► Citroen C5 Aircross gets new 48V full hybrid set-up
► More assertive nose after 2022 facelift
► Full driving impressions of the new Hybrid 136
Following hot on the heels of its 2022 facelift, and some PHEV updates in 2023, the Citroen C5 Aircross range has been further invigorated by the addition of the Hybrid 136. It doesn’t take a genius to work out it’s a hybrid, but this one’s clever, and a bit of a departure for Citroen.
The C5 Aircross Hybrid 136 receives an updated version of Stellantis’s 1.2-litre excellent three-cylinder PureTech petrol engine, producing 134bhp and 170lb ft. These are healthy outputs for an engine of this size – but only marginal gains over the old non-hybrid power unit, which continues in production. Where it really differs is in terms of economy and efficiency.
Its major rivals are the Nissan Qashqai, Kia Sportage which offer the same hybrid chioces, and the Skoda Karoq which currently doesn’t. Citroen’s continued USP in this crowded market sector is its cushy primary ride and low overall noise levels – does the Hybrid 136 bring anything new to the party?
Petrol, hybrid (and diesel!) options
The Hybrid 136 sits above the regular 128bhp Puretech 130. It adds 48V hybrid technology, a 28hp electric motor and new six-speed dual-clutch transmission (called e-DSC6) to the updated triple. It now emits 129g of CO2 per km, which is 12% less than the diesel and 15% lower than the 128bhp petrol version.
In addition, it’s solidly more economical than the Puretech 130. Citroen says it delivers a 15% improvement, with a claimed combined economy figure of 53mpg. The question is whether it will encourage people out of their diesels. Performance is respectable enough, with a 10.2 second time for the 0-62mph dash and a maximum speed of 124mph.
The cheapest engine choice remains the familiar 1.2-litre non-hybrid Puretech. Available with either a six-speed manual or eight-speed automatic transmission, it develops 127bhp and 170Ib ft and puts in a similar performance. So, you get a mid-10sec 0-62mph time a maximum speed of 117mph.
The far torquier 130 BlueHDI 1.5-litre diesel – again – offers similar levels of pace, and a surprisingly similar claimed fuel consumption figure of between 48.2 and 55.1mpg, although only high-mileage drivers should apply. Expect it also to be quietly dropped once the Hybrid 136 comes fully up to speed.
Finally, it’s the plug-in hybrid that predictably promises the cheapest Citroen C5 Aircross for running costs, assuming you fit the case-use model and keep its battery topped up. Its 222bhp power output is the highest of the range and, like the pure petrol and diesel, it drives the front wheels alone.
What’s it like to drive?
The Hybrid 136 puts in a game performance. It fires up noisily, but the electric motor kicks in early, and in town, you’ll find yourself silently pulled along by it far more than expected. Citroen claims with careful driving, it runs in zero-emissions mode around 50% of the time around town, and our experience backs this up.
You can feel when the electric motor kicks in and does its stuff, making up for any ICE shortfall in mid-range power. But it’s less polished than a Honda or a Toyota, so there’s a distinctive electrical whine when it’s in regen mode, and here’s the odd gentle clonk as it shuffles between power sources.
Otherwise, it’s a refined companion that’s at its best on quick A-roads and motorways, with excellent refinement. The steering is light, as you’d expect in a Citroen, and the brakes are solid with no discernable difference in feel between regen and disc-to-pad contact.
On the subject of refinement, the more expensive full PHEV version can be a little boomy when pushed and never fully fades into the background at a cruise. Even so, it’s a smoother option than the buzzier non-hybrid Puretech three-pot. Wind and road noise are well contained, especially in the PHEV which gets laminated front side windows, making this a great cruiser.
How the car rides plays perfectly into this relaxed feel. The C5 Aircross comes as standard with Citroen’s Advanced Comfort Suspension system, which uses two bump stops per suspension unit, one at the top and one at the bottom. This allows the C5 Aircross to run a softer spring, boosting comfort.
On rough surfaces that use all of the spring’s travel, the bump stop helps absorb the shock and smooth out any vibrations rather than simply stopping the suspension components clattering into each other. You certainly appreciate the gentle way it devours speed bumps, although you do still feel a little fidget on patchy surfaces, especially in the Puretech. Still, you can’t expect too much from a non-adjustable suspension system fitted to a sub-£30k family SUV, can you?
It’s certainly not set up as a B-road blaster, although there’s less bodyroll than you might expect. Even so, twisty Tarmac reveals a front end that’s keen to give up first, overprotective ESC and a sense that while you can carry reasonable speed, the C5 just wishes you’d chill out and stop driving like a teenager.
What’s it like inside?
Unlike the DS 7, or indeed Peugeot’s over-ornamented 3008/5008, the C5 Aircross is rather subtle and grown-up inside without being dour like a Grandland or Tiguan. There aren’t too many flourishes or flamboyant angles and just enough squishy plastics to give a feeling of plushness.
Up front, all versions get Citroen’s Advanced Comfort seats, which are supremely well shaped and cushioned thanks in part to even more memory foam to sink into. They are more armchair than racing bucket, with the flat bases and backs doing little to hold you in place. In the back, there are three equally sized seats, all adult size (although not as big as those up front), and they can be moved forward and back or folded and reclined individually.
This not only allows the rear passengers to sort out the most conversation-friendly configuration, it also maximises your luggage-carrying possibilities. With the rear seats in use you get at least 580 litres, and up to 720. With them folded flat you get 1630 litres (for all 130 models and the Hybrid 136), dropping to 460/600/1510 litres in the plug-in hybrid.
A sliding panoramic roof comes with top spec or is a costly option. It adds to the brightness of the interior but it eats into the rear headroom, making the difference between six-footers being comfortable and slightly hunched.
As for the infotainment system, it’s adequate if a little slow to respond compared with the best of the opposition – and the newer systems you’ll find in the C4 and C5 X. Having the temperature displayed either side of the touchscreen does effectively reduce its size down from 10.0-inches to nearer eight. Annoyingly pressing on the readout simply takes you to the climate menu rather than letting you change temperature, making them a pointless addition.
Verdict
Take the Hybrid 136 on face value, and its limited performance gains over the Puretech 130 might make it seem like poor value. But the improved fuel consumption, lower emissions and quieter urban driving experience make it more rewarding ownership proposition.
More than that, it looks like it makes the BlueHDI diesel look like a bit of an irrelevance these days, especially when one considers the more serene drive it offers. Based on that alone, it’s worth recommending.
There’s no doubt the Citroen C5 Aircross, no matter what flavour you choose, is one of the most comfortable SUVs in its class while providing a generous boot and decent if not outstanding rear seat space. It’s certainly not sporty, yet there’s a certain pleasure in driving it smoothly and relaxing into the experience.
Although it’s pricier and comes with a smaller boot, the PHEV is still the one we’d have. The improved refinement and performance, especially in electric mode, better ride and promise of mega MPG if you regularly charge make it worth the additional initial outlay in our book.