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LOOKING SHARP WITH MR MULTIVATOR
Buying A Budget MPV Used To Mean Driving Something That Had Been Bludgeoned By The Ugly Stick. The Latest Berlingo Multispace Shows How Far We’ve Come. By Andy Enright

The Citroen Berlingo Multispace has probably done more than any other vehicle to establish the van-based budget MPV sector in the UK. In its original iteration, the Multispace was a fun and functional cheapie that did little to disguise its commercial roots. The current version is a good deal more sophisticated, especially when fitted with the smooth 16-valve 1.6-litre petrol engine. This is a vehicle that was initially viewed as something of a frivolity but which is now taken very seriously indeed by industry analysts. The Berlingo Multispace is big business and it’s easy to see why.

With 110bhp on tap, this Berlingo Multispace is respectably quick off the mark, zipping to 60mph in 11 seconds and on to a top speed of 107mph. This is largely due to the fact that the engine is hauling around a lightweight body encapsulating a good deal of fresh air. You’ll certainly be able to take other drivers by surprise with the Berlingo’s verve. A corollary of the light weight is good fuel economy, the 1.6-litre powerplant turning in an average of 38.2mpg. Emissions are also competitive for a vehicle of this size, the 175g/km of carbon dioxide making the 16v cleaner than its little brother the 1.4-litre Multispace. The latest Berlingo Multispace models are priced even more aggressively than ever, the 1.6i 16v pitched at £11,110 for Forte trim and £11,620 for the plusher Desire. With sales greater than the Renault Kangoo and the Peugeot Partner Combi combined, the Berlingo is by far the dominant player in this rapidly growing market sector. Although the 1.6-litre petrol version is increasingly overshadowed by its 1.6-litre HDi diesel sibling when it comes to sales, it is still the best choice if you want an inexpensive family carry-all that’s enjoyably light on its toes.

"This 1.6-litre version is still the best choice if you want an inexpensive family carry-all that’s enjoyably light on its toes"

The current models can be picked out from previous generations by way of the translucent central section in their rear light clusters, their revised side indicators, the body-coloured number plate mouldings and their thicker side rubbing strips. Clear-lensed headlamps meanwhile, bring a touch of Tiffany jewellery to the front of a car that many would consider more Elizabeth Duke at Argos. But that would be to sell the Berlingo Multispace well short. Yes, it is cheap and cheerful, but it’s also a car that ruthlessly targets a specific market. It’s a market that values rugged, inexpensive family transport. It’s also a market that has developed to demand more than a bread van with windows. And sure enough, the Berlingo Multispace has developed to meet such demands. The dashboard features a centrally-mounted display screen, a steering wheel with stereo controls and a number of stowage areas. A Comfort Pack option offers aircraft-style trays on the back of the front seats, front folding armrests and Citroen’s Modubox system in the boot. Priced at an almost laughable £60, this is one box well worth ticking when specifying your Berlingo. Although the Berlingo still represents an inexpensive way of transporting a growing family, it’s no longer the basic 2CV successor many once reckoned it to be. After all, how many 2CVs were fitted with digital multiplex wiring that allows a ‘guide me home’ function on the headlights or progressive dimming cabin lights? The sophisticated electronics also make the fitting of functions such as a key fob operated ‘location’ facility, automatic door locking and speed sensitive stereo volume simplicity itself. Safety is fairly impressive too, with the current car incorporating a reinforced body structure for improved impact resistance. Standard safety equipment includes anti-lock brakes with electronic brakeforce distribution, twin front airbags, side lateral airbags and three three-point seat belts in the back. The most notable feature of this model is still its vast folding roof. Yes, it is an option but most take it up. In this case, it's electrically operated and retracts to give an aperture of some 20-square feet - almost four times as big as a standard sunroof. Should it start to rain, the roof takes only around 12 seconds to close, at which point, if you're in the middle of a picnic, you can take shelter beneath the raised tailgate. At over 4ft wide, this doubles up as a large umbrella and raises high enough for party of six footers to stand beneath it. The other option that can be fitted instead of the sunroof is Citroen’s Modutop system, a set of aircraft style overhead lockers that greatly adds to the amount of usable carrying space available. The Citroen Berlingo Multispace is the main reason the van-based MPV sector is one of the hottest tickets around. It’s finding plenty of favour among those buyers wanting a serious amount of space with a comedy price tag. Some may suggest that with its modern face and sophisticated functions, the Berlingo has matured a little. That may be the case but, make no mistake, it’s an undeniably better car than before. Better car, perhaps, but does the 16v Multispace justify its existence alongside the excellent 1.6HDi versions? It’s a tough call. Taken in isolation, the petrol car is a real achievement, but when placed in context it would be difficult to ignore the lower running costs and relaxed nature of the diesel version. If you’re still a little suspicious of the diesel revolution, you won’t be disappointed by the Multispace 1.6 16v.

FACTS AT A GLANCE CAR: Citroen Berlingo Multispace 1.6 16v PRICE: £11,110-£11,620 - on the road INSURANCE GROUP: 5 CO2 EMISSIONS: 175 PERFORMANCE: 0-60mph 11.0s / Max Speed 107mph FUEL CONSUMPTION: (urban) 29.7 (extra urban) 45.6 (combined) 38.2mpg STANDARD SAFETY FEATURES: Driver’s Airbag, Front Seatbelt Pretensioners WILL IT FIT INTO YOUR GARAGE: Length/Width/Height mm 4108/1819/1802

CINQ WITHOUT TRACE?
You Know Someone Doesn’t Like You When You Get A Big Car With A Small Engine. With Citroen’s C5 1.8 The Hard Done By Have Found Their Talisman. Andy Enright Reports…

Something strange has been going on in the medium range family car sector. Inch by inch after each iteration these cars are getting bigger. Though we don’t spot it right away, they have gradually grown to a size whereby Citroen’s C5 isn’t far shy of a Vauxhall Carlton or a Ford Scorpio of yesteryear. Which means that the 1.8-litre versions aren’t powerful enough to punch their way out of a wet paper bag, right? Wrong. Engine technology has progressed apace and the 1.8-litre Citroen C5 is a long way removed from the ‘less desirable’ end of the stick.

The 1.8-litre engine comes as a five-door in VTR trim costing £17,095. You’ll have to put up with the predictable gibes about how you drive a C5, but even Sir Clive could never have envisioned that personal transport solutions would have come this far, so soon and from Citroen, whose 2CV probably offered as much resistance to stray artics as the Cambridge gnome’s trike. Innovation has always been an integral aspect of the Citroen brand ‘personality’ and although that innovation had been shackled in recent years by the company’s subservience to more mainstream Peugeot designs, the C5 marks a welcome return to Gallic indifference. Asked why it looks nothing like a Ford Mondeo or Volkswagen Passat, the C5 would probably shrug dismissively and contrarily plough it’s own furrow. The latest model features a number of enhancements both visual and functional but the C5 remains very much a C5. The double chevron grille is rapidly being adopted right across the Citroen range and now the C5 has it along with ‘boomerang’ style front and rear lights. Interior quality has also been improved, there are now seven airbags and Citroen’s directional Xenon headlamps are available.

"The C5 marks a welcome return to Gallic indifference."

Underneath these updated but still relatively anonymous looks lies a car that is anything but. You don’t have to drive one very far to find out why. This family five-door will ride and corner differently to anything you’ve ever driven. The credit for this goes to Citroen’s unique Hydractive 3 suspension. Devotees of the marque who owned an XM or a Xantia will know what we’re talking about here, for both of these cars featured early versions of this system. In its latest form, the advantages of this fluid-sprung set-up over conventional steel springs are almost impossible to ignore. Thus equipped, this C5 can read the road and adapt its ride set-up accordingly, depending on the ground surface, the speed and the way that you’re driving. Sensors strategically located around the car feed information to a central control system that can then change both spring and damper rates as necessary. For example, on bad surfaces below 43mph, the car will be lifted by 13mm to prevent the possibility of grounding out. Over 68mph on a smooth road however, the gadgetry will automatically lower the front of the car by 15mm and the rear by 11mm to reduce drag. You can even choose a ‘raised’ 40mm position for potholed farm tracks or an even higher setting to make it easier to change a wheel. On the move, you monitor each state of affairs via a multi-function screen built into the top of the fascia. There’s the choice of ‘normal’ or ‘sport’ modes, though drive the car hard and you’ll find that it switches automatically to ‘sport’ mode anyway. Where you notice Hydractive 3 most however, is on bad roads or in hard cornering. The worse the surface, the better this car feels (nothing, but nothing at any price rides speed humps better). Its real party piece however, is reserved for sharp corners. As you enter the bend, you expect the car to start rolling in the normal way – except that it doesn’t. In fact, all the way through the turn, the body stays absolutely flat. It’s a rather weird feeling. Comfort them, is this car’s number one priority. It’s not seeking to deliver as sharp a driving experience as you could expect in a Mondeo or a 406 – though in fact, it’s not that far off. Certainly, the engines are up to the job. These are borrowed from Peugeot’s parts bin and are none the worse for that. Most buyers will choose the 2.0-litre engine, but for those who do plump for the 125bhp 1.8-litre variants, they’ll be getting a car that can hit 60mph in 10.0 seconds on the way to 125mph. In a car the size of a small rural shire that’s respectable performance, and the fuel economy figure of 37.2mpg isn’t anything to sniff at either. The engine is surprisingly quiet and cultured, even when you decide to drop the hammer, and the modest power only really becomes apparent when accelerating at speed on motorways. For the majority of the time the C5’s cosseting ride won’t make you hanker for anything markedly quicker under the bonnet. The C5’s styling is deceiving. At first glance, you’d swear it was a saloon when, in fact, it’s a five-door hatch. Inside, the well-appointed cabin is as spacious as anything in the class and the 456-litre boot’s enormous. At the wheel, it doesn’t feel quite as solid and classy as some rivals (blame the different plastics and mock wood for that) but it’s not far off. And of course, in keeping with the theme pursued by the rest of the car, it’s as hi-tech as you could wish. Airbags are everywhere, there’s a great trip computer and you can specify voice activation for the stereo as well as for the optional satellite navigation and in-car telephone systems. Another interesting prospect is the lane departure warning system, which alerts drivers if they drift across lanes without indicating. Keen drivers will break out the bargepoles when faced with the prospect of a spell behind the wheel of the Citroen C5 1.8, but they’d be missing out. All it takes is an adjustment of attitude. Just as the car is confident enough not to slavishly ape the established rivals, it’s best to relax, take in the big picture and enjoy the C5 for what it is. If you can do this, the executive car rat race suddenly looks a distant unappetising place. Executive stress relief has never been sweeter.

