Citroën C5 X review

Like TV shows have crossover episodes, the estate car and SUV car classes have teamed up many times. However, it’s rare the two are merged from the get go. Enter the Citroën C5 X. 

The C5 X is a rather large, long estate car but every version features SUV-inspired plastic cladding around its wheelarches and a raised driving position. As with the Subaru Outback, there is no C5 X that neatly fits into the estate car box.

Citroën C5 X video review

The C5 X is available with either petrol, mild-hybrid (MHEV) or plug-in hybrid (PHEV) power, and it’s underpinnings are shared with the – slightly sleeker – Peugeot 408 (which we class as an executive car).

Rival estate cars include the Seat Leon Estate, Skoda Octavia Estate and Volkswagen Passat, so which do we think is best? Read on to find out how we rate the Citroën C5 X...

The Citroën C5 X's entry-level 1.2-litre petrol engine (badged PureTech 130) produces 128bhp. That might not sound like much for such a big car but acceleration is perfectly respectable, with enough oomph from low in the rev range. In fact, the official 0-62mph sprint time of 10.4 seconds makes it a match for the (slightly smaller) Skoda Octavia Estate 1.5 TSI.

The C5 X Hybrid uses the same 1.2-litre engine – delivering near-enough identical acceleration – and adds an electric motor. However, the battery is small and the motor not very powerful, so the system can only manage short bursts without the engine cutting in. The Toyota Corolla Touring Sports can go further on electric power alone.

Thanks to the mild-hybrid tech, you should see a boost in fuel economy over the PureTech 130, but we don't think it's enough to justify the extra cost.

The C5 X plug-in hybrid (PHEV) has a 178bhp petrol engine, 109bhp motor – allowing for 0-62mph in 7.9 seconds – and a 12.4kWh battery you can plug in to charge up.

On a full charge, the PHEV can officially travel up to 38 miles using battery power alone, which is slightly further than the Vauxhall Astra Sports Tourer PHEV (35 miles) but a long way short of the Seat Leon Estate and VW Passat PHEV (both 81 miles).

The C5 X is marketed on how comfortable it is, and what that translates to is a soft ride. We believe most people will find it relaxing because you’re able to waft over most imperfections effortlessly. However, there are a couple of caveats. Firstly, it struggles to iron out sharper abrasions, especially at low speeds, meaning passengers can feel a noticeable thwack.

What’s more, some people might find the ride too floaty. If you suffer from car sickness, you might want to look elsewhere – or at least avoid the C5 X Hybrid, because its regenerative braking increases the rocking sensation. The PHEV has regen braking too but its heavier weight and adaptive suspension mean its ride is that bit more settled. 

Even so, you might find firmer rivals (the Peugeot 408 and Seat Leon Estate for example) prove more comfortable. The best of the best is the VW Passat because it cushions you even better than the C5 X yet is more controlled in its body movements.

The C5 X exhibits plenty of body lean when you turn in to a bend at speed. In fact, if you head into a corner with some pace, you’ll easily find the limits of front-end grip as it gradually washes wide.

The steering is reasonably precise and well weighted but at higher speeds it becomes all the more keen to self centre. Its elasticity does become annoying when driving swiftly on a twisty country road or encountering a long bend on a motorway.

The Ford Focus Estate is a much sharper handling estate car – in fact it’s fun to drive, as is the Leon Estate.

The Puretech 130 engine can be quite vocal even if you don't push it hard. The C5 X Hybrid is generally quieter because it can creep or cruise along on electric power alone. However, when the engine cuts in, which it does relatively smoothly unless you stamp on the accelerator, it's just as noisy. It can also feel a bit coarse at low revs and when cruising at high speeds.

Naturally, the PHEV is potentially the quietest versions, seeing as you can enjoy several miles of quiet electric motoring. Plus, when the engine is in play it feels less strained than the one in the PureTech 130 and Hybrid.

Wind noise is kept to a minimum, especially if you go for top-spec Max trim, which gets acoustic laminated side windows. Road noise is less well contained but far from annoying. The Leon Estate suffers from some tyre roar too.

The C5X's standard-fit eight-speed automatic gearbox is smooth once you’re on the move but can be a little hesitant as you go to pull away – something that the PHEV’s electric motor helps alleviate, but the Hybrid’s less so. The PureTech 130 and Hybrid versions suffer from grabby brakes and a clunky stop-start system, which nudges occupants around in their seats, but the PHEV manages to avoid this.

“I unfortunately didn’t get on with the super-soft ride – it made me feel a bit uneasy to be honest – but that won’t be a problem for everyone.” – Oliver Young, Reviewer

If you want a slightly raised driving position over that of a typical estate car – the VW Passat for instance – you’ll be pleased with the Citroën C5 X. However, you sit nowhere near as high up as you do in a family SUV (the VW Tiguan for example). 

You feel a tad perched up above the rest of the car but other than that the driving position feels natural. There’s plenty of adjustment in the seat and steering wheel. 

The C5 X’s Advanced Comfort Seats are lined with memory foam to make them soft but still supportive. Top-spec Max models are available with massaging front seats as part of optional package. Every C5 X gets a digital driver’s display (although at seven inches it is on the smaller side by today’s standards) as well as a head-up display.

There are physical knobs and buttons for controlling the air conditioning. That makes it much easier and less distracting to adjust the temperature on the move than the touch-sensitive controls in the Passat.

The C5 X’s wide windscreen pillars can cause visibility problems at junctions and, as with most cars with a swooping, sleek roofline, the view out of the back gives you a good idea of what it must be like to be trapped in a post box.

To help mitigate that, all models get front and rear parking sensors, and a reversing camera. Top-spec Max models take things one step further by upgrading the rear-view camera to a high-definition 360-degree camera.

