Citroen C5 X Review 2024

Citroen is a brand that used to be synonymous with unusual, boundary-pushing car designs. It lost its mojo in the early-00s with a succession of dull and drab cars, but its latest model certainly can't be lumped in with them. Read our full Citroen C5 X review to find out how it compares against the competition.

We say 'competition' but there isn't really anything that's a direct rival for the Citroen C5 X. It's the brand's flagship model (a modern-day Citroen Citroen XM or CX, if you like), part hatchback and part large saloon car with a bit of SUV thrown in for good measure.

You might be considering it alongside workaday rivals like the (now defunct) Ford Mondeo, the popular Vauxhall Insignia Grand Sport and the excellent Skoda Superb.

You could cast your net wider than that for rivals to this big Citroen, though, as its sort-of-SUV design means cars such as the Skoda Kodiaq and Kia Sorento are in the same ballpark. The C5 X is a lot cheaper than the latter, though.

You see, Citroen reckons that not everyone wants heavy and inefficient SUVs. What many buyers actually want, it says, is something that blends the raised driving position and easy entry and egress of an SUV without the controversial image, and with the efficiency and svelte shape of a large estate car. 

So that's what we have here. The 4.8m long Citroen C5 X's distinctive profile houses plenty of space for four adults and a decent sized boot, though it sacrifices some outright practicality for its exterior curviness. It also houses a stylish interior with plenty of nice, high quality materials and (praise be) new touchscreen infotainment technology that's responsive and easy to use. 

You also get Citroen's 'Advanced Comfort®' seats, which have extra layers of padding to make them supremely comfortable and fairly supportive. And comfort is the wider theme here, with the C5 X utilising an advancement of the brand's Progressive Hydraulic Cushion suspension. 

That results in a ride that smothers all but the very harshest potholes in a fashion that an executive car costing twice the price would do well to manage. It's better even than Citroen's own C5 Aircross SUV, but because it's nowhere near as top-heavy as that car it also handles with a bit more finesse. 

Engines at launch are the familiar Stellantis three- and four-cylinder turbo petrol units, and a plug-in hybrid. Given the C5 X doesn't really do sportiness, that entry-level 130PS petrol is good enough, but the PHEV is also worth considering as the about-town electric serenity suits the car's relaxed gait. 

What's more, unlike previous flagship Citroens which depreciated faster than rocks fall in a landslide, the C5 X looks pretty good value next to its competition. Here is a big, plush, bold Citroen that works for the heart and the head. Excellent. 

Nobody's bought a Citroen for out-and-out thrills behind the wheel since the old Citroen DS3 Racing. The brand has gone back to its 20th century roots, putting comfort front-and-centre of the driving experience to promote calmness and relaxation. 

And that's fine. Great, in fact. There are quite a few family cars with sharp, tied-down handling to engage the keen driver. But not as many (particularly in the SUV classes) that offer a genuinely comfortable ride. 

The C5 X sits firmly in the latter camp thanks to its Progressive Hydraulic Cushion suspension. Put simply, oil filled bump stops help absorb sharp knocks and reduce body movement, allowing Citroen to soften off the springs and dampers without making it wallow around like an old boat. 

The result is a ride that deals superbly with low-speed knocks and feels worthy of a luxury car most of the time. Catch a really sharp mid-corner bump, or hit a really undulating country lane and it does let a bit of a jolt into the cabin, but 90% of the time it's fantastically smooth and refined. 

Top-end cars with acoustic glass keep wind noise at bay, while the chunky tyre sidewalls and insulation mean road noise isn't an issue. 

Despite the softness the Citroen C5 X won't induce seasickness at the first sight of a bend. It's nowhere near as sharp as something like a Mazda 6, but the steering is fairly precise, it doesn't lean aggressively and there's plenty of grip. 

Push hard and it'll still pitch and roll, and the detached feeling means it just doesn't relish fast driving. Ask yourself what matters most in a large family car, though. 

There is a choice of three engines in the Citroen C5 X, and there isn't a diesel in sight. That's gradually becoming the norm these days, though, as the fuel falls out of favour. 

The entry-level petrol unit is the 1.2-litre three-cylinder Puretech 130 turbo petrol that sees service in many Citroens, Peugeots, DS's and Vauxhalls. Although this is probably its largest application, its punchy mid-range and thrummy engine note means it doesn't feel too strained or underpowered. 

Its three-cylinder imbalance means it ultimately lacks the refinement of the 1.6-litre four-cylinder turbo in the 180PS Puretech 180. While it is smoother and quieter when you're cruising about, it does get a bit vocal at the top-end, while the fairly modest upshift in performance compared with the 130PS unit means that we can see why Citroen expects it to be the smallest seller. 