FACTS AT A GLANCE CAR: Citroen C5 1.8-litre range PRICES: £17,095 - on the road INSURANCE GROUP: 8 CO2 EMISSIONS: 182g/km PERFORMANCE: Max Speed 125mph / 0-60mph 10s FUEL CONSUMPTION: (urban) 27.2mpg / (extra urban) 47.9mpg /(combined) 37.2mpg STANDARD SAFETY FEATURES: Twin Front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: [saloon] Length/Width/Height 4618/1770/1476mm

RUN VTR
We’re Getting Used To The Concept Of Sporty Diesels, But Does Citroen’s C5 1.6 HDi VTR Stretch Things A Little Too Far? Andy Enright Reports

Sportiness is a virus. It infects everything, from the way companies sell razor blades right through to the sort of soft drinks you buy and it manifests itself insidiously in the methods in which cars are marketed. Unless your car is sporty in some vague manner, it’s generally doomed. Every once in a while, a manufacturer thumbs its nose at this and Citroen’s C5 was a refreshing example of a car with absolutely no sporting aspirations. It was big, soft and as comfy as your bathtub. That was until the VTR model was introduced. Seen here fitted with the resolutely unsporty 1.6-litre HDi diesel engine, this could well be Britain’s least sporty sporting car.

You probably associate the VTR tag with the Citroen Saxo that’s driven by the spotty youth up the road, fitted with an exhaust pipe so large you need to check it for tramps in the morning and which is so loud that when it comes haring past your front door in the small hours your cat tries to microwave itself in sheer terror. Thankfully the C5 HDi VTR is alike in badge only. As a token sporting effort, it’s quite magnificent. The 1.6-litre diesel engine still develops 110bhp and the suspension offers exactly the same ride quality as its humbler siblings – somewhere between crème brulee and blancmange, if you’re interested. Instead, there are ‘striking’ 16-inch alloy wheels, ‘carbon-fibre effect’ inserts around the centre console and doors and ‘eye-catching’ dark blue/grey upholstery with matching seat belts and a leather steering wheel. It’s wholeheartedly half-hearted. Opting for that Sports Pack also entitles you to a ‘sporty’ (that word again) lower front mesh grille and a rear spoiler. Less thrilling but arguably more useful standard inclusions run to automatic wipers that decide how fast to go on intermittent wipe and headlamps that switch themselves on and off based on the level of ambient light. Other thoughtful features include a stereo with volume that increases according to your speed and automatic boot locking. ABS with brake assist, Electronic Brake distribution, six airbags, air conditioning and electric windows also come as standard.

"As a token sporting effort, the C5 1.6 HDi VTR is quite magnificent"

Probably the most impressive aspect of the C5 1.6 HDi VTR’s make up isn’t its speed, handling or eye-catching gewgaws. Instead it’s the sheer infrequency with which you’ll need to visit filling stations. With a theoretical range of around 750 miles, I’ve calculated that my father would only need to fill up once every 47 years. You may need to top up a little more often but the combined fuel consumption of 52.3mpg coupled with a generously proportioned tank means that this is a cruiser par excellence. On a long motorway trip it’ll certainly get from A to B a whole lot quicker than something like a Mitsubishi Lancer Evo. Who’s sporty now? The latest C5 features a number of enhancements both visual and functional but the C5 remains very much a C5. The double chevron grille is rapidly being adopted right across the Citroen range and now the C5 has it along with ‘boomerang’ style front and rear lights. Interior quality has also been improved, there are now seven airbags and Citroen’s directional Xenon headlamps are available. Another interesting prospect is the lane departure warning system, which alerts drivers if they drift across lanes without indicating. With a big squeeze on this market sector, diesel variants have come to the fore, offering a massive saving in fuel bills and buoyant resale values for the private buyer. The C5 however has much to offer beyond its impressive oil-burning powerplants. This saloon will ride and corner differently to anything you’ve ever driven. The credit for this goes to Citroen’s unique Hydractive 3 suspension. Devotees of the marque who owned an XM or a Xantia would know what we’re talking about here, for both of these cars featured early versions of this system. In its latest form, the advantages of this fluid-sprung set-up over conventional steel springs are almost impossible to ignore. Thus equipped, this C5 can read the road and adapt its ride set-up accordingly, depending on the ground surface, the speed and the way that you’re driving. For example, on bad surfaces below 43mph, the car will be lifted by 13mm to prevent the possibility of grounding out. Over 68mph on a smooth road however, the gadgetry will automatically lower the front of the car by 15mm and the rear by 11mm to reduce drag. You can even choose a ‘raised’ 40mm position for potholed farm tracks or an even higher setting to make it easier to change a wheel. On the move, you monitor each state of affairs via a multi-function screen built into the top of the fascia. There’s the choice of ‘normal’ or ‘sport’ modes, though drive the car hard and you’ll find that it switches automatically to ‘sport’ mode anyway. Where you notice Hydractive 3 most however, is on bad roads or in hard cornering. The worse the surface, the better this car feels (nothing, but nothing at any price rides speed humps better). Its real party piece however, is reserved for sharp corners. As you enter the bend, you expect the car to start rolling in the normal way – except that it doesn’t. In fact, all the way through the turn, the body stays absolutely flat. It’s a rather weird feeling. The C5 1.6-litre HDi VTR could be called a sheep in wolf’s clothing were the wolf’s clothing not quite so sheeplike. It wears its sporting credentials with barely disguised disdain. What you do get is a well equipped and extremely comfortable cruiser that you can claim harbours sporting aspirations to those who don’t know their VTRs from their elbow. Despite its rather disingenuous marketing position, this Citroen is rather appealing.

FACTS AT A GLANCE CAR: Citroen C5 HDi 1.6 VTR PRICE: £17,595 - on the road INSURANCE GROUP: 9 CO2 EMISSIONS: 142g/km PERFORMANCE: Max Speed 118mph / 0-60mph 11.3s FUEL CONSUMPTION: (combined) 52.3mpg STANDARD SAFETY FEATURES: Twin Front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4618/1770/1476mm

HDI PLAINS DRIFTER
Diesel Engines And Refinement Have Traditionally Been Uneasy Bedfellows. The Citroen C5 HDi Range Offers The Smoothest Ride Of Any Diesel Car, But Is This Enough? Andy Enright Reports…

Pity poor Citroen, lodged firmly in the cleft stick of innovation versus acceptance. Build too much clever engineering into your large models and sales plummet, but try appealing to the mainstream and suddenly you’re accused of watering down the brand values. With the C5 diesel range, Citroen hope to have struck an acceptable balance.

The latest C5 features a number of enhancements both visual and functional but the C5 remains very much a C5. The double chevron grille is rapidly being adopted right across the Citroen range and now the C5 has it along with ‘boomerang’ style front and rear lights. Interior quality has also been improved, there are now seven airbags and Citroen’s directional Xenon headlamps are available. Another interesting prospect is the lane departure warning system, which alerts drivers if they drift across lanes without indicating. Engine wise, diesel customers have a choice of 110bhp 1.6-litre, 138bhp 2.0-litre or 173bhp 2.2-litre units. Drive the entire C5 range and you can’t help but wonder why anybody would bother with the petrol variants. Not that the petrol engines are inherently bad, merely that the diesels are so much better. The diesel line-up starts with the HDi 110 VTX+ hatch at £15,395. Go for the 138bhp 2.0-litre unit and prices start at £17,395 in VTR guise (though a plusher Exclusive version is available). The 110bhp VTR version is interesting, offering a sporting look from £17,095. The range-topping 173bhp 2.2-litre engine is available solely in Exclusive trim and it packs a serious punch. As with all C5s, there’s the usual choice between the five-door ‘saloon’ or, for a premium of around £1,000, the estate.

