The new Citroën C5 Aircross changes its skin and philosophy: goodbye to diesel and hello to fully electrified powertrains—mild hybrid (not very interesting in this context), the 195 hp plug-in hybrid, and the electric version, in this case with 213 hp.
Notice: I tested both electric and PHEV, but in Denmark and Norway the electric version is the only available. And it’s a good thing.
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New Citroën C5 Aircross: our tops & flops
Compared with the previous generation, which was built in China, this new Citroën C5 Aircross returns to being completely European. And it was designed to be electric: there are three variants offered, with good range for an SUV of this type, up to 700 km in the Long Range versions. Combined with the typical Advanced Comfort technology used for the seats and suspension, traveling in this SUV feels like riding on a magic carpet: soft and smooth—if you enjoy this type of driving. It is a pity about the interior quality, which falls a little below expectations with all that plastic, and the charging times, which are somewhat underwhelming, although still fairly quick.
Prices in Scandinavia
- Denmark: from 259,900 DKK;
- Sweden: from 489,500 SEK;
- Norway: from 389,900 NOK;
How the PHEV performs
The plug-in hybrid system is already known because it is shared with models such as the Opel Grandland (test drive here) and Peugeot 3008 (test drive here): under the hood we find the 1.6-litre four-cylinder paired with an electric motor for a combined output of 195 hp, managed by a seven-speed DCT automatic transmission. It is a gearbox that, although sometimes a bit noisy, convinces with its smoothness and ease of use—especially in a car designed to cover long distances and offer comfort on daily and highway journeys.
The most important novelty compared to the previous generation is the battery, now much larger at around 21 kWh. The claimed range reaches 80–90 km in mixed driving, with a maximum of 100 km in the city according to Citroën. In practice, however, consumption does not always seem so efficient: compared with the Opel Grandland, for example, battery management appears less optimized, with range dropping faster than expected even when using Hybrid mode, which is intended to make the most of the combination of electric and combustion power.
A clear limitation of the system is the lack of fast charging. Citroën opted for a solution of up to 7 kW in alternating current (3.7 kW from home), a choice sufficient for those who charge in a garage or at the office, but which makes it less practical for travel. A fast charge of 30–40 kW would have been ideal: in a few minutes it would allow recovering 80% of the battery while keeping hybrid mode active and always exploiting the system’s maximum efficiency. Some competitors already offer this possibility, and in my opinion it would have been an added value for Citroën as well.
On the comfort front, the C5 Aircross remains faithful to its tradition. The new Advanced Comfort suspension technology, updated and evolved (now the front system features independent operation for extension and compression of the shock absorber), enhances the brand’s typical “magic carpet” effect: the car absorbs bumps and potholes very naturally, always maintaining a balance between softness and stability. There is no stiffness that characterizes other vehicles in the group, yet the driving experience never becomes nauseating: Citroën has found a difficult compromise that prioritizes smoothness and makes every journey quite pleasant.
Design
The design retains some features of the previous generation but evolves into a more modern and angular look. Dimensions increase and interior space grows, with a cabin capable of comfortably accommodating five passengers and a boot starting at over 600 litres.
Outside, the new triple-LED headlight units stand out, a distinctive element of Citroën’s most recent range, already seen on the C3, C3 Aircross, and the C4 facelift, inspired by the Oli concept car. Inside, there is a greater attention to detail: the dashboard has been redesigned with a central display finally integrated in a harmonious way, while the seats, available in several variants, maintain the high level of comfort that has always characterized the brand.
The electric version wins easily
Alongside the plug-in, we also tested the electric version in Business trim, designed particularly for corporate fleets. In this case, the motor develops 231 hp and is paired with a 73 kWh battery, for a claimed range of around 500 km. In reality, with a 76% charge, the onboard computer indicated 322 km remaining, even after some testing in Sport mode, which nevertheless adds little to the driving experience. This version, called Comfort Range, may not be the best for long trips: for those cases the 97 kWh battery and the promised 680 km are more convincing.
Nevertheless, the electric variant seems more interesting than the plug-in, both for the price and for the overall driving quality. The silence of the electric motor, combined with the smoothness of the power delivery, further enhances the Advanced Comfort suspension and makes the experience even more relaxing. In addition, this configuration offers a more complete equipment package: there are ventilated seats and, above all, the ability to manage regenerative braking via two paddles on the steering wheel, allowing you to choose three levels of intensity.
Recorded consumption stands at around 20 kWh per 100 km, an interesting figure considering that the test was not carried out under constant conditions but by alternating different driving modes. In any case, the focus remains the same: the C5 Aircross is an SUV designed for comfort, capable of standing out for softness, habitability, and equipment.
