Citroen C5 Aircross

Citroen may not have much of a history with SUVs, but in the second half of this century's second decade, the brand made up for lost time, thanks to a strong-selling crossover range, launched when the little C3 Aircross was introduced back in 2017.

That was followed a year later by its larger stablemate the C5 Aircross, which went on to shift 260,000 sales in its original form before gaining a whole raft of mid-term update changes in early 2022 to create the car we're going to look at here. In a jam-packed market, Citroen knew from the start that the C5 Aircross would have to offer something different and for that unique selling point, turned to one of its defining brand values, ride comfort.

What if, the company wondered, the cossetting way a large luxury SUV rides the bumps could be somehow replicated (without expensive air suspension or adaptive damping) on an affordable mid-sized model? To deliver that, from the very start this car offered clever 'Progressive Hydraulic Cushion' suspension with ride comfort further embellished by super-supportive 'Advanced Comfort' seats.

We tried and liked this combination on the original version of this model. But by 2022, time had moved on and in our market, this Citroen was becoming increasing overlooked in its growing segment.

Hence the need for this mid-term update which smartened up the looks, added a few premium cabin touches and upgraded the infotainment system.

A self-charging 1.2-litre Hybrid model was added to the range in 2023.

The updated version of this C5 Aircross sold until the second generation model arrived in 2025.

If you found the look of the original C5 Aircross slightly quirky, then you might appreciate what Citroen describes as the 'stronger, more elegant look' of the post-2022-era updated version.

A little less 'family', a little more 'premium'. Virtually all the significant visual changes lie at the front with its re-interpreted central double Chevron badging positioned below the high-set clamshell bonnet.

Look carefully and you'll see more little Chevrons integrated neatly into both upper and lower grilles.

The V-shaped LED daytime running light signature gives the front lights higher-tech 3D effect, while the lower aluminium skid plate and the vertical corner intakes supply a more assertive vibe. Inside up front, get comfortable and you'll find yourself in a cabin that's certainly feels more modern and sophisticated than the original model's cabin did, though not too much here actually changed.

The main differences are found on the centre stack where the unusual buttress-like vertical vents that used to flank the previously rather small 8-inch central infotainment screen were banished as part of this update.

To make way for a larger 10-inch monitor sited on top of horizontal vents that (sadly for a Citroen) look a good deal more conventional.

Overall though, given the need to base the whole cabin on existing hardware, Citroen's designers did pretty well to give it such an air of individuality. Around the dash, black leather-effect material and chrome touches move the ambiance of this facelifted model up-market and for the auto versions most customers will choose, there's a smaller 'e-Toggle' gear selector.

As before, the aspect of this interior we most like is found with the generously proportioned 'Advanced Comfort' front seats.

They feature particularly broad bases, foam that's 15mm thicker than usual for extra support, plus extra quilted padding to create an inviting visual signature that doesn't disappoint once you squish yourself into place.

There's standard lumbar support too.

Another thing that didn't really need changing is the 12.3-inch configurable instrument screen.

And there's plenty of cabin storage space too. In the rear, you'll find a much bigger cabin than you'd get in cheaper segment contenders like Nissan's Qashqai and SEAT's Ateca.

And you'll get what Citroen claims is the 'most modular' reach bench arrangement in the class.

It's certainly very versatile, made up of three individual sliding, folding and reclining seats.

Once the hatch is raised, you're faced with a large 580-litre boot in the conventionally-engined models (it's 460-litres in the PHEV).

Getting to the stowage area means negotiating a rather high loading lip, but a standard adjustable-height boot floor has been designed in.

Prices for this post-facelift C5 Aircross start from around £15,000 (around £17,400 retail), which gets you a '22-plate 1.2-litre PureTech petrol 130 model with 'Sense Plus' trim.

For the alternative 1.5-litre BlueHDi diesel version, prices on a '22-plate start from around £15,900 (£18,300 retail) for 'Shine' trim.

For the Plug-in Hybrid model in this updated form, prices start from around £16,500 (around £18,900 retail) for a '22-plate 'Shine'-spec model, with values rising to around £21,650 (around £24,250 retail) for one of the last early '25-plate 'Max' models.