"Its real party piece however, is reserved for sharp corners…"

With a big squeeze on this market sector, diesel variants have come to the fore, offering a massive saving in fuel bills and buoyant resale values for the private buyer. The C5 however has much to offer beyond its impressive oil-burning powerplants. This saloon will ride and corner differently to anything you’ve ever driven. The credit for this goes to Citroen’s unique Hydractive 3 suspension. Devotees of the marque who owned an XM or a Xantia would know what we’re talking about here, for both of these cars featured early versions of this system. In its latest form, the advantages of this fluid-sprung set-up over conventional steel springs are almost impossible to ignore. Thus equipped, this C5 can read the road and adapt its ride set-up accordingly, depending on the ground surface, the speed and the way that you’re driving. For example, on bad surfaces below 43mph, the car will be lifted by 13mm to prevent the possibility of grounding out. Over 68mph on a smooth road however, the gadgetry will automatically lower the front of the car by 15mm and the rear by 11mm to reduce drag. You can even choose a ‘raised’ 40mm position for potholed farm tracks or an even higher setting to make it easier to change a wheel. On the move, you monitor each state of affairs via a multi-function screen built into the top of the fascia. There’s the choice of ‘normal’ or ‘sport’ modes, though drive the car hard and you’ll find that it switches automatically to ‘sport’ mode anyway. Where you notice Hydractive 3 most however, is on bad roads or in hard cornering. The worse the surface, the better this car feels (nothing, but nothing at any price rides speed humps better). Its real party piece however, is reserved for sharp corners. As you enter the bend, you expect the car to start rolling in the normal way – except that it doesn’t. In fact, all the way through the turn, the body stays absolutely flat. It’s a rather weird feeling. Comfort them, is this car’s number one priority. It’s not seeking to deliver as sharp a driving experience as you could expect in a Mondeo or a 407 – though in fact, it’s not that far off. Certainly, the engines are up to the job. These are borrowed from Peugeot’s parts bin and are none the worse for that. Most buyers will probably opt for the 138bhp 2.0-litre HDi unit, capable of sprinting to 60mph in 10 seconds before topping out at 125mph. Of common rail architecture, this engine pulls strongly from around 1,750rpm right up to the point where maximum power is reached at around 4,000rpm. The 2.2-litre engine can hit 60mph in just 8.2s while with combined fuel economy measured at 46mpg, so it’s worth the extra outlay if you can afford it. The C5 manages to cut down on the float and wallow of most motorway-oriented cars, but the steering still has a firm feel around the straight ahead without a great deal of detailed feedback. At the wheel, the C5 doesn’t feel quite as solid and classy as some rivals (blame the different plastics and mock wood for that) but it’s not far off. And of course, in keeping with the theme pursued by the rest of the car, it’s as hi-tech as you could wish. Airbags are everywhere, there’s a great trip computer and you can specify voice activation for the stereo as well as for the optional satellite navigation and in-car telephone systems. If you can overcome the unremarkable styling and the uninspired interior the Citroen C5 HDi has a great deal going for it. In terms of ride and refinement it’s at the top of the class, but it’s a sign of the times that a big Citroen can no longer rely on a certain Gallic charm to repel customers. Don’t buy a C5 just to be different, as that would be selling its bold engineering short. What lies beneath is very impressive. If you’re buying a car of this type, you really ought at least to try a C5 for size. You might even like it…

FACTS AT A GLANCE CAR: Citroen C5 HDi range PRICES: £15,395-£23,695 - on the road INSURANCE GROUPS: 7-11 CO2 EMISSIONS: 152-187g/km PERFORMANCE: [2.2 HDi] Max Speed 127mph / 0-60mph 8.2 FUEL CONSUMPTION: [2.2 HDi](combined) 46mpg STANDARD SAFETY FEATURES: Twin Front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: [saloon] Length/Width/Height 4618/1770/1476mm

UPD-EIGHTED
The latest Citroën C8 offers an even better value proposition. Andy Enright reports…

With the vast array of new MPVs flooding the market, you could be excused for overlooking Citroën’s C8. After all, it’s been around for a while, having first arrived back in 2002. Since then, manufacturers have become a whole lot smarter when it comes to packing a lot of content into smaller vehicles but when you drive one with all the typical family paraphernalia, you realise that there’s no substitute for size. And when it comes to big MPVs, few offer better value than Citroën.

Like its predecessor, the Synergie, the C8 is the result of a joint collaboration between Peugeot, Citroen and Fiat, a collaboration which has also produced the very similar Peugeot 807 and Fiat Ulysse models. Citroen has always been able to trump Peugeot and Fiat when it comes to MPV sales in Britain thanks to deep dealer incentivising with zero per cent finance offers, free insurance deals, big cashbacks and no deposit sweeteners. In short, Citroën has successfully lowered the barriers to purchase and has reaped the subsequent rewards. While the C8 is a relatively common sight on British roads, the 807 and the Ulysse are rare birds indeed. It’s worth recalling quite how far ahead of the pack these vehicles were at launch, the C8 being the first large MPV to notch a five star Euro NCAP safety rating for occupant protection. Citroën hasn’t been able to rest on its laurels though and a range of revised diesel engines has made the C8 newsworthy once again. Where before there were 110bhp 2.0-litre and 130bhp 2.2-litre diesel powerplants, this time round, Citroën offers only 2.0-litre diesel power, albeit with two higher power outputs of 120 and 136bhp respectively. The older 110hp 2.0HDi 16v version will continue as an automatic only The entry-level 120bhp 16v HDI engine will manage 41mpg on the combined cycle and emits a mere 182g/km of carbon dioxide. It’s reasonably rapid too, getting to 112mph and churning out 221lb/ft of torque at a lowly 2,000rpm. The range-topping 136bhp version of this engine still squeezes 40 miles from a gallon of juice and carbon emissions are barely higher at 188g/km. A standard diesel particulate filter also helps to reduce carcinogenic particulate emission to virtually zero. The maximum speed is clocked at 118mph and torque is rated at 236 lb/ft. Prices for these diesel models start at £21,145 for the 120bhp versions and £23,175 for the 136bhp cars, but check whether one of Citroën’s periodic cashback schemes is running – you could slash up to £3,000 off those prices. Even if it isn’t, use that figure as a target point in negotiations. Petrol buyers get the choice of a single 143bhp 2.0-litre 16v powerplant priced from £19,690. Unfortunately, we don’t get the 208bhp 3.0-litre version our friends across the Channel plough the autoroutes with.Trim levels range from LX to SX and Exclusive.

"The seats are mind-bogglingly adjustable in almost every direction"

Some things don’t change. The priority of the C8 is still safety, safety and yet more safety. Six airbags are fitted as standard including two side window bags offering protection to passengers in all three rows of seats. As well as anti lock brakes with full electronic brakeforce distribution, the C8 also gets electronic braking assistance, a sophisticated stability control package, low tyre pressure warning and hazard lights that automatically deploy under hard braking. There are plenty of other obvious large MPV rivals with prices starting from around £19,500, so the C8 will have its work cut out. Still, given Citroën’s success with the Xsara Picasso, perhaps it stands a better than average chance of making serious ground on the market leaders. At the very least, it should continue to do better business than its Peugeot and Fiat counterparts, due in no small part to Citroën’s attractive package of design inducements. Check out (depending on model) the clever ‘childview’ rear-view mirror, the triple sunroofs, the swivelling front seats, the refrigerated drinks holders and the fifty or so storage compartments dotted around the cabin. There’s room for up to eight adults and access for them is made easier by the flat floor and the dashboard-mounted gearlever. If luggage rather than people carrying is what you need, Citroen’s patented ‘Quickfix’ instant anchoring system will enable you to quickly slide, fold or remove the rear seats for maximum flexibility. The boot is enormous, with a maximum load capacity of almost 3,000 litres. The C8’s interior feels as if Peugeot, Citroën and Fiat were each given individual briefs with a steering committee to fit the pieces together. There are some wonderfully wacky design cues such as the wing-like structure that arcs across the top of the dash, but this sits above a deathly dull sweep of black plastic which itself sprouts a gear shifter and a control panel that appears to bear no design coherence with any of the other parts. Yes, it all seems to work perfectly well, but it’s somewhat patchy in terms of design. It is in interior look and feel, more than anything else, that the competition has stolen a march on the C8 in the years since its launch. Whilst you may sniff at the aesthetics, the functionally of the C8 is difficult to fault. The seats are mind-bogglingly adjustable in almost every direction. They spin, fold, slide, detach, you name it they do it. Clap loudly and they even jump through a fiery hoop. Okay, so we just made that bit up, but the combinations are astonishing. Four-zone air conditioning helps combat the effect of the three (count ‘em) sunroofs. Multiplex wiring allows for such electronic niceties as light sensitive headlamps, automatic windscreen wipers, and speed indexing of the stereo volume as well as rear parking sensors, guide-me-home headlights and remote control operation of the sunroofs, windows, door mirrors and the sliding doors. 7If you’re intent on not buying Korean, the Citroën C8 offers undoubtedly the best value in the full-sized MPV sector. Some parts of it are starting to feel a little creaky but the shot in the arm provided by the latest diesel engines is enough to keep it on the highly recommended list, for now at least.

