fuel station. Other PHEV rivals can claim the same of course - and some with longer EV ranges. But this Citroen delivers its capability much more affordably than most of them, particularly when you take equipment levels into account. And that could be the clinching factor.
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