Citroen DS5 DSport HDI 2013 Review

Price Guide (recommended price before statutory and delivery charges): $51,990
Options fitted (not included in above price): Metallic Paint $800, leather upholstery $2700
Crash rating: Five-star EuroNCAP (2011 rating)
Fuel: Diesel
Claimed fuel economy (L/100km): 6.1
CO2 emissions (g/km): 158
Also consider: Audi A4 Allroad, Mercedes-Benz B 200 CDI

Citroen's DS5 is everything the Citroen C5 is not.

Well, not quite everything. The drivetrain of the four-cylinder diesel variants is shared – even down to power and torque figures.

But traditional Citroen buyers will find the DS5 is an unusual mix of atypical traits, being taller than the C5 for a start, but not as long, not as wide and not as roomy inside. It's also harder-riding and $6800 more expensive.

That's not to say that the DS5 lacks sales appeal; just that there are compromises to make if you choose it over the C5.

While the diesel engine is refined and capable in the DS5, it doesn't feel as spritely as similarly-sized engines developing output in the same ballpark. It is, however, free of diesel vibration across the rev range. Over the course of the week in our possession it posted an average fuel consumption figure of 7.6L/100km, which included about 250km of freeway travel. We would expect many urban dwellers to see a figure of around 9.0L/100km, which reflects the weight and size of the DS5.

The transmission is a clever unit with six speeds and a torque converter. Unlike earlier attempts by Citroen to harness diesel power to an automatic, this one works well. It will hold a gear descending or climbing a hill to maintain speed, even with just light pressure applied to the accelerator for the climb.

Sport and Snow buttons change the transmission's mode of operation, but the latter is practically pointless in Australia and the former does little more than change the shift points – made largely redundant by kicking down or shifting manually.

At open-road speeds, the DS5 is remarkably free of extraneous noise. There's some tyre roar on country roads, but absolutely zero noise or vibration from other sources. The DS5 was so quiet we could hear the diff whine from a 4x4 two car lengths back above anything else.

Adding to the touring ability of the DS5 is its relatively long wheelbase, which leads to better ride comfort in the back, particularly. With more passengers on board, the Citroen's ride was ironed out a little and got a big tick from the family on a longer drive. But ride quality was bordering on firm at lower speeds. And sharp impacts, like potholes, do get transmitted to the cabin in no uncertain terms. As a matter of fact, the Citroen doesn't ride with the same poise as Volkswagen's latest Golf GTI – driven the same week.

While the DS5 is not a sporty car, it does offer good grip in corners – although it also skips over bumps. I found the steering to my liking and the slower turn-in was more in line with its touring nature. As with its smaller sibling, the DS3 DSport, DS5 has strong, dependable brakes and can be punted moderately hard along tighter, winding roads. On the exit from corners, the 2.0-litre engine wouldn't bog down and the transmission was responsive to input, handing the driver the right gear each time.

The driving position proved a disappointment, with the relationship to wheel and pedals out of kilter. Even with the seat set well back from the pedals, the right knee was permanently raised. Bringing the squab upright and withdrawing the wheel to its maximum extension resulted in a driving position that was 'near enough', but the rear-seat knee room suffered as a consequence.

Back there, it's roomy enough for smaller adults and teenagers, but passengers of average height will find it squeezy – and headroom is also compromised slightly by the sunroof.

Another issue with the driving position is the cab-forward design and the A pillar treatment. Despite glass inserts for the A pillars to improve the field of vision to the front, they hinder the view of traffic lights on the right side of the intersection or cars and bikes approaching through right-hand bends.

The high-set seat and the chunky rear-vision mirror obstructed the view of the traffic light on the LEFT side of the intersection as well, leaving the DS5 driver no option but to lean forward and peer around the mirror and A pillar for a green light. The B pillars are quite thick as well, even hiding a dual-cab pick-up until the last moment, while turning from a slip lane.

The view through the steering wheel was better, although digital bar graphs for revs, engine temp and fuel remaining require a longer look than 'at a glance'. An issue common to other French cars also, the analogue speedo doesn't display the 100km/h as a distinct speed increment, but that is mitigated with a digital readout below it and another in the head-up display.

The sunroof is one panel in the rear, with two individual blinds for the front seats, allowing the front-seat passenger to enjoy the sunshine without bothering the driver. Other little treats include the auto wipers, the puddle lights under the exterior mirrors and the combination of style and materials throughout the interior. Seats were trimmed in (optional) pleated red leather and were exceptionally supportive and comfortable. Soft materials coordinated with carbonfibre and bright work, allied with an attractive centre fascia and console, are sure to get first-time passengers talking.

And talk they will, if they're open-minded about an 'unconventional' Citroen.

The point of the DS5 – built on the same platform as the C4 Picasso – is it lifts Citroen buyers into a different market niche... one in which dramatic styling and build quality count for more than the long-standing Citroen legacy of comfort above all else.

Read the latest news and reviews on your mobile, iPhone or PDA at carsales' mobile site...

Don't forget to register to comment on this article.