FACTS AT A GLANCE CAR: Citroen C8 range PRICES: £19,690-£25,570 - on the road INSURANCE GROUPS: 10-13 CO2 EMISSIONS: 182-231g/km PERFORMANCE: [2.0 HDi 136] Max Speed 118mph FUEL CONSUMPTION: [2.0 HDi 120] (combined) 41mpg STANDARD SAFETY FEATURES: Six airbags, ABS with EBD and EBA, ESP WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4727/1818/1752

TORQUE SOFTLY
There aren’t too many motorway cars better than Citroën’s C5 2.2 HDi 170. Andy Enright reports…

It’s true that cars are a product of their domestic environment. Some just translate to foreign markets better than others. As a nation, we tend to appreciate big Citroën models only years after they’ve departed. Freed from the financial burden of buying one from new, we can safely wax lyrical about their style innovation and beautifully relaxed driving characteristics. While it’s true that buying a new Citroën C5 will cost more in terms of depreciation than many mainstream rivals, the transaction becomes worthwhile if you’re planning to rack up some serious motorway miles, especially if your C5 is powered by the latest 2.2-litre HDI engine.

As somebody who racks up thousands of miles annually on French autoroutes, I can see the appeal of a car like this. With a luxuriously cushioned ride, all the toys you could reasonably request and a lazy, high-torque diesel engine, this twin turbo C5 takes the angst out of long distance driving. A 66-litre tank and the ability to notch up over 55mpg on a run gives this car 800 mile strides between refills and with the engine ticking over just above 2,500rpm at an 75mph cruising speed, you’re plugged right into the meat of the torque band with 273lb/ft at your disposal. Despite this, the second turbocharger isn’t even spooled up, that turbine only coming on stream at 2,700rpm. This is a fascinating engine and one of the most significant powerplants we’ve seen for some time. Developed jointly between Peugeot, Citroën and Ford, it’s a unit we’ll get to see an awful lot of in various iterations. The latest Land Rover Freelander 2 uses it and it’s hard to see Ford turning it down for the Mondeo and, possibly, a range-topping Focus diesel. It’s already been slotted into the Peugeot 407 and is a real technological tour de force, as would be expected from a company such as Citroën. The first four-cylinder twin-turbocharged engine in a production car, this powerplant is managed by a parallel sequential induction system to ensure that there are none of those annoying lag and lunge power delivery characteristics that often afflict highly tuned turbodiesel cars. It also serves to broaden the amount of useable torque.

"Drop the preconceptions and accept the C5 for what it is and you’ll probably find it very endearing"

Drive an early performance turbodiesel and you’ll have a band of about 750rpm of real go, requiring frantic gearchanging and footwork on the pedals that would put Ronaldinho to shame. These days, you get more power and a broader rev range in which to enjoy it. What’s more, it’s available at lower engine speeds too, adding to the car’s muscular feel. With this 2.2-litre engine, the maximum torque figure chimes in at just 1,500rpm, which means that when you’re pulling away from the lights or nipping out from a junction or onto a roundabout, you’ve got all the engine’s capability on tap. The twin turbos work one after the other rather than both at the same time. A low inertia blower operates up to 2,700rpm, giving that instant urge. When things are really cooking, the car’s computer switches to a second smaller unit that fills in the power requirements at the top end. Whereas many diesel cars are all done and dusted by 3,000rpm, the throttle merely making more noise rather than propelling the car any faster, the Citroën has a much more enjoyable amount of top end about it and the soundtrack to accompany the whole thing won’t have you cranking up the stereo to drown it out. Indeed, the maximum power output of this model arrives at 4,000rpm, an almost unheard of rev-happiness in a diesel. The combustion chamber has been redesigned with a reduced compression ratio and a larger diameter as Citroën realised that fuel in contact with the walls of the cylinder was difficult to burn efficiently. Increase the volume and the efficiency increases, helped by a redesigned piston crown. A third generation Bosch common rail system uses piezo electronic injectors to raise injection pressure to 1,800bar. Compare that to 1,350 bar for the first generation common rail units and you’ll see the precision at work here. Apart from the engine, the clever Hydractive 3 suspension is the biggest talking point of this car. On the move, you monitor it via a multi-function screen built into the top of the fascia. There’s the choice of ‘normal’ or ‘sport’ modes, though drive the car hard and you’ll find that it switches automatically to ‘sport’ mode anyway. Where you notice Hydractive 3 most however, is on bad roads or in hard cornering. The worse the surface, the better this car feels (nothing, but nothing at any price rides speed humps better). Its real party piece however, is reserved for sharp corners. As you enter the bend, you expect the car to start rolling in the normal way – except that it doesn’t. In fact, all the way through the turn, the body stays absolutely flat. It’s a rather weird feeling. Comfort is without doubt this car’s number one priority. It’s not seeking to deliver as sharp a driving experience as you could expect in a Mondeo or a 407 – though in fact, it’s not that far off. Performance is strong, the 170bhp engine jetting the big C5 to 60mph in 8.2 seconds and then on to a top speed of 138mph. There’s the usual bodystyle choice between five-door hatch or (for a premium of around £1,100), an estate. An automatic version is also on offer. It takes a rather fundamental rearrangement of the conventional car buying mindset to plump for a car like the Citroën C5 2.2 HDi 170. Accept that it will cost more in depreciation but that the transaction is buying you a superlative motorway cruiser and you’ll begin to see the appeal. Once you do have your neurons aligned, the big Citroën is endearing and versatile. After all, in order to understand the translation, it sometimes helps to know a bit of the native tongue.

FACTS AT A GLANCE CAR: Citroen C5 HDi 2.2 170 range PRICES: £22,595-£23,695 - on the road INSURANCE GROUP: 14E CO2 EMISSIONS: 160g/km PERFORMANCE: Max Speed 138mph / 0-60mph 8.2s FUEL CONSUMPTION: (combined) 46.3mpg STANDARD SAFETY FEATURES: Twin Front & side airbags / ABS WILL IT FIT IN YOUR GARAGE?: [saloon] Length/Width/Height 4618/1770/1476mm

BEAUTY IN THE HDi OF THE BEHOLDER
If You’re Of A Practical Persuasion, The Citroen Berlingo Multispace May Well Appeal, Especially Fitted With Its Best Engine, The 1.6-Litre HDi Diesel. By Andy Enright…

It seems the van-based MPV sector is one of the hottest tickets in town at the moment and the Citroen Berlingo Multispace is spearheading a good proportion of that growth. In its latest guise, Citroen have driven the Berlingo upmarket, making it a little more car-like in the process. The 1.6-litre HDi engine is the pick of the range, making this a model that is capable of springing some surprises.

When Citroen first entered this market sector back in 1998, it’s fair to say the company didn’t really have much idea of the potential. The Berlingo Multispace was just a toe in the water and, to be frank, the water wasn’t that inviting at the outset. In its first full year on sale, just 800 people signed on the dotted line. Word slowly spread that the Berlingo Multispace was more than just a plumber’s van with windows, that it offered a new take on budget family motoring and some high profile journalists began championing its cause. 2002 saw sales top 7,000 units with volumes reaching 800 per month towards the end of the year. The current models can be picked out from previous generations by way of the translucent central section in their rear light clusters, their revised side indicators, the body-coloured number plate mouldings and their thicker side rubbing strips. Clear-lensed headlamps meanwhile, bring a touch of Tiffany jewellery to the front of a car that many would consider more Elizabeth Duke at Argos. But that would be to sell the Berlingo Multispace well short. Yes, it is cheap and cheerful, but it’s also a car that ruthlessly targets a specific market. It’s a market that values rugged, inexpensive family transport.

"The Multispace HDi’s 13.2-gallon fuel tank translates into a cruising range on motorways of an incredible 745 miles. That’s London to Marseilles in one hit!"

