Citroën C5 3.0 HDi V6 240 CV aut., road test (Part I)

When a few months ago we tested a version of the Citroën C5, I was left with the regret of not trying it with the automatic gearbox and a engine about to disappear with the arrival of the new HDi engines, but we had a pending test that we could not let pass (and it will not be the only V6 engine that comes through our hands in the short term). With this engine, this French saloon reaches its highest level, and makes the “German character, French spirit” slogan make more sense.

The ingredients include a state-of-the-art 3-litre V6 HDi engine producing 240 CV, an exterior with more chrome and eye-catching 19-inch alloy wheels, and a high-quality interior where leather upholstery abounds, combined with very complete equipment, all of it for a price of around 40,000 euros, an unbeatable price when compared with any premium saloon, especially considering the number of horses under the bonnet.

On this basis, the Citroën C5 equipped with this new diesel engine was a very interesting model to test, especially since we had already seen another C5, with a different equipment level, so we could better see how far the Citroën mid-size saloon can go.

Engine and performance

The jewel of this Citroën C5 is its 3-litre V6 HDi engine producing 240 CV, paired with a six-speed automatic gearbox. This is the most powerful engine ever fitted to a Citroën model in its history, replacing the previous 2.7 HDi unit producing 204 CV. This new engine was developed jointly by the PSA Group and Jaguar-Land Rover, which is why it is shared with models such as the Jaguar XF Diesel or, within the same company, the Citroën C6 and the Peugeot 407 Coupé.

If the previous V6 engine was already enjoyable, this new one does not fall behind, with 450 Nm of torque from 1,600 rpm up to 3,600 rpm, and this impressive torque, combined with its twin turbos, makes the response optimal at any speed. At low revs a first turbo blows, and once we pass 2,800 rpm a second turbo starts working to maintain power and acceleration.

This translates into an acceleration, according to the manufacturer, of 0 to 100 km/h in 7.9 seconds and a top speed of 243 km/h, quite decent performance for a saloon. This new engine also complies with the Euro V standard, keeping emissions at a fairly low level of 195 g/km, and its alternator recovers energy during decelerations and braking, thereby optimising energy consumption.

Now that we know the C5’s engine a little better, we turn to its handling. This model, despite what one might think, does not seek sporty sensations: it is a saloon and does not have a sporty suspension or response. From the moment we got behind the wheel it is rather a vehicle with a bourgeois character with a lot of personality, but the softness of its suspension (even in Sport mode) does not inspire enough confidence to offer a sporty character, nor is that what is sought.

The engine’s operation is at all times very smooth, and you can tell there is a V6 under the bonnet. The horsepower gives it very good acceleration, and it is not afraid of overtaking and recovery manoeuvres. Combined with the calibration of its Hydractive III suspension, this makes it an ideal vehicle for travelling, with performance on a par with the German 3.0 TDI or equivalents.

As I mentioned at the beginning, the suspension is Citroën’s traditional Hydractive III, which features ride-height adjustment, which, among other advantages, allows us to cross difficult areas with a little more confidence and without scraping the underbody.

The smoothness of this suspension is beyond doubt, making the car glide very smoothly over the asphalt. But if we want to go a bit faster and do not want the suspension to be so soft, there is a Sport mode that limits the suspension’s movement, noticeably improving the vehicle’s composure through successive bends, or on motorways even when there are potholes or uneven surfaces.

We must not forget the gearbox, which is mandatorily paired with this engine: a six-speed automatic (without paddles) with Sport and Snow modes. Sport mode holds gears for longer and gives a faster gearbox response, while Snow mode helps us pull away without difficulty in low-grip situations. With the gearbox in Sport mode and the suspension likewise set, the C5 holds its own in sporty driving, although it is clear that this is not its purpose.

The steering, with an overly assisted feel, again makes it clear that the car is not designed for sporty sensations. To stop this nearly five-metre car with a powerful engine it uses four disc brakes, with 340 mm front discs, which translates into total control over the C5’s braking, which stops without any problems.

Finally, there is the fuel consumption section. Considering the engine’s power, these figures are not especially low, but it should be highlighted that compared with the previous V6 unit they have managed to reduce average consumption by 15%. On the motorway at the legal speed limit we recorded an average consumption of 7 litres per 100 km, and during the test on mixed city and country roads it averaged around 8.3 litres. Consumption is not bad at all considering the power, dimensions and its 19″ wheels, which did not especially help keep consumption down.

Therefore, in the dynamic section, this is a very good vehicle, a product Citroën has not accustomed us to, which stands up to German competition in performance, with good results, and for those people who travel a lot and want a powerful yet very comfortable vehicle, this 240 CV C5 HDi V6 is a good candidate.

In the second part we will talk about the design of the Citroën C5. Many of the things were already covered in the previous C5 test, but this 240 CV unit had its own elements and different interior finishes, which we will discuss, as well as its good build quality and interior space.

Photos | David Taboada