Citroën C5 3.0 V6 Exclusive
The C5's design is too conservative to be equally frustrating, positive or negative. This is both good and bad. Good, because in the middle class of cars, excessive wastefulness is not proven to sell cars, but bad, because as a result, the brand loses the image it created in the past. Well, though, the body is sharp enough and the rear is cleverly cut to give a drag coefficient of 0 and help save more fuel at higher speeds. Even highway traffic is quiet enough, and the air around the body does not cause much noise or whistling.
Fortunately, Citroën has kept the avant-garde and advanced technology under the skin of the CXNUMX. The car is interspersed with state-of-the-art computer technology and devices connected by a multiplex network for data exchange (fewer cables, more efficiency).
One of the most important tasks is the exchange of information on what is happening on the road and the ongoing management of third-generation hydraulic suspension. It will be enjoyed by all CXNUMX owners, including those who buy the base model, not just those who opt for a more prestigious version than the Xantia. Each axle now has three hydraulic balls, two on each wheel and a third in the middle that regulates the car’s tilt.
Basically, the car automatically adapts to the driving conditions so that the body automatically lowers by XNUMX millimeters at speeds above XNUMX km / h, and on bad roads it rises by XNUMX millimeters to speeds of XNUMX km / h. The position can also be changed manually, but only within pre-defined parameters, so it cannot happen that the car rises too much at maximum speed on the motorway.
Passengers do not even notice the automatic adjustment of the body distance from the ground while driving, but they feel the difference in the hardness of the suspension if the driver turns on the sport mode button. The CXNUMX satisfies those who want a comfortable ride, but this is especially true for longer humps, and on short, truncated bumps it disappoints a bit.
It swallows highway wrinkles easily and sovereignly enough, doesn’t sway too much, and doesn’t swing up and down. Passengers are spared the blows. On short humps, on the other hand, especially at lower speeds, the bike travels rough asphalt or a hole too jerkily so that the movement is transmitted to the interior. When braking and accelerating, the nose still sits and lifts too much.
Interestingly, with stronger braking, the hydraulics react more decisively and prevent excessive sitting. In corners, tilting to the side, of course, cannot be prevented, but it is not so pronounced as to be very distracting. Sporty talents will be even more bothered by seats with too weak lateral grip than body tilt.
The hydraulic suspension, together with the sophisticated chassis with four individually suspended wheels, is responsible for the excellent position on the road. This is definitely one of the better features of the CXNUMX. The car is neutral for a long time in fast corners, and follows the road and the outlined direction so well that it really gives the driver a feeling of safety and reliability.
It is not confused by the unevenness in the asphalt, and when the gas is removed, the rear end is only slightly rounded, without causing a higher heart rate with fast movements. Unfortunately, in a very good position on the road, even in short and sharp turns, the steering mechanism is not quite up to the mark. The steering wheel is too reinforced (despite progressive operation), so a good sense of connection to the road is too suffocating.
We were a bit surprised by the excellent grip with the road that the drive wheels have. Although XNUMX sparks of cavalry were routed to the front pair, one of the wheels spun into the void only if we intentionally forced it to do so.
Accelerations from sharp corners, even on smooth or wet roads, when the inner wheel of front-wheel drive cars quickly gives up, went smoothly, without slipping and without problems. Otherwise, the acceleration is as follows: the sprint to XNUMX km / h CXNUMX was able to measure in XNUMX, XNUMX seconds (better than the factory promises). Definitely a commendable achievement, especially since the top speed was a very respectable XNUMX km / h, with the car always operating sovereignly and safely.
The only problem is that the engine is not particularly flexible at lower revs. City rides are relaxed, as three liters of working volume ensure a smooth cruise even in higher gears, but if you want to quickly overtake a slow truck on the open road, it will be better to shift lower. Above XNUMX rpm, the engine wakes up and breathes with full lungs, there are no more obstacles for it. To the rev breaker, of course, when the electronics take away fuel from an otherwise fluidly rotating engine.
There are no problems with the smoothness of the run, there are no vibrations, not even at higher revs, only a more sporty sound penetrates the passengers. Not disturbing, at XNUMX km / h we aimed for XNUMX decibels in fourth gear. Of course, in line with the weight of the foot on the accelerator pedal, there is also a large range of fuel consumption. The lowest consumption on the test was XNUMX, XNUMX liters per hundred kilometers, and on the measurements it climbed over XNUMX liters. We weren't entirely happy with the average around XNUMX, XNUMX liters, as some similarly powerful engines consume less, but it's also true that there are more greedy ones among the competitors.
We were much more impressed with the interior space, as there is enough luxury for both the front passengers and those in the back seat. It sits very well in the back, and the lateral grip is also satisfactory. The front seats are comfortable, but too soft and too narrow in the back to impress us. The position behind the steering wheel has been improved with the versatile adjustability of the latter, but it is not as perfect as with some German competitors. The arms must still be too tight when the feet are properly adjusted.
The dashboard offers plenty of information, but the graphics, especially the smaller gauges, should be better thought out to be truly transparent. We were pleased with the abundance of drawers for storing small items as well as larger items. In this respect, the CXNUMX completely satisfies and disappoints the trunk.
With XNUMX liters of base volume, it is decently large and nicely crafted, square in size so it can be put to good use, but rivals in the middle class offer more (Laguna XNUMX l, Passat XNUMX l, Mondeo XNUMX l). Unusual, considering that it is one of the largest in terms of external dimensions. So try to choose your family luggage carefully or fold the rear bench to increase the luggage space up to XNUMX liters. Because the CXNUMX is a sedan, loading is easy.