Any logical appraisal would, at this juncture, examine whether it really is fun or whether it’s just not half as bad as expected, but a self appointed panel of experts (OK – the staff from the office downstairs) tried it and gave it the thumbs up. There’s scientific rigour for you. The 75bhp 1.6-litre HDi engine may not be hugely powerful, but seeing as most of the Multispace is fresh air, it doesn’t really need to be. It’s capable of hauling this generously proportioned cube from rest to 60mph in a sluggish 15.4 seconds and with a top speed of 93mph, the outside lane of the autobahn is not this car’s native environ. One side effect of being light on its feet is fuel consumption. Even around town, the Multispace HDi will return an impressive 42mpg, although a more indicative figure for its all-round parsimony is the 52mpg combined figure. Its commercial roots are betrayed by its big 13.2-gallon fuel tank which translates into a cruising range on motorways of an incredible 745 miles. That’s London to Marseilles in one hit! For £650 more you can secure the altogether better 92bhp version of the 1.6HDi engine. With this installed, 0-60mph takes 12.9s, there’s a 99mph top speed and fuel economy is identical. Inside, the dashboard features a centrally-mounted display screen, a steering wheel with stereo controls and a number of stowage areas. A Comfort Pack option offers aircraft-style trays on the back of the front seats, front folding armrests and Citroen’s Modubox system in the boot. Priced at an almost laughable £60, this is one box well worth ticking when specifying your Berlingo. Although the Berlingo still represents an inexpensive way of transporting a growing family, it’s no longer the basic 2CV successor many once reckoned it to be. After all, how many 2CVs were fitted with digital multiplex wiring that allows a ‘guide me home’ function on the headlights or progressive dimming cabin lights? The sophisticated electronics also make the fitting of functions such as a key fob operated ‘location’ facility, automatic door locking and speed sensitive stereo volume simplicity itself. Safety is fairly impressive too, with the current car incorporating a reinforced body structure for improved impact resistance. Standard safety equipment includes anti-lock brakes with electronic brakeforce distribution, twin front airbags, side lateral airbags and three three-point seat belts in the back. The most notable feature of this model is still its vast folding roof. Yes, it is an option but most take it up. In this case, it's electrically operated and retracts to give an aperture of some 20-square feet - almost four times as big as a standard sunroof. Should it start to rain, the roof takes only around 12 seconds to close, at which point, if you're in the middle of a picnic, you can take shelter beneath the raised tailgate. At over 4ft wide, this doubles up as a large umbrella and raises high enough for party of six footers to stand beneath it. The other option that can be fitted instead of the sunroof is Citroen’s Modutop system, a set of aircraft style overhead lockers that greatly adds to the amount of usable carrying space available. In coupling a high-tech diesel engine with neat electronic convenience features and a no-nonsense wash’n’wear appeal to motoring, Citroen appear to be onto a winner with the Berlingo Multispace 1.6 HDi. Try it. What’s the worst that can happen? You might even love it.

FACTS AT A GLANCE CAR: Citroen Berlingo Multispace 1.6-litre HDi range PRICE: £11,395 - £12,455 - on the road INSURANCE GROUP: 5 CO2 EMISSIONS: 143g/km PERFORMANCE: [92bhp] 0-60mph 12.9s / Max Speed 99mph FUEL CONSUMPTION: [92bhp] (urban) 42.2 (extra urban) 60.1 (Combined) 52.3mpg STANDARD SAFETY FEATURES: Driver’s Airbag, Front Seatbelt Pretensioners WILL IT FIT INTO YOUR GARAGE: Length/Width/Height mm 4108/1819/1802

ALTERED IMAGES
Though The Citroen C5 VTR’s ‘Sportiness’ Is Only Skin-Deep, That Doesn’t Mean It Hasn’t Other Charms. Jonathan Crouch Reports

Like sex, ‘sportiness’ sells. Even, it seems, if your product isn’t essentially very sporty. For proof, check out the car we’re looking at here, Citroen’s C5 VTR.

Even its makers would not pretend that the basic C5 design is one for would-be Schumachers. Instead, it’s a car designed to cosset its occupants totally, the best-riding, most comfortable car in the Mondeo-dominated medium range sector. Unfortunately, this is not quite enough – or so the brand marketers have decided. People buying at entry-level in this market like the option of a sporty look and feel, even if this is not necessarily reflected by the road-going experience on offer. Which is why we have the C5 VTR. There are no uprated engine options here – nor stiffer suspension, even if you opt for the ‘Sports Pack’. Instead, there are more hedonistic charms on offer. Like ‘striking’ 16-inch alloy wheels, ‘carbon-fibre effect’ inserts around the centre console and doors and ‘eye-catching’ dark blue/grey upholstery with matching seat belts and a leather steering wheel. You get the picture. Opting for that Sports Pack also entitles you to a ‘sporty’ (that word again) lower front mesh grille and a rear spoiler. Less ‘eye-catching’ but arguably more useful standard inclusions run to automatic wipers that decide how fast to go on intermittent wipe and headlamps that switch themselves on and off based on the level of ambient light. Other thoughtful features include a stereo with volume that increases according to your speed and automatic boot locking. ABS with brake assist, Electronic Brake distribution, six airbags, air conditioning and electric windows also come as standard. The C5 has been the recipient of a facelift in recent times and the revisions have added further to the visual appeal of the VTR models. The double chevron grille is rapidly being adopted right across the Citroen range and now the C5 has it along with ‘boomerang’ style front and rear lights. Interior quality has also been improved, there are now seven airbags and Citroen’s directional Xenon headlamps are available.

"Try one – for the experience if nothing else…..…"

There are four engine choices. The 125bhp 1.8-litre 16v petrol unit costs £17,095 but has the disadvantage of not being available either as an estate or an automatic – to keep its ‘sporting purity’ of course. For those privileges (which carry with them a £1,100 or £1,200 respective price premium), you’ll need to opt for the 110bhp 1.6HDi or the 138bhp 2.0-litre HDi turbo diesel versions, priced from £17,595. Bear in mind that you can subtract the usual cashback deals to significantly reduce these sums. Despite giving away 15bhp to its petrol counterpart, the 1.6HDi version feels by far the quicker in day-to-day driving, thanks to the prodigious amounts of mid-range pulling power on offer in almost any gear. Of course, the 2.0 derivative is quicker still. It’s not what’s under the bonnet that makes this car stand apart however (which is just as well since all the engines are lifted straight from comparable Peugeot models). No, that honour belongs to Citroen’s unique Hydractive 3 suspension. Devotees of the marque who owned an XM or a Xantia will know what we’re talking about here, for both of these cars featured early versions of this system. In its latest form, the advantages of this fluid-sprung set-up over conventional steel springs are almost impossible to ignore. Thus equipped, this C5 can read the road and adapt its ride set-up accordingly, depending on the ground surface, the speed and the way that you’re driving. Sensors strategically located around the car feed information to a central control system that can then change both spring and damper rates as necessary. For example, on bad surfaces below 43mph, the car will be lifted by 13mm to prevent the possibility of grounding out. Over 68mph on a smooth road however, the gadgetry will automatically lower the front of the car by 15mm and the rear by 11mm to reduce drag. You can even choose a ‘raised’ 40mm position for potholed farm tracks or an even higher setting to make it easier to change a wheel. On the move, you monitor each state of affairs via a multi-function screen built into the top of the fascia. There’s the choice of ‘normal’ or ‘sport’ modes, though drive the car hard and you’ll find that it switches automatically to ‘sport’ mode anyway. Where you notice Hydractive 3 most however, is on bad roads or in hard cornering. The worse the surface, the better this car feels (nothing, but nothing at any price rides speed humps better). Its real party piece however, is reserved for sharp corners. As you enter the bend, you expect the car to start rolling in the normal way – except that it doesn’t. In fact, all the way through the turn, the body stays absolutely flat. It’s a rather weird feeling. As you might imagine, all this particularly benefits buyers of the spacious estate version. Here, the load floor is wide and flat, giving it a capacity of 563 litres which is the largest in class. More importantly, it’s possible to exploit that space without significant intrusion from the rear suspension turrets, the Hydractive 3 system being tucked away beneath the floor. This means that the available width of 1176, measured at the narrowest point between the rear tail lights, is the widest in class. At the wheel, it doesn’t feel quite as solid and classy as some rivals (blame the different plastics and mock trim for that) but it’s not far off. And of course, in keeping with the theme pursued by the rest of the car, it’s as hi-tech as you could wish. Airbags are everywhere, there’s a great trip computer and you can specify voice activation for the stereo as well as for the optional satellite navigation and in-car telephone systems. One particularly nice touch (borrowed from the Peugeot 607) is the way the exterior mirrors fold in automatically when you lock the car. In a market sector where buyers like to look sporty but prefer a cosseted driving experience out on the road, the C5 VTR will probably do quite well. For that clever suspension system, you can forgive it much. Overall, if you’re buying a car of this type, you really ought at least to try a C5 for size. For the experience if nothing else…

FACTS AT A GLANCE CAR: Citroen C5 VTR range PRICES: £17,095-£19,895 - on the road INSURANCE GROUP: 8 CO2 EMISSIONS: 147-182g/km PERFORMANCE: [1.8] Max Speed 125mph / 0-60mph 10s FUEL CONSUMPTION: [1.8] (urban) 27.2mpg / (extra urban) 47.9mpg /(combined) 37.2mpg STANDARD SAFETY FEATURES: Twin Front, side & curtain airbags / ABS / EBA / EBD WILL IT FIT IN YOUR GARAGE?: [saloon] Length/Width/Height 4618/1770/1476mm

BINGO BERLINGO
Various Tweaks And Revisions Have Kept The Citroen Berlingo Multispace Fresh Over The Years But Its Core Strengths Have Always Been Practicality And Price. By Andy Enright…

Rightly or wrongly, we associate certain cars with kicking off certain market niches. The Citroen Berlingo Multispace wasn’t the first van fitted with windows and adapted for family transport, just as the Renault Scenic wasn’t the first mini-MPV and the Audi Quattro wasn’t the first all-wheel drive sports coupe. It’s just that like these vehicles, the Berlingo Multispace became the definitive example of its ilk. The latest Berlingos take the rather basic formula and improve upon it in a number of ways.