The plug-in hybrid uses that same 1.6-litre four-pot, but it's mated to an electric motor and 12.4kWh battery pack. With a healthy 225PS it'll manage 0-62mph in 7.8 seconds, though ultimately its weight means it feels mildly brisk at best. Those after more performance still should wait to see if Citroen puts the 300PS, four-wheel drive PHEV system found in other Stellantis models in the C5 X. 

What matters more is its ability to travel 34 miles on electric power alone. It'll also get up to motorway speeds without the engine turning off if you're gentle with the throttle. The about-town smoothness and silence really suits the C5 X.

The eight-speed automatic gearbox (standard on all models) is largely fine as long as you don't demand too much of it. Start to up the pace or demand power quickly for overtaking and it can be left floundering, either taking ages to kick down or dropping too many cogs sending the engine screaming. 

Every Citroen C5 X comes fitted with a roster of active safety kit that includes autonomous emergency braking, lane keep assist, traffic sign recognition and a driver drowsiness/attention alert. 

There's also a rear cross-traffic system that can detect cars, pedestrians and cyclists. Long-range blind spot monitoring and automatic high beam also features. Furthermore, the suite of parking sensors and cameras mean there's no excuses for low-speed shunts. 

Euro NCAP is yet to test the Citroen C5 X, but will in due course. In China, where it went on sale first, it was awarded the full five stars by China NCAP. 

The towing capacity of the Citroen C5 X is between 1350kg for the hybrid and 1450kg for the petrol models. That's sufficient for a small caravan or trailer, but because there is no four-wheel drive C5 X (yet) it's not really an ideal tow car. 

The Citroen C5 X is a good 300mm longer than the C5 Aircross, and that shows inside where there's pretty generous space for four, or five at a push. There's one caveat to that, which we'll detail in a second. 

Starting up front, and even those well over six foot will have no complaints about the C5 X's driving position and space. The position itself is not as imposing and perched-up as it is in a full-fat SUV, but it is significantly higher than a regular saloon. There's plenty of wheel and seat adjustment, too, although models fitted with the panoramic sunroof do sacrifice a bit of head space.

The plushly cushioned seats suit those of a larger size, but don't grip you as keenly as the sports seats in something like an S-Line Audi. Still, that wouldn't feel appropriate in a big Citroen. 

Moving to the rear seats, and it's here where that extra length over the EMP2 platform-sharing C5 Aircross plays dividends. Taller occupants will still find plenty of room for their knees, and can slide their feet under the front seats. The rear doors also open nice and wide, which is great for access but also ideal for loading child seats. A Skoda Superb is more limo-like, but the C5 X isn't far off.

There is one issue, though: the sloping roofline. Sitting a good 200mm lower than the C5 Aircross, the roof and the fairly narrow side windows have the effect of making the back a bit more claustrophobic than in a more upright car. And while this 6ft 3in tester found headroom was fine, anybody taller will have their head touching the roof lining. Still, the low transmission tunnel and decent shoulder room mean a third passenger isn't too squeezed. 

The 545-litre boot (down to 485-litres in the plug-in hybrid) isn't as large as something like a Skoda Superb Estate. But it's still a useful size, with a large tailgate providing a much more useable load area than a saloon. It extends to 1640 litres and 1580 litres respectively when the rear seats are folded down. 

It's worth noting, though, that only top trims get an electric tailgate as standard, and the giant tailgate is pretty heavy to open and shut without that. 

This isn't usually an area where Citroen has excelled in the past, but the C5 X takes things to new heights. 

Poking around the obvious areas of the cabin reveals plenty of plush soft-touch materials, with either fabric or leather-lined door cars depending on your trim level. The leather on the seats feels upmarket, too, and has neat Citroen logo details in the seat perforations. 

There's further Citroen chevrons etched into the dash-top trim, too, which also feels of high quality. There's a nice blend of two-tone materials to help break up the black, too, although the piano black trim on the centre console is ripe for greasy fingerprints. 

Prod some of the lower parts of the cabin, such as the glovebox lid and door bins, and you will find harder, scratchier plastics. But there's nothing offensive, and it's more pleasing to the eye and touch than the Ford Mondeo's cabin. 

Again, another Citroen weak point in recent years which is only being rectified in its most recent models. We're happy to report that the C5 X is its best effort yet. 

Using a new infotainment interface called My Citroen Drive Plus, the system gets a decent-sized 10-inch touchscreen on base-spec models which becomes a high-definition 12-inch display on higher trims. 

With over-the-air updates and smartphone-style widgets, plus a customisable home page, it makes the screen being phased out of the pre-facelift Citroen C5 Aircross look like something from 2005. 

Reacting quickly and crisply to inputs, the clear screen can be used easily enough on the move. Yes, the menus are a little baffling at first, but it only takes a few minutes to acclimatise to it. Proper shortcut buttons for the home menu and driver assist functions are helpful, too. 

Of course, you can bypass Citroen's system if you want and just use Apple CarPlay and Android Auto. The C5 X is the first Citroen to have wireless integration of both of these, while mid-spec models and above get a wireless phone charging pad.

