Citroen C5 Tourer 2013 Review

Price Guide (recommended price before statutory and delivery charges): $47,190 ($46,990 driveaway for limited time)
Options fitted (not included in above price): Metallic Paint $800
Crash rating: Five-star (EuroNCAP)
Fuel: Diesel
Claimed fuel economy (L/100km): 7.2
CO2 emissions (g/km): 191
Also consider: Ford Mondeo Titanium TDCI (from $46,990); Hyundai i40 Tourer Premium CRDi (from $47,590); Mazda Mazda6 Atenza (from $50,960)

More than any other model in the Citroen range the C5 is the car that comes closest to the ground-breaking DS of the 1950s.

With traits like a fixed-hub steering wheel, 'Hydractive' suspension and 'adaptive' headlights, the C5 carries the torch for the older car -- but does so by making some cost-cutting concessions.

Taking a seat in the cabin of the current C5 -- this car tested being the flagship 'Tourer' (wagon) -- it's immediately apparent that many controls are shared with the Peugeot 5008 reviewed a week earlier.

Even so, the instruments and controls were not always intuitive to use. There was a plethora of switchgear on the steering wheel hub to change audio tracks, set the cruise control and flick through the trip computer readouts without ever lifting a hand from the wheel, but often required taking the eyes off the road briefly to find the button.

While the major instruments were large and well located, they weren't simple to follow at a glance. Citroen stylists have chosen short red needles that move around the outer rim of each dial, rather than longer needles turning through an arc from the centre of the dial. Finding the needle on the tacho or the speedo takes a frag longer in the C5.

In many cars the audio system continues operating until either the key is removed from the lock barrel or the driver's door is opened. Not so in the Citroen. Stopping the engine stopped the music too. A separate power switch on the audio head unit revives the system to play music or talkback while you're waiting in the car.

On first impressions the Citroen didn't strike me as a very sporty drive. It was a diesel, for a start, and its soft-riding suspension bequeathed a loping ride quality more attuned to touring than responsive dynamics.

Yet there was an underlying dynamic strength about the C5; its strong braking performance was surprisingly good, as was its cornering ability. The brakes were very capable under pressure, but pulled the car up with soft-stopping action.

In terms of cornering, the car didn't just plough on through a corner even with the tyres' adhesion stretched to the limit. Steering weight was heavier than expected and the Citroen could be placed precisely on the road and offered good feedback with the suspension set to Sport mode.

For most owners the Sport setting is comfortable enough. By no means is it the sort of jarring ride occasionally experienced driving other brands of cars with suspension set to the dynamic mode. This C5 rode significantly better than the last model I tested, which was harder-riding over smaller bumps due to its wheel and tyre combination, I believe.

Changing the suspension to the normal setting left the ride quality too soft for my liking. It's not underdamped, but rides more like a boat weathering a swell. Owners would welcome it, no doubt. Their inevitable argument will be that it's the Citroen's ride comfort more than almost anything else that sets it apart from other cars on the road.

The 2.0-litre turbo-diesel engine develops 120kW/340Nm and offers little lag, but plenty of grunt from launch. It's a relatively refined powerplant, emitting an audible hum at 1500rpm rather than vibration as such. And it's quieter than the tyres or the airflow over the body at cruising speeds. Fuel consumption for the week was 9.3L/100km, which is only marginally better than the Audi A7 biturbo I tested a few months back, but better still than our long-term test Hyundai i40.

The six-speed automatic transmission works well with the engine, delivering smooth but rapid shifting. Sequential shifting is available through the gated lever, but there are no shift paddles. C5 buyers are unlikely to picket outside the factory demanding them, of course. There's no particular call for them in a car like this, although zipping through the gears using the lever requires a stretch from the driver's seat since it's set up for left-hand drive. A hill-holder function ensures drivers need never get their heads around the electronic parking brake, which nonetheless is located where it should be and works well.

Another element of the C5's design reflecting Citroen's lateral-thinking approach was the lumbar adjustment for the driver's seat. The toggle switch for that tilts the top section of the squab either back or forward. To achieve strong lumbar support, the driver tilts the upper section of squab back, which provides much the same outcome as firming up the lower section of the squab in other cars. Does it work better than a conventional system? I would say there's certainly a greater range of adjustment -- and once I'd worked out why I felt stooped over like Quasimodo, and adjusted the seat accordingly, it was both comfortable and supportive.

Rear-seat accommodation provides adequate knee room for adults, but the panoramic sunroof eats into headroom there -- a problem also encountered with the Peugeot 5008.

According to Citroen, the C5 Tourer can pack 505 litres in its luggage compartment with the rear seats in place. That's with a full-size spare fitted as well. Unfortunately, the 17-inch (steel) spare doesn't match the 18-inch alloy wheel/tyre combo fitted in the Exclusive grade.

The ability to lower the rear end of the wagon to load heavy objects is an endearing hangover from the pre-SUV era, but I can't see how it will get much use these days.

But that sort of feature exemplifies why the C5 appeals so much to a small but committed niche of buyers.

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