The current models can be picked out from previous generations by way of the translucent central section in their rear light clusters, their revised side indicators, the body-coloured number plate mouldings and their thicker side rubbing strips. Clear-lensed headlamps meanwhile, bring a touch of Tiffany jewellery to the front of a car that many would consider more Elizabeth Duke at Argos. But that would be to sell the Berlingo Multispace well short. Yes, it is cheap and cheerful, but it’s also a car that ruthlessly targets a specific market. It’s a market that values rugged, inexpensive family transport. It’s also a market that has developed to demand more than a bread van with windows. And sure enough, the Berlingo Multispace has developed to meet such demands. Take pricing. All-in, the latest models are priced even more aggressively than ever, the range starting at £10,610 for the 1.4i model, with the 75bhp 1.6HDi diesel priced at £11,395, the 1.6i 16v at £11,110 and the range-topping 92bhp 1.6HDi still hardly breaking the bank at £11,945. These prices are for the basic Forte trim but you can also try an up-spec Desire. With sales greater than the Renault Kangoo and the Peugeot Partner Combi combined, the Berlingo is by far the dominant player in this surprisingly significant market sector. The dashboard features a centrally-mounted display screen, a steering wheel with stereo controls and a number of stowage areas. A Comfort Pack option offers aircraft-style trays on the back of the front seats, front folding armrests and Citroen’s Modubox system in the boot. Priced at an almost laughable £60, this is one box well worth ticking when specifying your Berlingo.

"With sales that greater than the Renault Kangoo and the Peugeot Partner Combi combined, the Berlingo is by far the dominant player…"

Although the Berlingo still represents an inexpensive way of transporting a growing family, it’s no longer the basic 2CV successor many once reckoned it to be. After all, how many 2CVs were fitted with digital multiplex wiring that allows a ‘guide me home’ function on the headlights or progressive dimming cabin lights? The sophisticated electronics also make the fitting of functions such as a key fob operated ‘location’ facility, automatic door locking and speed sensitive stereo volume simplicity itself. Safety is fairly impressive too, with the current car incorporating a reinforced body structure for improved impact resistance. Standard safety equipment includes anti-lock brakes with electronic brakeforce distribution, twin front airbags, side lateral airbags and three three-point seat belts in the back. The most notable feature of this model is still its vast folding roof. Yes, it is an option but most take it up. In this case, it's electrically operated and retracts to give an aperture of some 20-square feet - almost four times as big as a standard sunroof. Should it start to rain, the roof takes only around 12 seconds to close, at which point, if you're in the middle of a picnic, you can take shelter beneath the raised tailgate. At over 4ft wide, this doubles up as a large umbrella and raises high enough for party of six footers to stand beneath it. The other option that can be fitted instead of the sunroof is Citroen’s Modutop system, a set of aircraft style overhead lockers that greatly adds to the amount of usable carrying space available. To complete the lifestyle picture, you'd expect the seats to come out (a la 2CV, Renault Megane Scenic or Mercedes A-class), but alas, they don't. Not to worry, there’s still a huge amount of space on offer and access to the rear is made simple by the standard fitment of two rear sliding doors. On the road, given the car's commercial ancestry, you might be expecting a less than exhilarating driving experience. In which case, you'll be in for a pleasant surprise. As mentioned earlier, Citroen offer four different units: the 1.4-litre and 1.6-litre petrols as well as two 1.6-litre HDi diesels. The result isn't something you'll be finding excuses to drive, but a vehicle that doesn't handle too badly either, with surprisingly little roll considering the height of the vehicle. The sixteen-valve 110bhp 1.6-litre engine offers 20% more power than the old eight valve 1.8, hand in hand with 25% better fuel economy, a serious failing of the older powerplant. For real economy however, you need to go for the 2.0 HDi, which is even more frugal than the older diesel option, returning a combined fuel figure of 47.9mpg. The Citroen Berlingo Multispace is the main reason the van-based MPV sector is one of the hottest tickets around. It’s finding plenty of favour among those buyers wanting a serious amount of space with a comedy price tag. Some may suggest that, with the various revisions made over the years, the Berlingo has matured a little. That may be the case but, make no mistake, it’s an undeniably better car than before. Depressingly for Citroen’s rivals, the Berlingo Multispace will always be – in this neck of the woods at least - the definitive article.

FACTS AT A GLANCE CAR: Citroen Berlingo Multispace range PRICES: £10,610-£12,455 - on the road INSURANCE GROUPS: 4-5 CO2 EMISSIONS: 155-181 PERFORMANCE: [2.0 HDi] 0-60mph 13.0s / Max Speed 98mph FUEL CONSUMPTION: [2.0 HDi] (Combined) 47.9mpg STANDARD SAFETY FEATURES: Driver’s Airbag, Front Seatbelt Pretensioners WILL IT FIT INTO YOUR GARAGE: Length/Width/Height mm 4108/1819/1802 October 3rd 2007

FIVE REVIVED
Citroen’s C5 is still trying to register its existence with British buyers. Andy Enright reports…

Will Citroen’s C5 be the car that finally ends the curse British motorists seem to have put on big French cars? It’s doubtful. Citroen, however, aren’t unduly worried. As long as the C5 can wipe its own nose in the Mondeo-dominated medium range sector, they seem happy. Taken on its merits, the current version looks to be more than capable of that.

This car, priced from £17,095, certainly isn’t shy of high tech features – but that has long been the way with big Citroens. We’ve come to expect a degree of innovation as some sort of recompense for the so-so residual values and the lack of image. It’s strangely comforting to wallow in technical wizardry safe in the knowledge that, yes, it’s a bit of overkill but it’s a whole lot of fun. The C5 is the car that will keep even the most exigent button-jabber happy. The current version offers the same five-door hatch or estate bodystyle choice and sits in much the same £17,000 to £23,000 price bracket as the original version. It incorporates the company’s current front-end design, with the narrow aperture of the double chevron grille running the width of the car’s nose. The boomerang rear lights look like those from the old Maserati 3200GT blown up to 200% on a photocopier. The front lamps are also a good deal more sculpted than the rather handsome teardrop lamps of this car’s predecessor. Xenon dual function lamps turn as the car corners – a throwback to the legendary DS. This being Citroen, we can take a whole host of safety features for granted and the C5 doesn’t disappoint. An involuntary lane departure warning system has been developed that aims to prevent drivers from losing concentration or dozing off at the wheel. If the car detects a steady lane change without an indication, it can sound a buzzer in the cabin. Safety is enhanced with the fitment of no fewer than seven airbags, including one to protect the knee area as well as a speed limiter and the latest generation ESP stability control package.

"This car will ride and corner differently to anything you’ve ever driven…"

Building in features more often seen on luxury cars is an ongoing theme, the C5 featuring laminated side window glass. Not only does this aid safety in the result of an accident, it also provides enhanced protection against crime and even boosts the cabin’s acoustic qualities. Manufacturers of car stereos have long lamented the fact that with a high proportion of echoing surfaces, the car’s interior is one of the most acoustically challenging environments in which to create great sounding music reproduction. It has been found that the insulating layer of clear plastic inside a laminated windscreen produced less acoustic scatter than the harsher echoes that rebounded off a more brittle toughened screen. Some aspects are carried over from its predecessor, Citroen reasoning that there’s no point messing with things that work well already. This hatch or estate will ride and corner differently to anything you’ve ever driven. The credit for this goes to Citroen’s unique Hydractive suspension. Devotees of the marque who owned an XM or a Xantia will know what we’re talking about here, for both of these cars featured early versions of this system. In its latest form, the advantages of this fluid-sprung set-up over conventional steel springs are almost impossible to ignore. Thus equipped, this C5 can read the road and adapt its ride set-up accordingly, depending on the ground surface, the speed and the way that you’re driving. Sensors strategically located around the car feed information to a central control system that can then change both spring and damper rates as necessary. Comfort then, is this car’s number one priority. It’s not seeking to deliver as sharp a driving experience as you could expect in a Mondeo or a 407 – it’s looking at the high mileage driver who wants to arrive unruffled. Certainly, the engines are up to the job. These are sourced from the Peugeot/Citroen empire and include some familiar favourites. A choice of five powerplants is offered, with petrol engines from 125 to 143bhp as well as the acclaimed HDi common rail diesels developing between 110bhp and 173bhp. Six-speed manual and automatic gearboxes are also available as well as Citroen’s award-winning particulate filter. Go for the estate version and you’ll find that the load floor is wide and flat, giving a capacity of 563 litres which is the largest in class. More importantly, it’s possible to exploit that space without significant intrusion from the rear suspension turrets, the Hydractive 3 system being tucked away beneath the floor. This means that the available width of 1176, measured at the narrowest point between the rear tail lights, is still the widest in class. As long as you factor in depreciation, the Citroen C5 could represent a reasonable buy for the high-mileage buyer looking for space, refinement, comfort and an easy exit from the junior executive rat race. The estate version is probably the one to go for, with, as before, the 138bhp diesel being the engine of choice. Will this package of improvements be enough to put Citroen back in the limelight in the medium range sector? In all likelihood, no. But if the C5 does fit your requirements, you probably won’t regret the purchase.