The equipment in the test car pampered us, and most importantly, a lot of safety, along with six airbags and air conditioning, is already available in the base model. Well, the materials are the same everywhere, not noble, but satisfying. For the first few days of the test, the impression was good, but in the end, the squeaking and rattling of the plastic when driving over bumps increasingly bothered us. In the final production, Citroën will have to work a little harder.
In terms of price, the CXNUMX is an interesting alternative to its competitors, but no one will buy it because of some special outstanding feature - it just doesn't have it. Nevertheless, the sum of all the pros and cons puts the CXNUMX in the top half of the class average. There is no more talk of avant-garde.
Boshtyan Yevshek
Photo: Urosh Potocnik.
Citroën C5 3.0 V6 Exclusive
Basic data
| Sales: | Citroën Slovenia |
|---|---|
| Base model price: | 26.268,57 € |
| Power: | 152kW (207 KM) |
| Acceleration (0-100 km / h): | 8,2 with |
| Maximum speed: | 240 km / h |
| Mixed flow ECE: | 9,6l / 100km |
| Guarantee: | XNUMX year general warranty, XNUMX year warranty on paint, XNUMX years on rust, XNUMX years or XNUMX km on suspension. |
Costs (per year)
Technical information
| engine: | 6-Cylinder - 4-Stroke - V-60° - Gasoline - Transverse Front Mounted - Bore & Stroke 87,0×82,6mm - Displacement 2946cc - Compression Ratio 3:10,9 - Max Power 1kW ( 152 hp) at 207 rpm - average piston speed at maximum power 6000 m / s - power density 16,5 kW / l (51,6 hp / l) - maximum torque 70,2 Nm at 285 rpm - crankshaft in 3750 bearings - 4 × 2 camshafts in the head (timing belt) - 2 valves per cylinder - light metal block and head - electronic multipoint injection and electronic ignition (Bosch Motronic DME 4.) - liquid cooling 7.4 l - engine oil 12,0, 4,8 l - battery 12 V, 74 Ah - alternator 155 A - variable catalyst |
|---|---|
| Energy transfer: | the engine drives the front wheels - single-wheel dry clutch - XNUMX-speed synchronized transmission - gear ratios I. XNUMX; II. XNUMX; III. XNUMX; IV. XNUMX; V. XNUMX; reverse XNUMX - gearbox in differential XNUMX - rims XNUMXJ × XNUMX - tires XNUMX / XNUMX R XNUMX (Michelin Pilot Primacy), rolling range XNUMX speed in XNUMXth gear at XNUMX / min XNUMX km / h |
| Capacity: | top speed 240 km / h - acceleration 0-100 km / h 8,2 s - fuel consumption (ECE) 13,9 / 7,1 / 9,6 l / 100 km (unleaded gasoline, elementary school 95) |
| Transportation and suspension: | limo - XNUMX doors, XNUMX seats - self-supporting body - Cx = XNUMX - front and rear hydraulic suspension XNUMX. generation with automatic vehicle height adjustment - front single suspension, spring legs, triangular cross rails, stabilizer - rear single suspension, longitudinal rails, stabilizer - two-wheel brakes, front disc (forced-cooled), rear disc, power steering, ABS, EBD, assistance with braking, mechanical parking brake on rear wheels (lever between seats) - steering wheel with rack and pinion, power steering, XNUMX turns between extreme points |
| Mass: | empty vehicle 1480 kg - permissible total weight 2010 kg - permissible trailer weight with brake 1600 kg, without brake 750 kg - permissible roof load 75 kg |
| External dimensions: | length 4618 mm - width 1770 mm - height 1476 mm - wheelbase 2750 mm - front track 1530 mm - rear 1495 mm - minimum ground clearance 150 mm - driving radius 11,8 m |
| Inner dimensions: | length (dashboard to rear seatback) 1670 mm - width (at the knees) front 1540 mm, rear 1520 mm - height above the seat front 940-990 mm, rear 950 mm - longitudinal front seat 860-1080 mm, rear seat 940 -700 mm - front seat length 510 mm, rear seat 500 mm - steering wheel diameter 385 mm - fuel tank 66 l |
| Box: | (normal) 456-1310 l |
Our measurements
| T = 18 ° C, p = 1012 mbar, rel. vl. = 59% | |
| Acceleration 0-100km: | 7,7s |
|---|---|
| 1000m from the city: | 28,9 years ( 181 km / h) |
| Maximum speed: | 238km / h (V.) |
| Minimum consumption: | 9,2l / 100km |
| Maximum consumption: | 14,1l / 100km |
| test consumption: | 12,8 l / 100km |
| Braking distance at 100 km / h: | 37,4m |
| Noise at 50 km / h in 3rd gear | 57dB |
| Noise at 50 km / h in 4rd gear | 54dB |
| Noise at 50 km / h in 5rd gear | 54dB |
| Test errors: | The engine automatically shut off while driving and restarted immediately |
evaluation
CXNUMX wants to please a wide range of customers, which it succeeds mainly with a good position on the road, interior space and a relatively affordable price. The suspension is comfortable, not top-notch, the trunk is small compared to its competitors, the finish is a bit lame. We also applaud the built-in safety, good mechanics and plenty of equipment already in the basic version.
We praise and reproach
position on the road
interior space
built-in passive safety
rich equipment
number of storage compartments for small items
accelerations, final speed
brakes
insufficiently flexible engine at low speeds
squeaking plastic
shaking when driving over short bumps
too small trunk
unobtrusive front seats
