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 New Zealand, 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 the design team hasn't been able to work their magic, and so too has the engineers.
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' 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 $1200 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 marginally 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 $5750 rebate). On top of this, the PHEV has a 13.2kWh battery which when fully charged (about two hours on a 7.4kW wall charger) is good for 47 km of emissions-free driving.
Whichever C5 model you go for, comfort is obviously at the core and fittingly, the new model comes with even softer seats that are leather and 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 eight-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 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 six-speaker stereo is powerful enough to satisfy most. Apps include all the expected modern stuff with the likes of 180-degree cameras, loaded with safety both passive and active.
Switch-on for both is a one-button push and in true Citroen style, both take a beat - 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 feels more substantial in 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 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 multi-level options, rather than 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 percent battery life.
Having spent a week behind the wheel of both C5 Aircross powertrains I can safely say 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 on the road and if my daily commute was around 50 km, I'd rarely ever need to go to the service station, meaning I'd have more money for coffee and croissants - bonus.
Why you should: Opting for the PHEV model adds low emissions to the list of attributes this comfortable Frenchy has to offer. It's better looking too.
Why you shouldn't: I would have preferred more regen braking options and aside from the new powertrain option, this is more of a facelift than a new model, so no doubt there will be an all-new version in the works.
What else to consider: It's a busy segment meaning that badge loyalty comes into play, but the Citroen's renowned comfort is a clear differentiator. However, take a look at the likes of the Hyundai Tucson, VW Tiguan, NissanX-Trail ePower or the Peugeot 3008.
Tarmac Life