FACTS AT A GLANCE CAR: Citroen C5 range PRICES: £17,095-£23,695 - on the road INSURANCE GROUPS: 8-14 CO2 EMISSIONS: 142-206g/km PERFORMANCE: [2.0 HDi] Max Speed 127mph / 0-60mph 10.9s FUEL CONSUMPTION: [2.0 HDi] (urban) 32.1mpg / (extra urban) 57.6mpg / (combined) 44.1mpg STANDARD SAFETY FEATURES: Twin Front, side and curtain airbags / ABS / ESP WILL IT FIT IN YOUR GARAGE?: [hatchback] Length/Width/Height 4618/1770/1476mm

ESTATE OF INDEPENDENCE
Estate Models Are Often Merely Saloons With A Conservatory At The Back. Not The Citroen C5 Estate. Here’s A Load Lugger That, If Anything, Makes More Sense Than The Saloon. Andy Enright Explains Why…

Guaranteeing success is a tricky business. Often car manufacturers launch a product to a fanfare of expectation, knowing that it can’t possibly fail only to see the British public reaching for the bargepoles. Citroen think they’re onto a winner with the C5 estate, and looking at the evidence before us, they may well have a point.

The latest C5 has a far more dynamic look about it and the estates have always been the models to go for in the range so now could be the time to perform a closer inspection. The double chevron grille is rapidly being adopted right across the Citroen range and now the C5 has it, along with ‘boomerang’ style lights. Interior quality has also been improved, there are now seven airbags and Citroen’s directional Xenon headlamps are available. Another interesting prospect is the lane departure warning system, which alerts drivers if they drift across lanes without indicating. Improved styling notwithstanding there can be little doubt that the C5 estate is the best estate car the marque have ever produced. That’s ever as in since the year dot. Forget about the Tomahawk missile shaped CX Safari of the seventies, the ungainly BX estate or the rarely spotted XM estate variants, the C5 has them all licked. Old school Citroen fans won’t be overjoyed to hear that it has done so largely by reverting to convention. Citroen has gone mainstream, the title of France’s most innovative manufacturer having clearly passed to partly state-owned Renault. Who’d have thought it?

"The depth of thought that’s gone into the C5 Estate is massively impressive."

Nevertheless, the C5 estate’s sole link with Citroen load luggers of yore is probably the feature that gives it the edge over its medium-range rivals, examples of which include the Ford Mondeo, Volkswagen Passat and Toyota Avensis. It is, of course, the Hydractive 3 suspension, which is capable of giving the C5 either the lowest rear load height in class in order to lug heavy items inside, the highest, which is handy for tipping items in without a crash or any point in between, making hitching trailers, boats or caravans an absolute doddle. Its self-levelling capability automatically increases ground clearance on poor surfaces, lowers the car at motorway speeds to improve fuel economy and stability and can even instantaneously switch between comfort and sport settings when it senses the need. After all, this isn’t a Sport Tourer, a Sportwagon, a Touring or an Avant. It’s an estate and a very good one, designed for people who are less interested in ultimate handling and more concerned with the ability to swallow massive loads without a grumble. The Citroen offers just about every conceivable aid to expediting that aim. The load floor is wide and flat, giving it a capacity of 563 litres which is the largest in class. More importantly, it’s possible to exploit that space without significant intrusion from the rear suspension turrets, the Hydractive 3 system being tucked away beneath the floor. This means that the available width of 1176, measured at the narrowest point between the rear tail lights, is still the widest in class. The depth of thought that’s gone into the C5 Estate is massively impressive. The tail lights are narrow vertical strips to aid visibility and to allow the hatch to be as wide as possible. There are no tailgate struts, which make loading bulky items simplicity itself. The rear window can be opened without opening the tailgate, making it far easier to fling towels and such like into the back. Two concealed storage bins sit in the side of the luggage bay, whilst the carpet is reversible, the other side revealing a washable PVC surface that can easily transport a filthy dog or sandy wetsuits. To protect valuables, a parcel shelf features a retractable boot cover, whilst there’s an enormously sturdy two-position vertical net to prevent your load getting ideas above its station and joining you in the passenger area if the ABS with Brake Assist and Electronic Brakeforce Distribution is used with gusto. Tie down eyes, standard roof bars, an underfloor storage area, the boot mounted suspension raise/lower button – we could go on, but you probably get the picture by now. A choice of four powerplants is offered, with a 2.0-litre petrol as well as the acclaimed HDi common rail diesels developing between 110bhp and 138bhp. Revised six-speed manual and automatic gearboxes are also available as well as Citroen’s award-winning particulate filter. The 138bhp 2.0-litre and 173bhp 2.2-litre diesels are the picks of the range, the smaller unit able to average 47mpg yet still hit 60mph in 10 seconds en route to 127mph. Three trim levels are available, VTX+, VTR and Exclusive, at prices from £16,495 to £23,695. The VTR is probably the most intriguing, offering a sporting look with aluminium effect roof bars and 16-inch alloy wheels from £18,495. The C5 estate features airbags everywhere and there’s a great trip computer and you can specify voice activation for the stereo as well as for the optional satellite navigation and in-car telephone systems. One particularly nice touch (borrowed from the Peugeot 607) is the way the exterior mirrors fold in automatically when you lock the car. The interior is tidy, but a notch back from the class lead in terms of finish and materials quality but it’s easy enough to get to grips with. If you’re looking to haul some light luggage and make a lifestyle statement, offerings from Alfa, BMW, and even Renault make a far more stylish proposition. If you’re after an estate that’s a kick to drive, the Mondeo beats the Citroen hands down. If on the other hand, you’re looking to buy an estate car that’s not trying to be anything but the best load-lugger around, the C5 Estate knocks every other rival for six. Citroen set out to build the best no-nonsense medium range estate car and we don’t think they’ve come up short.

FACTS AT A GLANCE CAR: Citroen C5 Estate range PRICES: £16,495-£23,695 - on the road INSURANCE GROUPS: 7E – 15A CO2 EMISSIONS: 139-238g/km PERFORMANCE: [2.0 HDi] Max Speed 127mph / 0-60mph 9.8s FUEL CONSUMPTION: [2.0 HDi] (combined) 47mpg STANDARD SAFETY FEATURES: Twin Front & side airbags / ABS with EBD WILL IT FIT IN YOUR GARAGE?: Length/Width/Height 4756/1770/1516 (max) mm

FLOAT LIKE A BUTTERFLY, FOR A REASONABLE FEE
Cheap, Comfortable And Packed With Gadgets, Citroen’s C5 Is An Adept Long Distance Cruiser And It Has A Willing Partner In The 2.0-Litre 16v Petrol Engine. Steve Walker Reports…

Most medium range cars are designed to be all-rounders but Citroen have taken a rather different approach with their C5. Whereas the Mondeo and Vectra crowd indulge in their endless marketing one-upmanship over who has the best engine, handling, safety provision, prices, cup holders, or whatever else is the flavour of that particular month, Citroen have, to a certain extent, opted out. The C5 ploughs its own furrow largely inert to the fleeting trends of the mainstream. It’s not sporty in any meaningful way, there’s no headline-grabbing performance model and the design favours function over form but with a C5 you know what you’re going to get. It’s a comfortable, spacious, refined car featuring some genuinely innovative technology. Here we take a closer look at the 2.0-litre petrol models.

The C5’s six engines are evenly split between petrol and diesel with the 2.0-litre 16-valve petrol unit slotting in between a 1.8-litre 16-valve and the 3.0-litre V6 in the petrol half of the draw. It’s a 143bhp engine and that peak power is marshalled at 6,000rpm, so you have to rev the engine quite fiercely to extract its full potential. The 60mph barrier is a respectable 9.1 seconds away and the top speed is 131mph. Drive in a manner more befitting the C5’s relaxed character and an average fuel economy of 35.3mpg is possible, which is just about what you’d expect from a 2.0-litre engine in a medium range family car. It’s a fairly average showing all round really, the 2.0-litre is a solid performer but doesn’t set the world on fire, the C5 makes more of an impact in areas other than its engine bay. Equipment provision, for example, is extremely good given the prices that Citroen are asking for the C5. You’ll pay from £17,395 to £20,695 for a 2.0-litre C5 and, like every C5, it comes with a big bundle of gadgets. Variable power-assisted steering, automatic air-conditioning, electric front windows, ABS with EBD, brake assist, ESP with traction control, seven airbags and a CD player with a speed sensitive volume control are all included, even on entry-level models. There’s loads of other stuff too as you climb the trim level ladder.

"It’s a comfortable, spacious, refined car featuring some genuinely innovative technology."

