The new Citroen C5 has entered the local market with the not-inconsiderable kudos of being named as Europe's safest car.
Though all cars in this junior executive class these days have stronger cabins and enough crash bags link as a jumping castle, the C5 had the highest score yet in Euro NCAP crash testing.
The French sedan has a new steering-column bag to protect the driver's knees and shins but, to limit the likelihood of these crash-protection devices being tested, the C5 also has the latest electronic stability control and anti-lock brakes.
It is also the first Citroen to have xenon cornering headlights that turn with the steering and to let the driver see further through corners at night.
Another technical highlight unique to this class is hydractive suspension that alters the C5's ride height to deal with various driving conditions.
The car is well-priced for such a high tally of gadgets - a lot less that many rivals with a similar or even a lower level of space-age gear.
The two C5 versions available in SA are the baseline C5 two-litre at R214 995 and the flagship three-litre (tested here) at R299 995, the latter at least R30 000 less than a similarly specced Audi A4, Mercedes C-class or BMW 3 Series.
To be fair, however, the Citroen doesn't have the solid feel or badge cred of the Germans yet it is well-priced against its more natural competitors such as Peugeot's three-litre 407 (R309 900) and Renault's Laguna three-litre (R316 000).
Coincidentally, each is powered by the same V6 as a cost-saving exercise by France's three automakers.
It pulls quite heartily, if not with neck-snapping acceleration, in the C5. Its 152kW is average for its capacity given that there are rivals producing up to 170kW - and the soon-to-be-launched BMW 330i has a whopping 190kW.
Don't, however, think of the C5 as a sports sedan that will race your pulse and elicit an evil grin as you carve through slower traffic. Rather, it is a grand touring family car that will erase long distances with little effort and in quiet comfort.
What the engine lacks in excitement it makes up for in honest, responsive grunt that doesn't beg for high revs. The car can whoosh along at speedtrap-triggering speeds all day and up any hill with a satisfying response when you floor the throttle to overtake.
It all happens with a great deal of smoothness and the C5 streaks along quite silently, underlaid by a pleasantly muscular V6 rumble.
There's no manual version of the three-litre C5 but the six-speed auto is efficient. In Sport mode (one of three which includes auto-adaptive and snow), it takes only a light throttle to trigger a quick downshift.
Lower gears are held for longer to keep the engine in its power band and gears can also be changed manually with the tiptronic-style box.
Variable ride height
The brakes are good and stop the big car briskly in an emergency while it automatically switches on its hazard flashers as a warning to following drivers. The brake pedal feels a bit soft, though.
The hydractive suspension automatically varies the car's ride height to suit the road and the driver's style but it can be manually set to "comfort" or "sport " by flicking a button between the front seats. The difference between these two modes is not huge, though, and in both instances ride comfort is favoured over sharp handling.
The C5 feels a little mushy through corners and hs a fair amount of body roll when subjected to high lateral force. That said, the 215mm tyres (French-made Michelins, of course) cling to the road ,even with the traction control disengaged, and there's a refreshing lack of understeer which allows you to stomp the throttle early out of a sharp bend.
The absorbent ride floats the Citroen gracefully over most surfaces; even a rough road will fail to cause any notable passenger discomfort. However, on bumpier roads, there are a few judders and squeaks to show the C5 lacks the ultimate solid rigidity of its more expensive German rivals.
Otherwise it's well built, with neat shutlines and a quality feel.
No mistake here
The C5's head-turning styling will certainly attract attention. The stylists must have really really got stuck into the Pernod while designing those boomerang-shaped tail lights.
Describing them as distinctive and avant-garde doesn't do them justice; you'll never mistake this car for a lost-in-the-crowd Camry or Maxima...
Though it looks like a sedan, the C5 is actually a hatchback and has a large fifth door that opens on hydraulic struts to reveal an impressively large aperture through which to load bulky luggage. The boot swallows a heck of a lot and can be expanded by folding the rear backrests.
The cabin is roomy and large windows banish any feeling of claustrophobia. It's a plush setting with black leather seats and leather door linings, a soft-touch fascia and a comprehensive array of gadgets that includes automatic headlights and wipers.
Front and rear parking sensors beep when you're getting too close to an object, an especially handy feature as you can't see the end of the long, sloping bonnet.
The front seats are comfortable though short on lateral support and have folding armrests. The main bits have power adjustment.
Ergonomic boo-boos
The reach and rake-adjustable steering wheel will ensure a happy driving position for most physiques and the cruise control and audio settings can be conveniently controlled from the steering column.
There are some ergonomic boo-boos, however, mainly the interior door releases that hinge downwards; their operation feels very unnatural.
Also, there's no air-conditioning button on the fascia; must navigate through a digital menu just to switch it on or off - which defeats the so-called convenience of electronic climate control.
SUMMARY
The C5's impressive crash credentials, off-beat French styling, long luxury list and keen pricing are strong drawcards for motorists looking to stray off the well-worn German path.
Ultimately, the C5 is not as solid or thrilling to drive as something built in Stuttgart, Munich or Ingolstadt, but that price tag... - Star Motoring