Citroen's latest C5 is the first all-diesel new model range launched in this country. That's right, there's no petrol version. Changing times indeed.
Value for money
Pricing
The C5 range opens with the 2.0 HDi sedan at $49,990. The 2.0 HDi Exclusive sedan is $54,990. Wagon versions of both models, called the Tourer, add $2750.
The 2.7 V6 Exclusive sedan (driven here) is $62,990; the 2.7 V6 Exclusive Tourer is $65,470.
A six speed sequential automatic is standard on all models.
Warranty
Three years/100,000 kilometres.
Standard equipment
The base models include seven airbags, stability control, audible and visual seat belt warnings for all occupants, an electric parking brake, leather upholstery, cruise control with speed limiter, automatic headlights and wipers, rear seat side and rear window sunblinds, dual zone automatic air, a chilled glove box, single CD player, rear parking sensors, power adjustable, heated front seats with two driver's seat memories, trip computer, front and rear foglights and 17 inch alloy wheels with 225/60 tyres.
Exclusive variants add front parking sensors, bi-xenon swivelling headlights with washers, extra interior lighting, two extra airbags (rear seat side), tyre pressure sensors, height adjustable front seatbelts, upgraded audio with auxiliary input jack, a power operated tailgate in the Tourer and 18 inch alloy wheels with 245/45 tyres.
Options
Metallic paint $750; sunroof $2000; navigation with 10 GB hard drive music storage $4000; Bluetooth $450; lane departure warning system $450; 18 inch alloys $1850; 19 inch alloys (Exclusive) $1850.
Retained value
C5 retained values are relatively weak, however this may change with the new model. Redbook values a 2005 2.2HDI C5 sedan at 40-45 per cent of its new price as a trade in.
Design and function
Ergonomics
The first thing you notice when you slide into the driver's seat is the fixed centre hub steering wheel. This is primarily a safety measure. It allows the airbag, which features adaptive deployment, to also be shaped for optimal protection, because no matter where or how you have the wheel turned at the moment of impact, the airbag will always deploy from the same position.
The wheel also has an assortment of buttons and roller switches which initially look confusing but actually work well. Cruise control and trip computer controls are on the left, while audio controls are on the right. Once you work this out, it makes sense.
What doesn't make sense are incomprehensible white on light grey graphics for the audio and air conditioning head units, or the olde world red trip computer graphics. At least the bright white digital speedo, and its surrounding analogue display, are easy to read day or night, when all but essential instrument lighting can be switched off.
The tacho is tiny, but this is a diesel, so it's almost irrelevant.
Several small storage bins are provided, but most of the glove box is taken up by the fusebox, while the cup holders are strangely placed inside the centre console storage box.
Driver's seat travel is quite limited. Steering wheel reach and rake adjustment are also provided. Vision is clear around the car.
The luxurious, supportive driver's seat in the Exclusive has separate complete and upper section backrest angle adjustments, plus power lumbar adjustment, which also works as a back massager. A 1000km day is no problem at all.
Technical details
- The C5 is made in France.
- Size-wise, it's closer to a Mercedes E Class than it is to a C Class, but interior occupant space is comparable only with the latter.
- The C5 is also fairly heavy. The 2.0HDI base sedan weighs 1658kg; the 2.7V6 weighs 1766kg - that's 90kg more than a Mercedes E280CDi.
- The 2.0 litre four cylinder direct injection HDi engine/six speed auto drivetrain is also used in the C4. It produces 100kW of power at 4000rpm and 320Nm of torque at 2000rpm (340Nm with overboost).
- The 2.7 twin turbo, direct injection V6 HDi is a joint venture with Ford and versions of it are also used in the Jaguar XF, Land Rover Discovery and Peugeot 407.
- It produces 150kW at 4000rpm and 440Nm at 1900rpm.
- Both engines have variable vane turbochargers and diesel particulate filters.
- The six speed automatic has adaptive programming, plus manually selectable Sport, Manual shift and Snow modes.
Most of the running gear is based on the C6.
- Citroen's Hydractive suspension uses hydropneumatic operation which can vary both the ride quality and ride height. The former can be manually adjusted to Normal or Sport mode; the latter can also be manually adjusted to four positions. Or, you can just leave it on Normal, and it will automatically adjust the suspension to account for different road conditions and speeds.
- A particularly useful feature is a button in the load area of the Tourer, which allows you to raise or lower the back end to a height which is convenient for loading or unloading.
- The steering is hydraulically assisted and road speed sensitive in the Exclusive.
Safety
In Euro NCAP tests, the Exclusive version with nine airbags scored five stars out of five for adult occupant protection and four stars out of five for child protection. It scored maximum points in the side impact and pole tests. A driver's knee airbag is provided.
