Charging is key to making a case for Citroen C5 X plug-in

Published on 17 December, 2022

Overview

This is my second time to test drive a Citroen C5 X in a short period. The previous one had a pure 1.2-litre petrol engine, but as they also have a plug-in hybrid version I thought it might be instructive to contrast and compare the two, given the emphasis there is on “electrified” new cars these days.

I had great difficulty with the first test – not with anything mechanical, I hasten to add.

Rather, I tried to find a way of focusing on what sort of buyer it would suit by attempting to squeeze the car into a specific sector to help you get a fix on whether it might suit you.

I think, in retrospect, I failed. This is a one-off car in terms of looks and concept, and I have come to really like the mix of estate and SUV looks.

More power makes the Mokka Electric a really strong proposition

Maybe it’s a little too long, but it’s a lovely shape, really, and the roof seems to float – that’s due to the way there are 360-degree windows around the car (even including the rear quarter-panel windows).

I think I’d like the look of it for a long time, but that is not enough of an inducement for anyone to pay around €50,000 for a C5 X plug-in.

It’s all right for me to say how much its appearance appeals. It’s a different thing altogether to put that money down for payment.

The hybrid version looks much the same as the 1.2 litre-petrol that I had driven previously. 

The supposed attraction of the latest version is the plug-in (PHEV) element.

It comprises a 13.2kWh battery, 1.6-litre petrol engine and an 80kW electric motor.

The result is that you get a combined output of 225hp. Now that is a lot of power and the car is the better of it for sure – over longer journeys especially.

It’s not as much use on the urban circuit where, obviously, you’re confined to lower speeds – but that’s where the battery/motor works best. 

So you can say you have the best or worst of both worlds.

The 13.2kWh battery, that you can charge at home, can cover up to 55km in 100pc electric-only mode. Let’s say 45km because that’s more representative of everyday driving.

It’s not as far as I’d have liked but it is still possible to get through a reasonably long commute, or into-town drives and not have to dip into the petrol tank. So long as you can charge up every evening. It’s possible to fully recharge in two hours using a wall-box connection.

But, as I’ve said a million times about other PHEVs, there really is no point in buying one if you can’t conveniently charge, be that nearby public chargers or your current abode. 

A handy element on PHEVs is the possibility to delay charging (for cheaper night rate, for example).

The C5 X has that – and cabin pre-conditioning via the MyCitroen app.

The latter would have served well in the cold spell.

Mention of the big freeze – the windscreen and rear hatch windows took ages to clear frost and snow despite all the electric heating system could throw at them. Really frustrating.

The downside of this PHEV (and Citroen is not alone, of course) is that you have to lug the 13.2kWh battery around when the charge depletes to zero, though it continues to act as an ordinary hybrid on the go.

It was surprising how quickly the fuel gauge lowered when the system called on the engine to work on the longer journeys.

If there is one lesson I’ve learned from PHEVs it’s that you really have to manage them – and be ever watchful of how full the battery is at any given time.

I know that petrol has come down in price but why waste an asset like a bigger battery when you can use it to suit you?

Sure, the latest increases in public charging outlets and the general increases in electricity have narrowed the gap to petrol (and diesel). But that’s still no excuse to forget about using the plug-in for what it was designed to do.

Now after all that preaching, let me quickly recap on how comfortable this big Citroen was. It’s ideal for a family or as a lifestyle motor.

I said of the previous 1.2 litre model that the C5 X is made for comfortable, not dynamic, driving.

Well that’s not entirely true of this plug-in version because of the considerable power the combined motor and engine produce.

I got a real surge of power a few times on motorway drives.

Would I buy it? I’m not that sure. Taking for granted that both have good comfort and tech levels, the
1.2 litre is less expensive and has plenty of pull.

The PHEV is more powerful but costs more. Probably the PHEV, by a whisker, on driving.

Fact File

Citroen C5 X plug-in hybrid, 1.6 litre, 13.2kWh battery, combined power 225hp. Range from €36,990 for entry-level petrol. Tax: €210-€270 depending on model.
PHEV range from €50,120 to €55,120. Tax: €140.
Range entry level “Feel” has 10in touchscreen, keyless entry, driver/system aids. “Feel Pack” hybrid versions have Advanced Comfort Active suspension. “Flair” trim has new heads-up display (info projected directly on to your line of sight), 12in touchscreen. “Flair Pack” includes heated front seats.

More power makes the Mokka Electric a really strong proposition