COMFORTABLY DIFFERENT

Citroen’s hybrid SUV is a break from the norm, writes Matt Allan

Aquick glance at my test car diary tells me that in the last six months 60 per cent of cars I’ve driven have been a hybrid of some sort. The same proportionofcarsinthenextfour months (lockdown permitting) are also hybrids.

It’s a sign of where the car industry is going that virtually every new model offers some form of hybrid drivetrain and plenty of existing cars are being retrofitted with mild, full or plug-in systems to cut CO2 emissions and offer claims of otherworldly economy.

The Citroen C5 Aircross is among the latter. Launched a coupleofyearsagowithatraditional line-up of petrol and diesel engines, its ranks have now been bolstered by the arrival of a plug-in hybrid system shared with various other models in the Psa/stellantis group.

Attheheartofthec5aircross PHEV is a 178bhp 1.6-litre petrol engine and an eight-speed automatic gearbox. Between them lies an 80kw electric motor powered by a 13.2kwh battery. This can be charged in around two hours via a 7kw charger. The official range is 31 milesofelectricpowerbutthat’s dependent on several factors, including the weather. During a cold January week we never saw more than an indicated 20 miles. It was at least true to its word – matching the estimate pretty much exactly each time.

As with any PHEV, the usefulness and effectiveness of the hybrid setup will come down to your individual needs and behaviour.ifthisisaschoolrun and short commute car that also has to double up for occasional long journeys, it’s pretty good. EV mode works well and the “battery save” with set levels of six or 12 miles or “max” is useful if you want to use zeroemissions running at particulartimes-intown,forexample. If you have regular access to a chargeryoucouldgoaverylong time between fuel stops.

However,ifyouregularlytravel long distances or don’t have access to a charger it’s of limited benefit - as is any PHEV. On longertrips,thebestyou’relikely to get is low-40s economy if you start with a full charge. Withzeropercentbatteryyou’ll be chasing mid-30s.

Either way, it’s unlikely you’ll see the official 222mpg. You will, of course, still see the tax benefits which include a £10 first year VED rate and BIK rate of 10 per cent.

In operation the hybrid system is pretty smooth and can usuallybelefttoitsowndevices, althoughyoucanflickbetween electric, hybrid and “sport” drive modes.

It starts in electric mode for a fluid and quiet getaway and the petrol cuts in unobtrusively unless you’re particularly heavy with the accelerator. Whileit’ssprightlyoffthemark It doesn’t feel particularly lively once you’re going and doesn’t necessarily feel like it’s got a combined 222bhp.

That’s not a big problem because this is not a “sporty” sports utility vehicle. Body lean is pretty evident and the steering is relaxed rather than responsive but that’s a natural outcomeofcitroen’sdedication to comfort. The C5 Aircross is intended to cosset and soothe with its soft suspension and Advanced Comfort seats. And it does a pretty good job. The Citroen is far more pliant and adeptatsoakinguproadimperfectionsthanrivalsliketheford Kugaorseatatecathankstothe Progressivehydrauliccushion suspension.

The seats, too, are as good as their word. The high-density foam construction means the C5’s seats are comfortable and enveloping but still provide plenty of support (and a massage thanks to this car’s spec).

In the back, three independentfull-sizeseatsofferplentyof widthforpassengersandcanbe individually slid, reclined and folded to give unrivalled flexibility. Unfortunately, while there’s loads of shoulder and head room, legroom isn’t so generous compared with its rivals, taking the shine off what is otherwise a versatile and practical family car.

Our test car was upholstered in a brilliantly unusual chocolate brown and black Nappa leather with broad quilting that tied in nicely with the chunky, curvy interior design. The round square and lozenge motif on the exterior features heavilyinsideonairvents,door cards and even the 12.3-inch digital instrument display. It’s trimmed with slim metallic highlights and supplemented bylittletouchesliketheluggage strap effect on the dashboard. It’s uniquely Citroen, slightly reminiscent of its outré interiors of the past and all the better for it in the face of rivals which can often seem a little austere.

It’sashame,then,thattheinterior is let down by the infotainment system and controls at its centre. The eight-inch touchscreen is clear and responsive but the software beneath is overly complicated. Far more of a problem is the lack of physical heater controls. There are

buttonsforshortcutslikedefoggingthewindscreenbutthereis no quick way to adjust the temperature. Citroen is far from aloneinthiscrimeagainstcommonsensebuthavingtopressa buttontolaunchamenutostab at a screen to change the temperature is not progress – it’s dangerously distracting.

That issue and the relatively tightrearlegroomaside,there’s a lot to like about the C5 Aircross PHEV. It’s more comfortableandrefinedthankeyrivals, with more interesting styling, and the versatility of the rear seats claws back some credibility.thehybridrangeisn’tthe most impressive but for many people it could mean plenty of low-cost zero-emissions journeys backed up by the knowledge that longer journeys can be done on a single tank of fuel. Priced from just over £36,000, it’s not cheap but is close to the Ford Kuga PHEV and slightly undercuts the Peugeot 3008 andvauxhallgrandlandxwith which it shares its platform.