Seat belt indicator warnings for all positions are a great parent-friendly feature. Active head restraints are fitted to the front seats.
Stability control includes the full suite of braking assistance, including ABS operation on individual wheels and front/rear force distribution.
Security
Not yet rated by NRMA Insurance.
Space and practicality
In the family transport context, the C5 is loaded with practical features. Items such as three rear window sunblinds (two on the Tourer), parking sensors, power operated child proof door locks and the Tourer's power operated tailgate all help to make life a bit easier if you're carrying kids around every day.
However if you want to carry tallish adult passengers, those in the back seat will have to content with fairly tight leg room. The seat itself is luxurious and comfortable, like those up front. Storage includes front seat back nets and tiny door bins. Centre pillar vents are provided, as well as three proper head restraints, and child restraint anchors on the back of the seat.
The sedan's boot has plenty of space, plus a 60/40 split fold rear seat extension. A 17 inch spare on a steel wheel is underneath.
Citroen had no Tourers at the C5 launch, but the load area measures more than a metre in both directions, and from the floor to the roof, so there should be ample space. With the rear seat backs folded forward the extended floor is nearly 1.7 metres long. Load securing lugs, shopping bag hooks, a retractable cargo cover, mesh protection net and a torch are also provided.
Build and finish quality
The C5's interior is well finished and the quality of materials is high, but in terms of overall quality and reliability French cars still sit near the bottom of the field in independent surveys such as JD Powers.
On the road
Fuel efficiency
- The 2.0HDi sedan averages 5.5L/100km on the highway and 9.9L/100km in town, according to European standard tests, with CO2 emissions of 189g/km. (Tourer: 5.6/10.0/191)
- The 2.7V6 HDi sedan averages 6.4L/100km, 11.8L/100km and 223g/km. (Tourer: 6.5/11.9/225)
Performance
We didn't get to drive the 2.0HDi/six speed auto version at the launch. We have tested this drivetrain in the C4, though, where it works beautifully. However it will do it a bit harder here, where there is a lot of extra weight to contend with. Performance will be leisurely, even by diesel standards, as Citroen's own claimed 0-100km/h time of 12.8 seconds attests.
The 2.7V6 isn't the quickest set of six diesel cylinders around, either, but it does have plenty of easy midrange muscle and an effortless, elastic delivery that's untroubled by the C5's mass.
We clocked the 2.7V6 sedan at 9.6 seconds to 100km/h, which is the same as Citroen's claimed time.
The six speed auto is smooth and efficient, without the hyperactivity in traffic that sometimes characterises French automatics. Sport mode is useful to keep the plot rolling along in tight and/or hilly country because it holds the gears for longer and downshifts more readily, but it's a misnomer because this is not a sporty car. A hill holder function is handy.
Handling, braking and ride
While it's not designed to carve up a set of tight corners, the C5's body is tight and solid while the suspension effectively blends safe, secure roadholding and a wonderfully smooth, supple ride.
In this regard the C5 is similar to an E Class Mercedes.
The Citroen also disguises its weight well. Although it's an early, enthusiastic understeerer if provoked, it feels light and responsive in most conditions. The steering itself is light, accurate and unaffected by torque steer or kickback.
The suspension allows some float and pitch in Normal mode, but on rough surfaces the ride is sublime. The test drive went through the Hunter Valley, where the road surfaces are absolutely awful, but in the C5 the ride was so smooth we could still have been driving on the F3.
Sport mode tightens up the suspension, and reduces body roll somewhat, but the overall gain is marginal.
The brakes are fine, with excellent feel at the pedal and good progression.
Smoothness and quietness
A highlight. The magic carpet ride is complemented by exceptionally low noise levels. Triple seals on the doors almost eliminate wind noise, while the windscreen and side windows are laminated to further improve cabin acoustics.
Summary
Not so long ago, Citroens were regarded as quirky. Which is a synonym for weird. However in 2008, Citroen's brand values of elegance, safety, comfort and luxury, plus the fuel efficiency and environmental benefits of diesel power, are right for the times.
There are several strong diesel competitors in this price range, including VW's Passat, Alfa Romeo's 159, the Mercedes C Class, the Saab 9-3 SportCombi, Volvo V50 and Audi's new A4 Avant.
At base model level, we'd suggest comparing the C5 with the Audi and the Passat. If you're shopping in $60K territory, Alfa's 2.4JTD Sportwagon and the Mercedes C220CDi are logical rivals.
The writer of this report does not necessarily represent the views of the NRMA and this report is provided for you as an alternative to our own NRMA car reviews.
