The right Citroen C5 makes a practical family car for very little money.
The two generations of C5 may share the same name, but they’re very different cars. The original C5, sold from 2001 to 2008 (with a mid-life lick of paint in 2004), was a Citroën of the old school – quirky, technically individual, but with electrics prone to the odd Gallic tantrum.
Its replacement traded some technical individuality for a more, well, Germanic approach. Back when the car was launched Citroën’s tongue-in-cheek TV ads played on the car’s Teutonic feel, leaving some in stitches and plenty more scratching their heads.
Ignore the marketing, though, and you have a second-hand car which can stand comparison with the Mondeo and Passat of the day but feels less commonplace than your typical sales rep’s cast off.
Let’s rewind to the beginning. The first generation C5 took the Xantia’s spot on the showroom floor in 2001, appearing in both hatchback and estate guises. The estate would be our pick, thanks to its 563-litre luggage capacity and the Hydractive 3 hydropneumatic suspension’s self-levelling function.
In either bodystyle, the C5 majored on cabin space and ride comfort. Looking for driving thrills? This isn’t the car for you. Style? The awkward proportions are a far cry from Citroën’s best efforts. But a well cared for C5 still makes a comfy family car at a rock bottom price.
Diesels suit the long-legged nature of the C5 better than the petrol choices. Sean Jones, owner of the independent Citroën and Peugeot specialist, French Diagnostic Services (www. frenchdiagnosticservices.com), has no hesitation in naming the 136bhp 2.2-litre diesel as his favourite. “It’s the pick for power and performance.” The 2.2 reaches 60mph in less than 10 seconds and returns 44.1mpg.
Francophile Citroën enthusiasts tend to prefer the oil burners – “almost all the cars we see are diesels,” says Jones – but the petrol cars are almost indecently cheap. We spotted a 1.8 in the classifieds with an MOT and a month left to run on its tax for just £395.
The 2004 facelift sharpened up the C5’s styling, but did nothing for the awkward proportions. Safety standards improved enough for the car’s Euro NCAP adult occupant protection rating to jump from four stars to five. Another noteworthy change was the introduction of cleaner 136bhp 2.0-litre diesel to replace the 2.2 on cars fitted with a manual gearbox (although the 2.2 engine continued mated to a four-speed auto).
Citroën rediscovered its design flair with the 2008 C5, a car which still looks fresh and handsome today. However, under the skin the second-generation car towed the line more than the Mk1, with steel springs and dampers on base models alongside hydropneumatic suspension on more expensive specifications.
As part of Citroën’s bid to push the C5 upmarket, the hatchback bodystyle was ditched in favour of a saloon. The estate continued, but with the more aspirational sounding Tourer name. Compared with the Mk1 estate, luggage capacity dropped to 505 litres, but it’s a much more elegant car.
As before, the diesels are the picks of the line up. The 1.6 HDi is economical but leisurely, while the 2.7 HDi is quick but thirsty. The 2.0 HDi, with either 140bhp or 160bhp, finds the sweet spot in the middle.
Both generations are more dependable than reputation suggests, says Sean Jones. “It comes down to who has been tinkering with them.” You might expect a Citroën specialist to be kind to the car they make their living from, but hard data from Warranty Direct also rates the C5 as above average, with a better score than the Volkswagen Passat in the company’s rankings.
What to look out for:
On early cars in particular, the suspension fluid can leak. French Diagnostic Services says a replacement suspension leg for a first generation car will cost around £440+VAT, plus a couple of hours labour to fit it. On the post-2008 C5, that drops to £200+VAT.
Check the inside of the rear wheels for any scoring. If the aluminium callipers have oxidised the bolts can stretch enough for the calliper to rub on the rear wheel, acting like a lathe. The bolts will need to be replaced.
Lower the suspension fully, then raise it to the top. If it won’t raise or lower, be very wary about parting with your cash. Without specialist diagnostic equipment you won’t know what’s wrong or how much it will cost to put right.
Make sure the dashboard displays are working properly, especially on 2001-04 cars. A replacement dash display could cost several hundred pounds.
On 2008- cars, check the metal surround to the gearlever, which can be worn by jewellery, cracking to form sharp edges.
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