Citroen C5 Aircross (2025 – ) review

The £40,000 threshold beyond which you pay the additional ‘expensive car supplement’ on your VED/’road tax’ for the first few years of ownership is an increasingly important consideration. Good news? All versions of the C5 Aircross – electric included – are priced under that ceiling, saving a chunk in your monthly costs whether you buy, finance or lease. Just be careful about adding options that could bump the price and land you a heftier tax bill for the privilege. The long-range electric version with the bigger battery may also cop this additional burden when it arrives. Other than that, it’s the usual story, the regular hybrid best for private buyers while the more expensive plug-in and full electric score benefits for company drivers and cheaper running costs if you can charge at home.

Forget tired assumptions of French cars being unreliable, given Citroën is now part of the bigger Stellantis group alongside Peugeot, Vauxhall and others and the bits they all share have proven generally dependable. The standard three-year warranty is nothing to write home about but can be extended to a total of eight years if you commit to servicing at a Citroën dealer.

Safety is a big consideration for family buyers, and as a baseline all C5s come with the required airbags, automatic emergency braking, speed warnings and lane-keeping alerts. Happily, the last two can be easily silenced by holding down the ‘car’ button beneath the screen. A pity the more advanced – and useful – safety features like alerts and interventions for unseen vehicles in your blindspot or when reversing cost more, either as an upgrade to mid-level Plus models or as part of the top of the range Max trim. There isn’t even the option to add this pack to the base You! model, either. One mark deducted.

Even with clip-in colour accents and funky rear lights the boxy shape lacks some traditional Citroën flair, the pay-off being tons of interior space and a big upgrade from the previous model for rear seat passengers in particular. Even the middle seat in the back is reasonable, the flat floor and headroom making it feel even more spacious. Higher grade models also get a two-position backrest in the rear, which slouchy teenagers will appreciate along with the legroom. The boot is a family-friendly size as well, with plenty of space for pushchairs, bikes and other clobber. But it’s out on the road where the C5 really impresses for comfort, Citroën’s Advanced Comfort Suspension standard on all models and as plush on lumpy urban streets as it is faster roads. That it achieves this without wallowing on twistier roads should silence any grizzling about car sickness from the back seat, too. This and excellent refinement make it a very relaxing place to spend time, though it’s a shame the glitzy massage front seats with heating and cooling are a cost option that could tip you over that £40,000 threshold for higher tax – see Running Costs for more on that.

The digital instruments and massive, ‘Cascade’ vertical screen in the middle of the dash give the C5 Aircross a suitably modern feel, the floating centre console including a wireless charging pad for your phone but making access to your coffee or drink bottle beneath somewhat awkward. Style and quality feel a big step up from Chinese alternatives like the Omoda 9 or BYD Seal U, which helps justify some of the extra cost in sticking with a more recognised brand like Citroën. We also liked the retention of basic physical controls for commonly used features, even if the touch-operated temperature adjustments are a pain. While all models get the fully-stocked infotainment and 10-year subscription to Citroën’s Connect One support services the basic You! trim lacks some of the nicer bits, and we’d be tempted to upgrade to Plus at the very least.

Take your pick of petrol with ‘mild’ hybrid assistance, a plug-in (or PHEV) capable of nearly 50-plus miles of electric driving before the combustion engine kicks in or full electric. Power outputs are there-or-thereabouts comparable for all versions, and if average compared with some of the wild claims in rivals are perfectly adequate for a family SUV. We tried the PHEV, and were impressed with how EV-like it feels in its electric mode. Genuinely, you could treat it as such for everyday journeys with the reassurance of conventional petrol power for longer trips. The full electric is also impressive, the silent and smooth power delivery perfectly matched to the ride comfort and refinement. We also liked the option to quickly adjust the regenerative braking to the driving conditions from the paddles on the steering wheel. Claimed range is a little over 320 miles, our test drive in warm Spanish sunshine suggesting 250 miles is probably the more realistic real-world figure, though the optional heat pump (standard on the top trim) might help eke out a few more miles in the middle of winter. So, adequate rather than impressive. A longer-range electric version capable of 422 miles by official claims should be joining the range in due course if you really need more but it will cost a chunk more to buy and run.