Talk of Citroen and its history of quirky innovation is sure to enter the conversation. Founded in 1919 by French industrialist, Andre-Gustav Citroen, its Traction Avant development of 1934 became a benchmark for volume produced front-wheel-drive cars. Interestingly, Citroen does battle with Lancia for the claim of making the first ‘unitary construction’ vehicles, by which no separate chassis was used in its manufacturing process, although the French firm was the first, with its Rosalle model, to introduce diesel engines to passenger cars in 1935.
While we no longer marvel at directional headlamps that are capable of illuminating around corners, the Citroen DS of 1967 was a pioneer of lighting technology, while also introducing all-round disc brakes on a volume car (1955), as well as self-levelling oleo-pneumatic suspension (1954). However, Citroen was also an innovator on the factory front, opening its first UK plant on the Slough Trading Estate in 1926, partly as a means to avoid taxation issues in France and import duties in the UK but also to produce right-hand-drive models for other markets. In fact, UK-built Citroens continued until 1965. Among the oddities produced in Slough were the more luxurious 2CV-based Bijou, rear-wheel-drive Light 15s, the 2CV pickup, Ami6 and Connaught GT.
Lucky enough to have a father, who owned a streamlined and super luxurious DS23 model (Paris-built), I grew up believing in the cosseting comfort provided by Citroen motorcars, with their suspension systems devised to handle typically poorly surfaced French roads. I even owned a couple of Citroen models, including a Visa 1.6GTi and a BX 17DTR Turbo. However, I am also aware that the larger models in Citroen’s line-up, which included CX, XM and more current C5 variants were not just costly to live with but they could also prove to be highly unreliable rot-boxes, with fast-plummeting trade-in values. The uptake rate was slow, leading to Citroen UK refusing to import the most recent generation of C5 models.
Yet, as SUV is now the mobility currency of the middle classes, with an expectant array of second-hand buyers waiting in the wings, the latest C5 Aircross weighs into the UK, on the back of both DS5/7 and Peugeot 5008 registration successes. It is a brave move, with prices starting from £23,225 (1.2T petrol manual) and rising to £32,725 (2.0HDi auto), prior to MSG’s generous discounts being applied. Three trim levels are available: Feel, Flair and Flair Plus, although personalisation is also key to the sales proposition.
The mid-size, 5-seat SUV offers the highest levels of comfort, with bolstered seats providing hip-hugging support and a decent range of seat and steering column adjustability to fit a wide range of driver types. The extensive use of soft-touch, compliant materials and surfaces ensures that noise suppression is at the highest standard, while providing a luxurious appeal that is wholly Gallic and does not pursue a Teutonic ethos. At last, Citroen is returning to its greatest historical strength: French design at a pinnacle but affordable level.
Equipped with a 12.3-inch digital and configurable instrument cluster, not all of which is pleasing to the eye (although it can be changed by shuttling through several alternative arrays), and the latest 8.0-inch HD touchscreen as standard, the new C5 Aircross also incorporates ConnectedCAM (digital recorder) and wireless smartphone charging facilities. Needless to say, the customary array of driver safety and assistance programs is also fitted as standard. The boot provides 580 to 670-litres of space, thanks to the three individual sliding rear seats, which can be expanded to 1,630-litres, when they are folded flat for load-lugging duties. A huge, electric opening, glazed roof section can flood the cabin with natural light.
Power comes from a range of efficient, high-performance PureTech petrol and BlueHDi diesel engines (still?) that drive through either the latest generation EAT8 automatic, or 6-speed manual gearboxes. All is familiar PSA Group fayre, which has gained a reputation not only for low CO2 emissions, which means lower road tax implications, but also decent fuel economy and performance expectations. Despite falling into mid-size car territory (at 4.5m in length), the C5 Aircross imparts an impression of sturdiness, its outline punctuated by now-familiar ‘Airbump’ panels, large diameter alloy wheels, a ground clearance of 230mm and the very stylish and agreeable chrome highlighting of its side windows.
Aided by Citroen’s recent suspension modifications, the ride comfort is sublime, yet body control is taut, both of which aspects create an aura of first-class stability and confidence in the car’s overall capabilities. Lovely power steering and positive major controls work efficiently, while leggy gearing affords the C5 Aircross a loping quality to its driving experience that feels both relaxing and comfortable. You cannot help but feel as though it is a car that will devour huge mileages, while allowing its occupants to emerge as fresh as daisies at the destination.
While retaining some of the design elements of lesser Aircross models, the C5 version looks more mature, yet vitally modern, which is a side effect of the slimline headlamps split by the grille bar. It is handsome and very complete, which allied to the levels of personalisation that are possible and a colour palette of more than thirty finishes, means that the attractions of the C3 Aircross can be accessed on the bigger model.
Overall, I feel that Citroen, albeit motivated by the demand for SUVs, may have listened (finally) to what its potential customers actually desire most in their cars. This should give it the desired class sales results that may have passed it by recently.