The 2.0-litre engine is available in VTR or Exclusive trim which both raise the game above that of basic LX models but anyone wanting to go Exclusive should be aware that it lives up to its name. This range-topping package is only available with a four-speed automatic gearbox and in the hatchback bodystyle (there’s no estate). The C5 and this automatic transmission are actually a pretty good match. The car is definitely more cruiser than bruiser, so as you glide around on that syrupy suspension, you might as well let it make the gear changes itself. The VTR is about as sporty as the C5 gets, which is about as sporty as John Prescott wearing a shell suit. It makes a vague effort to try and look the part but you always suspect that the underlying ability isn’t quite there. There are 16" ‘Hungaro’ alloy wheels body-coloured bumpers, body-coloured rubbing strips and front fog lamps. The Exclusive is a classier affair altogether. There is a set of Suzuka 16" alloys, a leather-trimmed steering wheel, aluminium-effect sill finishers, a tyre pressure sensor, parking sensors, retractable door mirrors, electric front seats and a 6-CD autochanger. The technology available with the C5 really will raise some eyebrows. You probably never knew you needed a Lane Departure Warning System but if you order a VTR or an Exclusive model and you have an extra £300 to spend, you can discover whether you did or not. This innovation from Citroen is designed to prevent drivers losing concentration and drifting across lanes at high speed. Six sensors under the bumper detect when the car crosses white lines on the carriageway. Should the car cross one, without indicating and at a speed in excess of 50mph, the system will cause the left or right side of the driver’s seat to vibrate depending on which side the transgression has occurred. It’s a nice idea and a potential lifesaver in the event that the C5’s feather bed suspension causes you to drop off at the wheel. Standard on the Exclusive and a £750 option on the VTR are Citroen’s Dual Functional Directional Headlamps. An idea that first saw the light of day on the 1960s Citroen DS has been developed for today’s C5. The lights actually swivel as much as 15 degrees with the angle of the steering wheel to illuminate the corner you’re turning into. The system works with full or dipped beam and it greatly improves your field of vision during nighttime driving. Further to this, there’s a speed limiter incorporated into the cruise control system which allows drivers to set a maximum speed that the car will then not exceed. These Citroen innovations are all very well but they impact only on small parts of the C5 driving experience. The piece of technology that has the biggest influence on the C5’s overall character is the Hydractive 3 Suspension system. There’s no denying that this unconventional self-levelling set-up provides class-leading levels of ride comfort and that’s down to the way that Hydractive 3 adapts to the different road surfaces it encounters. At motorway speeds, the car adopts a lower stance with the front end dipped for improved aero-dynamics and stability. Take a detour along a bumpy B-road and ground clearance is automatically increased while the influence of a heavy load on handling dynamics is lessened by the self-levelling function. What Hydractive 3 doesn’t do it transform the C5 into an enjoyable driver’s car. The set up is very much comfort-orientated and even a press of the optimistically titled ‘Sport’ button does little to liven-up the experience. The C5 is an affordable car with a nice line in technological gadgetry. Equipment levels are high and ride quality is top class but the styling remains uninspiring and the handling isn’t the most involving you’ll find. The 2.0-litre unit is a good powerplant but the C5’s heart is not located under its bonnet. The character of the car is determined more by that suspension system than by any engine you care to specify with it. There’s nothing quite like the C5. It does what it sets out to do and while some buyers won’t see the point, others will love it precisely because it’s so different.

FACTS AT A GLANCE CAR: Citroen C5 2.0-litre 16v range PRICES: £17,395-£20,695 - on the road INSURANCE GROUP: 8 CO2 EMISSIONS: 190g/km PERFORMANCE: Max Speed 131mph / 0-60mph 9.1s FUEL CONSUMPTION: (urban) 25.4mpg / (extra urban) 44.8mpg /(combined) 35.3mpg STANDARD SAFETY FEATURES: Twin Front & side airbags / ABS / ESP WILL IT FIT IN YOUR GARAGE?: [5dr] Length/Width/Height 4618/1770/1476mm

IN THE COMPANY OF COMFORT
Citroen Have A Special Value-Added C5 Model Aimed Specifically At Company Car Users. It’s Called The VTX+. Steve Walker Reports…

Sometimes you’ve just got to feel for the poor put-upon company car driver. Beset by taxes and fire-breathing bosses, these poor souls are condemned to wander the length and breadth of the country’s motorway network from meeting to meeting, client to client, service station to service station. To top it all off, the cars they get to bear them on their endless quest are rarely anything to write home about. Entry-level specification and uninspiring engines are the norm. It’s a sad state of affairs but Citroen are aiming to ease the company car driver’s burden with their C5 VTX+.

There was a time when a company car was a massive perk but today, for employees who actually opt for a fleet vehicle rather taking the money in car allowance form, it’s more of a tool of the trade. The Government, with an eye on the environmental impact of employer-financed vehicles, has ensured that company cars are only financially viable to people who do significant annual mileages. A further effect of the emissions-based Benefit In Kind taxation system is that big engines and high performance in company cars are largely things of the past. Citroen aren’t offering any kind of solution with their C5 VTX+ models but they are offering vehicles which make the best of the company car system as it stands. The VTX+ is targeted specifically at the fleet sector and user-chooser company car drivers in particular. There are a pair of engines on offer and, predictably, neither is a 210bhp 3.0-litre V6. Citroen are prudently offering their 110bhp 1.6-litre HDi common-rail diesel engine with the VTX+. Performance may not be overly thrilling but the 177lb/ft of torque at 1,750rpm makes for a usefully muscular mid-range and together with the unit’s strong refinement, this renders the VTX+ an accomplished motorway cruiser. CO2 emissions of 145g/km place the engine right up with the cleanest diesels in the class and 52mpg fuel economy puts it amongst the most efficient. Those seeking more oomph will go for the 2.2-litre 173bhp model with its 8.2s 0-60mph acceleration and 46mpg economy but 160g/km CO2 emissions.

"The VTX+ is targeted specifically at the fleet sector and user-chooser company car drivers in particular"

The specification of the VTX+ models will really raise some eyebrows, even amongst brow-beaten executives. When the fleet manager has his hand on the company purse strings, low spec, bargain basement models are usually on the agenda but increasingly, user-chooser company car drivers are being given a budget to select their own vehicle. This is where the C5 VTX+ comes into its own. Fitted as standard with the colour screen NaviDrive satellite navigation and telematics system, it has obvious appeal. Not only will it make reaching those appointments in far-flung, unfamiliar places that much easier, the system also includes a hands free telephone, traffic alerts, voice activation and a function for reading back SMS text messages. NavDrive is by no means the sum total of the VTX+ equipment quota. Buyers also receive a 6 CD autochanger, digital air-conditioning, cruise control with a speed limiter and alloy wheels. The C5 has the coveted 5-star Euro NCAP safety rating and it’s hardly surprising when you count the seven airbags which feature alongside ESP stability control, traction control, ABS with EBD and Brake Assist. The C5 incorporates Citroen’s current front-end design, with the narrow aperture of the double chevron grille running the width of the car’s nose. The boomerang rear lights look like those from the old Maserati 3200GT blown up to 200% on a photocopier. The front lamps are also a good deal more sculpted than the rather handsome teardrop lamps of this car’s predecessor. Xenon dual function lamps turn as the car corners – a throwback to the legendary DS. Some aspects are carried over from the C5’s predecessor, Citroen reasoning that there’s no point messing with things that work well already. This hatch or estate will ride and corner differently to anything you’ve ever driven. The credit for this goes to Citroen’s unique Hydractive suspension. Devotees of the marque who owned an XM or a Xantia will know what we’re talking about here, for both of these cars featured early versions of this system. In its latest form, the advantages of this fluid-sprung set-up over conventional steel springs are almost impossible to ignore. Thus equipped, this C5 can read the road and adapt its ride set-up accordingly, depending on the ground surface, the speed and the way that you’re driving. Sensors strategically located around the car feed information to a central control system that can then change both spring and damper rates as necessary. The set-up doesn’t really lend itself to spirited driving but the comfort of the ride is never in doubt and that’s what high mileage company car drivers tend to look for. Go for the estate version and you’ll find that the load floor is wide and flat, giving a capacity of 563 litres which is the largest in class. More importantly, it’s possible to exploit that space without significant intrusion from the rear suspension turrets, the Hydractive 3 system being tucked away beneath the floor. This means that the available width of 1176, measured at the narrowest point between the rear tail lights, is still the widest in class. Now get ready for the best bit. Citroen are charging just £15,395 for the 1.6HDI C5 VTX+ hatchback and £1,100 more for the estate. Given the specification of the car, that looks a highly generous offer. The C5 can’t compete with the class leaders in terms of handling but the ride quality is exemplary. The 1.6-litre HDi engine isn’t the quickest but it’s economical, refined and emits low levels of CO2 while buyers who want proper performance can choose the 2.2. The C5 already lent itself strongly to the requirements of company car users and with the VTX+ specification adding these high equipment levels and low prices, it has become significantly better.

FACTS AT A GLANCE CAR: Citroen C5 VTX+ PRICES: £15,395-£19,195 - on the road INSURANCE GROUP: 8-14 CO2 EMISSIONS: 145-160g/km PERFORMANCE: [1.6HDi] Max Speed 118mph / 0-60mph 11.3s FUEL CONSUMPTION: [1.6HDi] (urban) 41.5mpg / (extra urban) 62.8mpg / (combined) 52.3mpg STANDARD SAFETY FEATURES: Twin Front, side and curtain airbags / ABS / ESP WILL IT FIT IN YOUR GARAGE?: [hatchback] Length/Width/Height 4618/1770/1476mm