All Citroen C5 X's get a digital instrument display, but it's not especially large or customisable. Handily, though, all but the base model get a large head-up display with plenty of information. Despite a perceived display size of 21 inches, it's doesn't seem distracting in practice, although we've yet to try it at night. 

Given its status as a brand flagship the relative affordability of the Citroen C5 X might surprise you. Then again, Citroen is meant to be at the budget end of the many Stellantis brands. 

Starting at £26,490 for the Puretech 130 petrol engine in Sense Plus trim, you still get 19in alloys, LED headlights, part (man-made) leather, sat-nav, front and rear parking sensors and a reversing camera. 

Step up to Shine trim, which adds a reasonable £1500, and you get the all-important larger infotainment system and head-up display. Further to that you get some nicer interior and exterior styling additions, ambient cabin lighting and a heated steering wheel. 

Shine Plus sits at the top of the range, but even that is just sub-£30k if you stick with the base engine. it gets you extended privacy glass with acoustic laminated coating (basically double-glazing), full leather, heated and electric front seats, an electric tailgate and a 360-degree parking camera. 

The Puretech 180 petrol engine will cost you another £2,000, but it's the plug-in hybrid that really commands a premium. In entry-level trim it's £35,000, rising to just under £39,000. At least that's under the £40k 'premium car' tax barrier, but unless you're a business user benefitting from low BiK you'll have to do an awful lot of electric miles to recoup the cost in fuel. 

Comparing that cost to rivals such as the Vauxhall Insignia Grand Sport and VW Passat, and it easily undercuts both spec-for-spec. Only the Skoda Superb offers comparable value. 

You're unlikely to be put out by any of the Citroen C5 X's engine choices when it comes to running costs. It might disappoint some that there's no diesel, though. 

Even the thirstiest, the non-hybrid Puretech 180 petrol, manages between 38 and 44mpg on the WLTP cycle. By comparison the three-cylinder Puretech 130 manages between 41-48, which isn't a great improvement and shows that a smaller engine working harder isn't always much more economical than a bigger engine mooching along. 

The economy king is, of course, the PHEV. On the official cycle it'll do 232mpg, but that comes with the pretty massive caveat that you'll need to spend almost all of your journeys in electric power to do that, and that requires regular charging. 

Don't charge it up, or undertake long journeys where charging stops aren't feasible, and you'll probably get similar (or worse) fuel economy than the regular Puretech 180. 

The lack of powerful engines and modest prices means insurance costs should be pretty low, while tax will sit at a flat rate of between £155 and £165 after the first year rate which varies between £10 for the plug-in hybrid and £585 for the Puretech 180. 

C5 X is available in Sense Plus, Shine and Shine Plus trim from launch with petrol and hybrid powertrains.

The Citroen C5 X Sense Plus features 19-inch ‘Aero-X’ alloy wheels and LED headlights. Inside, Sense Plus models boast an Urban Grey ambience, with part leather-effect covered Advanced Comfort® seats, whilst infotainment comes in the form of a 10-inch central touchscreen that incorporates Connected 3D Navigation, wireless smartphone mirroring functionality and a Hi-Fi speaker system. To aid parking, Sense Plus models also feature front and rear parking sensors, and a reversing camera.

New C5 X Hybrid versions all come as standard with a 7.4kW single-phase on-board charger, a Mode 3 charging cable with a Type 2 connector, as well as remote temperature pre-conditioning. New C5 X Hybrid also introduces a custom user interface that helps drivers get the most out of the Hybrid system – showcasing remaining range and the driving mode in use. An elegant 'frameless' rear view mirror with electrochrome dimming – which reduces dazzle from vehicles at night – is also standard on all Hybrid variants.

The Citroen C5 X Shine adds (over and above Sense Plus) stylish satin chrome trim on the rear bumper, while the interior features a Metropolitan Grey ambience with black Paloma leather and Isabella black and ‘Nixon’ grey leather-effect Advanced Comfort® seats. The multi-function steering wheel is heated, while the door handles, front foot wells and driver instrument panel all feature subtle LED lighting.

Significantly, the 10-inch central touchscreen is upgraded to a 12-inch unit on Shine models, while drivers also benefit from extended head-up display technology and wireless smartphone charging. Radar Controlled Active Safety Brake is also standard, helping improve safety still further.

The range-topping Citroen C5 X Shine Plus adds extra tinted quarter-panel windows at the rear, with delicate detailing. Inside, Shine Plus’ models sport a Hype Black ambience, featuring black Paloma leather with a perforated chevron design on the Advanced Comfort® seats.

Both the driver and front passenger seats are electrically operated and heated, while comfort is further improved via acoustically insulated front and rear windows, along with a tinted gloss appearance. A motorised tailgate enhances convenience, while safety is assured via extended blind spot detection and Visiopark® 360 – featuring a 360-degree reversing camera.