All trim levels get automatic wipers and bright automatic LED headlights with automatic high-beam assist to increase visibility at night without the driver having to lift a finger.

The C5 X has a 12in infotainment touchscreen with wireless Android Auto and Apple CarPlay smartphone mirroring, DAB radio, Bluetooth and built-in sat-nav. The graphics are pleasingly crisp but the menu lay-out isn’t the most intuitive and the screen is occasionally slow to respond to inputs.

The standard eight-speaker stereo is punchy enough, but if you select Max trim, you can upgrade to a more powerful system with a subwoofer and dashboard speaker for a reasonable sum.

Interior quality in the C5 X is impressive. There's a pleasing palette of materials on show, from silver-coloured pieces of trim to wood inserts on range-topping Max cars. 

The fit and finish is impressive, and everything feels premium and well screwed together. It’s easily a match for the Skoda Superb Estate and to get something plusher you’ll need to look at more expensive, premium badge-wearing rivals such as the Audi A5 Avant.

“Visibility out of the back isn’t great but the standard-fit parking aids greatly helped reduce my worries.” – Oliver Young, Reviewer

Leg room is plentiful in the front of the Citroën C5 X, and head room is acceptable for those over six feet tall.

Between the seats there are a couple of cupholders, each able to take a large coffee cup with ease, and there are plenty of storage spaces. One of the biggest is under the front centre armrest.

The C5 X is a long car, so you won’t be surprised to learn that there's a lot of leg room in the rear – and certainly enough to compete with the limo-like Skoda Superb Estate.

However, the sleek coupé-like roofline means head room is acceptable rather than plentiful. Back-seat passengers over six feet tall might feel their heads brushing the roof.

For more space, you might want to consider family SUVs such as the VW Tiguan.

The C5 X’s rear seats don’t do anything clever, such as slide or recline, which is rather disappointing as those functions are standard on the Citroën C5 Aircross family SUV.

The rear seats split 60/40 to fold down, which is less versatile than the 40/20/40 split in the C5 Aircross and Vauxhall Astra Sports Tourer but matches other rival estate cars. To make folding the seats really easy, the C5 X features levers at the top of each backrest as well as levers within the boot itself.

What’s more, there's also a ski hatch, so you can accommodate longer loads and a couple of rear passengers at the same time.

At 545 litres – or 485 litres for the PHEV version – the boot in the C5 X is big enough to cater for most families' needs. That’s more than enough space for a large weekly shop or a couple of buggies, but it doesn’t come close to matching the boot space figures of the Superb Estate: 690 litres for non-PHEV models. Even the Seat Leon Estate, which is a smaller car, gives you more space (620 litres).

The C5 X’s big tailgate means you get a large boot aperture and low loading height, making getting bulky items in and out easy. The tailgate is powered if you go for top-spec Max trim.

Folding the seatbacks down gives you a larger storage area but you’ll find that there’s a slight step up where the boot floor meets the back of the seats. The same is true in the Superb, but some other estates – including the Ford Focus Estate – give you a completely flat extended floor, making it easier to slide larger items into the rear. 

“If you’re after a truly cavernous boot, I’d point you towards rivals instead.” – Oliver Young, Reviewer

The C5 X is reasonably priced: to buy outright it’s more expensive than the Seat Leon Estate and Skoda Octavia Estate but cheaper than the Skoda Superb Estate and VW Passat. Like the Passat and Superb, the Peugeot 408 is also more expensive, but the premium is smaller. The C5 X is predicted to lose value more quickly than those rivals.

We’d recommend choosing the C5 X’s entry-level PureTech 130 engine. The Hybrid is tempting, given it increases the official average fuel economy figure from 43.9mpg to 53.3mpg. However, that’s not enough to justify the price increase.

If you're a company car driver, the plug-in hybrid (PHEV) is the variant to choose, because it's the best for BIK tax. Just bear in mind that because it can't quite manage an official electric range of 40 miles, it sits in a higher tax band than PHEVs that can – the Peugeot 408 for example.

You’ll also need to plug the PHEV in regularly if you want the best efficiency. A full charge takes less than two hours using an 8kW home EV charger or six hours with the optional three-pin plug lead. With a flat battery and the petrol engine doing most of the work, expect fuel consumption to average around 50mpg.

There are just two trims to choose from: Plus and Max. With Plus, you get dual-zone climate control, 19in alloy wheels, keyless entry and start, wireless phone-charging, cruise control and automatic LED lights and wipers. Being so well equipped and your cheapest option, we’d stick with Plus.

If you do feel inclined to upgrade to Max, you’ll gain heated front seats, a heated steering wheel and an electrically operated tailgate.

The C5 X as a model didn’t feature in the 2024 What Car? Reliability Survey but Citroën finished seventh out of 31 manufacturers – a confidence-inspiring result. It placed above Ford, Skoda and VW but below Mini (in first), Toyota (in fifth) and Dacia (in sixth).

You get a two-year, unlimited-mileage warranty and an additional one year’s cover provided by the dealer. Citroën allows you to extend your warranty for a fee. Kia's impressive seven years of cover soundly beats that though.

In terms of safety, the C5 X is on the ball. Active safety features include a driver attention alert system, lane-keeping assist and automatic emergency braking (AEB). The model only received a four-star (out of five) rating when tested by safety experts at Euro NCAP though, partly because it underperformed in the pedestrian collision section. 

All versions get an alarm and immobiliser. There's also an SOS call function that can contact the emergency services if you're involved in an accident.

“It’s a shame just one mile stands between the PHEV and a cheaper company car tax bracket.” – Oliver Young, Reviewer

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