Citroen C5 Exclusive V6 HDI 2009 Review

Road Test - Citroen C5 Exclusive V6 HDI

Overall rating: 2.5/5.0
Engine/Drivetrain/Chassis: 3.0/5.0
Price, Packaging and Practicality: 2.5/5.0
Safety: 3.0/5.0
Behind the wheel: 2.5/5.0
X-factor: 2.5/5.0

About our ratings

At some point in recent history, Citroen has discovered it's possible to combine looks, modernity AND aerodynamic efficiency. By any measure the new C5 is a more prestigious-looking car than its predecessor, although some will say the new car looks better in pictures than it does in reality.

The C5's prestige and style carry through to the interior, particularly in the variant tested, the C5 V6 HDi Exclusive. Citroen's interior designers have established a modern ambience in this car through the use of trim materials and features such as the recessed lighting above the glovebox. They've also equipped the car with the necessary accoutrements for a high standard of comfort. These include the seats, for example, which proved to be reasonably supportive and certainly comfortable.

Not quite as laudable, the rear-seat accommodation was borderline in respect of headroom for taller adults, but seemed good enough for legroom -- provided driver and front passenger-seat occupant weren't taller than average. With the front seats set as far back as possible, there was just enough leg and knee-room for kids.

Ergonomically, the Citroen scored some hits and misses. The electronic parking brake was a hit, but the cruise control was not especially easy to use. It was simple enough to engage and adjust, but not so much to pause and resume. Yes, the reviewer did find how to pause it, but not to reacquire the speed setting quickly. Use was hindered by the switchgear working double duty for the speed limiter function.

One further miss was the steering wheel, with its fixed hub and diameter both too large, particularly when the steering is power assisted anyway. And the instruments didn't readily convey information at a glance, being laid out in an unconventional arrangement and using smaller graphics.

A score in the 'hit' column came with the electrically-powered driver's seat, which would slide back to facilitate easy egress and would similarly slide forward to the memory position when the key was turned to 'On'.

Although the face-level vents swivel, they don't adjust up or down, so you better like the direction from which the hot and cold air blows -- or get used to it, at least. Mark that down as another miss.

Citroen has equipped the C5 with emergency hazard lights that operate under heavy braking and remain operating if the braking were heavy enough in the first instance. It's a worthwhile safety feature, as is the adaptive headlight system, although the headlights provide a very good spread to the side on low beam anyway.

Fit and finish seemed up to par for the money and even the boot exuded quality, although the floor was slightly shallow and the total luggage volume -- at 439 litres -- didn't appear especially huge for a front-wheel drive car of this size.

Unusual in being powered by a diesel V6, this C5 variant was quick enough in a straight line, without using a lot of fuel or emitting too much noise. It drove like a stately carriage, which is to say it was quiet and comfortable but not especially sporting.

Over the course of the week the C5 was in our possession, we recorded an average fuel consumption of 10.3L/100km from driving around town, with about 40 or 50km of open-road driving thrown in. That was a fairly good result for a 2.7-litre V6 capable of generating 400Nm of torque.

Speaking of torque, at lower speeds the engine was lacking and -- combined with turbo lag -- felt lethargic. In spite of peak torque being available from as low as 1900rpm, according to official figures, the V6 needed some revs before it felt brisk.

On the plus side the engine was muted and refined. It didn't suffer from the usual diesel clatter and sounded peakier than it actually was – perhaps because you couldn't pick individual cylinders firing as you would with a four-cylinder.

The engine was coupled to a very capable six-speed automatic transmission, featuring a sequential-shift facility. While it was extremely smooth, the epicyclic box's response to driver input for a downshift and a bit of pace were met with some reluctance, exacerbating the unhurried feel of the engine. As already noted, this is more of a luxury car than a performance car.

That was also confirmed by the ride and steering, neither of which will endear themselves to drivers who like feedback through the wheel or prefer the car to feel like its wheels are actually in contact with the road.

The steering was very light and lacking any sort of feel -- to the extent that entering a corner was an act of faith. Fortunately, the faith was not misplaced. Despite all the portents pointing towards understeer, the Citroen did turn in and mustered a reasonable level of grip.

The C5 was generally well behaved. Considering the gelatinous ride, it showed no signs of camber change, deflection or untold weight transfer -- it's just not a sports sedan when it comes to driving enjoyment. Even the suspension's Sport setting made precious little difference.

On the subject of ride, the Citroen's was soft but not always cosseting. How so? While there was no issue with the level of damping and nor was there any dive under brakes, the C5 was not compliant over smaller road surface imperfections and exhibited some initial impact harshness over larger bumps too -- perhaps a consequence of the strut front end or the 45 Series tyres? In the view of this tester, it's the steering and the ride that mar the C5's standing as a "prestige" Euro import.

Frankly, the Hyundai Grandeur CRDi tested a few weeks ago mounts a more credible argument in respect of ride and handling compromise. The Korean car lacks the C5's refined engine, but certainly doesn't feel any slower and instills more confidence in the driver when cornering. Is it sacrilegious to suggest that the Hyundai offers the better ride?

The C5 was generally a quiet car. There was a little bit of noise from the tyres on some coarse-mix road surfaces and at around 1500rpm there was some 'diesel vibe' -- roughly where the engine is operating in sixth gear at 100km/h. In light of that, the transmission's top gear is an economy gear only in this country.

In the context of freeway cruising the sheer silence of the C5 at open-road speeds could easily lull the driver into complacency and it was possible to lose track of the C5's actual speed. This is a car in which the cruise control is a necessity.

Given its low levels of NVH and high levels of comfort, the C5 impresses in the role of a luxury car for technophiles, but it's hard to recommend the car unequivocally when the new diesel V6-powered Audi A4 can be purchased for not much more money -- with the added benefit of vehicle dynamics to suit those who enjoy driving.

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