All quoted values are sourced through industry experts cap hpi.

Click here for a free valuation.

Most C5 Aircross buyers we came across seemed satisfied and there seem to be no major issues with the hybrid system.

We've come across some common C5 Aircross issues though.

A number of owners have reported problems with the car idling unstably.

Usually, this is caused by an ECU software or electrical malfunction.

If this happens to afflict the model you're looking at, it can usually be fairly simply corrected by plugging into a computer at a dealership and having the ECU reprogrammed.

On a handful of models we've come across, the electrical supply to the water heater can shut off too soon when the vehicle is stopped.

Fuel will then remain in the heater, producing possible leakage. Otherwise, it's just a case of looking at the usual things - scratched alloy wheels, evidence of child damage in the interior and so on.

It's unlikely that this car will have been used seriously off road but have a quick look underneath just in case.

And of course insist on a fully stamped up service history.

(approx based on a 2023 C5 Aircross Plug-in Hybrid excl.

VAT) Expect to pay around £4-£11 for an oil filter, around £8-£20 for an air filter and in the £7-£23 bracket for a wiper blade.

Front brake pads cost around £23-£47 for a set; rear pads are in the £18-£56 bracket.

For front brake discs, think around £52-£79 for a pair; rear discs cost in the £28-£56 bracket.

An alternator costs in the £348-£818 bracket.

A starter motor is around £82-£254.

Set off in a C5 Aircross and one of the first things that Citroen hopes you'll notice is the impressive ride quality, embellished by a clever 'Progressive Hydraulic Cushions' suspension system which delivers class-leading comfort over poorer surfaces.

Hydraulic dampers cushion the top and bottom of wheel travel at the top and bottom of wheel travel and allow the fitment of softer springs and dampers, producing what the brand describes as a 'magic carpet'-like feel.

Thick quilted 'Advanced Comfort' front seats further embellish the feeling of Gallic luxury.

The inevitable flip-side of that is that there's a little more roll through the bends than you'd get from an obvious class rival.

But if you can ignore this, there's actually more grip and traction than you'd think, though the somewhat over-light electric steering does its best to disguise the fact. Under the skin, the mechanicals of this facelifted model were unchanged from those of the original version.

Which meant that they were still shared with the Stellantis Group's other five-seat mid-sized SUVs, the Peugeot 3008 and the Vauxhall Grandland, including the sophisticated EMP2 platform and all the engines.

Most buyers chose between the two 130hp units, both available with the smooth-shifting 'EAT8' 8-speed auto transmission that really suits this car.

As with the original model, the range kicked off with the brand's usual 1.2-litre three cylinder PureTech petrol powerplant.

Towers will prefer the torquier alternative 1.5-litre BlueHDi 130 diesel, which in 2023 was largely replaced by a 1.2-litre Hybrid petrol unit.

At the top of the range was the Plug-in Hybrid model, which used a 1.6-litre petrol PureTech petrol unit paired with a 110hp electric motor powered by a 300V 13.2kWh lithium-ion battery pack.

By the time of this facelift, this PHEV variant's EV range had risen to 38 miles.

In a crowded mid-sized SUV market, any mainstream product simply has to bring something different to the table.

Fortunately, this C5 Aircross did, its progressive hydraulic cushion suspension delivering a noticeable ride quality advantage over obvious rivals.

Some of these handle better, but we think the way that this Citroen cruises over bumps and tarmac tears will be of more interest to likely family buyers. This car's emphasis on comfort won't endear it to magazine road testers or people who, rather mystifyingly, want their family SUV to handle with sporting sharpness.

And there are cheaper cars in the mid-sized Crossover class from this period and contenders that might tempt you with classier cabins - or an extra row of seats.

But if you can look beyond all that, there's much here to like beyond the cossetting ride.

The spacious interior, the versatile back seat arrangement and charismatic finishing touches are all showroom selling points, even if the upgraded infotainment system isn't. The updates made to this much smarter facelifted model were welcome, but they weren't really reflected in higher sales.

Still, it was refreshing to see this Gallic brand getting back to what it does best.

This car stood out as a result.