What is it with the French and their refusal to conform to the proven luxury car formula that works so well for BMW, Audi and Mercedes? Whenever they come up with a new range topping luxury model you just know it's going to be scatty.
Renault tried hard with their avant-garde Vel Satis which looked like a cross between a hatch and an MPV but sadly it remained a niche choice. Citroen had a go with their XM and then more recently their C6 which although distinctive only sold in small numbers compared to their German counterparts.
Still Citroen have given it another go but this time using their successful premium DS sub-brand as a launchpad and have worked hard to design an ultra modern executive model to rival the very best. The DS5 sits at the very top of Citroen's vast range and features enough wizzy technology to keep the most hardcore gadget geeks happy. But is the DS5 a credible executive choice that can tempt drivers from their default executive saloons? Read on to find out.
If executive cars were bought on their looks alone then BMW, Mercedes and Audi would be out of business and Citroen would dominate. Sadly the reality is quite different but it hasn't stopped Citroen flexing their creative muscle with the DS5. It follows on from the other models in the DS range that look very different from the mundane C-series Citroens.
Firstly the DS5 is a hatchback rather than a saloon and a massive one at that but it has one of the most striking and individual looks you will find. For starters the front has imposing lights with metallic effect eyebrows that oddly stretch all the way back to the windscreen pillars. Citroen's trademark double chevrons protrude from the top of the grill and have big C-shaped cutouts either side that house the DRLs.
The windscreen has been pushed forward like in an MPV eating into the front overhang but the roofline is shallow and curves dramatically towards the rear like a coupe. The panel surfacing has subtle sweeps and creases over the wheel arches and the shoulder line kicks up to meet the rear quarter window at the rear doors edge. The rear is surprisingly squat with a postbox-like windscreen, boomerang light clusters and large chrome effect imitation exhaust surrounds.
It comes together nicely and exudes a sense of premium that Citroen have never managed before and always demands a second look. The more time you spend with the DS5 the more you get from the epic design. Our cars 19 inch alloy wheels only increase the visual drama.
With an exterior so cutting edge Citroen would have been fools to have not gone equally mad with the interior and sure enough they have delivered. Firstly it's great that the DS5 has its own unique switchgear rather than raiding the PSA parts bin and the choice of materials really hits the right spot. From the thick, rubberised, soft touch dash to the brushed metal highlights and expensive feeling soft leather. It's all top drawer stuff.
It's also beautiful to look at with an unusually high transmission tunnel that houses a lot of the buttons and a centre console aimed at the driver with large rotary knobs and a neat touch screen infotainment system. The flat bottomed wheel is lovely to hold and the dials which are split into 3 sections and are seriously classy. What may be a step too far is the analogue clock which some will find a little overkill but others will love.
The DS5s party piece however is its aircraft inspired roof which has an individual sunroof for each front seat occupant and another for those in the rear each with sun-blinds. In the centre there are a couple of handy storage spaces and quite a few controls that keep the dashboard less cluttered. The only issue is that it makes the cabin feel unnecessarily snug and encroaches on passengers headroom. It also has to be mentioned how the cabins strong emphasis on style comes at the expense of usability with quite a few finicky switches that take some getting used to.
For a car of such generous proportions you would expect there to be room to stretch out inside but oddly this isn't the case. Room in the front is good with comfy watchstrap effect red leather on the well bolstered seats and plenty of driving position adjustment. Headroom isn't all that plentiful wherever you sit but the biggest hardship is rear legroom which is lacking mainly because of the fat front seats. Getting in is also a bit of a mission as the wheel arches make for a narrow opening and the doors don't open very wide.
Luggage space rivals many MPVs offering 465 litres and a nice square load area but our test car is the Hybrid4 model so has a bank of bulky batteries in the boot. It results in a much higher floor reducing space to a pretty stingey 325 litres and when folding the seats down there is a massive drop in the floor. Still at least the cabin has plenty of generous storage areas.
At the heart of the Hybrid4 is Citroen's superb 1997cc 16v 163bhp common rail diesel engine mated to a robotized 6 speed manual transmission. At the rear, mounted on the multi-link rear axle, is a 37 bhp electric motor with up to 200 Nm of torque powering the rear wheels. What makes this setup unique is that both power sources aren't mechanically linked in any way. Also there is no need to plug the HYbrid4 in to charge its Nickel Metal Hydride batteries. An energy recovery system turns the electric motor into a generator during deceleration. Clever stuff.
As with most hybrids there are a series of driving modes to choose from via the control selector mounted on the centre console. Most drivers will leave the car in Auto which cleverly juggles between power sources for optimised fuel economy. ZEV (Zero Emission Vehicle) mode is perfect for around town running on electric power alone for around two miles with the batteries fully charged. There is also a Sport mode where diesel and electric come together producing 200 bhp coupled with quicker gear changes for what Citroen calls "Dynamic Performance". Finally there is a 4WD mode for some mild off-roading.
The DS5 has a strong set of skills on the road that make it a very engaging drive. To start with refinement is very good with little tyre or road noise filtering into the cabin. It also turns in crisply and rewards with well weighted steering that is accurate and offers good feedback. Thanks to taut suspension the DS5 also handles well for such a big, heavy car remaining impressively flat in corners with lots of grip.
With a good quota of power on tap the DS5 is a very brisk performer thanks to good amounts of low end grunt but is let down by the gearbox which is too hesitant and causes the body to rock back and forth during changes. It also gets confused frequently sending waves of engine whine into the cabin as it revs the engine hard to make swift getaways. Unusually despite its 5 designation the DS5 is based on the same platform as the C4 and Peugeot 308 amongst others so non-hybrid versions have a basic torsion beam at the rear. It makes for a rigid, unforgiving ride but the Hybrid is different.
To accommodate the electronic trickery our test car had a more sophisticated independent multi link setup which does a better job of cosseting passengers from the UK's notoriously bad surfaces. The ride is well damped to a point but the massive wheels and stiff secondary ride result in a little too much pitter patter which sends vibrations through the cars body. It makes some country lanes a real chore but it smooths out noticeably at higher speeds making a convincing motorway mile muncher.
If you think the level of premium on offer won't cost very much think again. The DSport Hybrid4 200 Airdream EGS6 you see here costs an eye watering £33,360 but at least you get every conceivable option you could ever want. It includes electric, heated leather seats with massage function, lane departure warning, automatic wipers and dipping lights, sat nav, a reversing camera, cruise and climate control, keyless entry and those 3 sunroofs. Thankfully the jaw dropping looks are standard across the range.
What really sets the Hybrid model apart is its minuscule running costs which go some way to softening the blow of the initial cost of the car. Emissions are as low as 102 g/km which results in a tiny annual VED cost of £20 and it is also capable of returning 72.4 mile per gallon. Considering the DS5 can sprint to 60 mph in just 8.3 seconds we were dead chuffed to have returned 60 miles per gallon over mixed driving which really extends the gap between fill ups.
Tech Data
Price as tested: £33,360
Engine: 2.0 16v 163bhp (& 37bhp electric motor) - 0-62mph: 8.3 secs - Maximum Speed: 131 mph
Economy: 74.3 mpg (urban) –70.6 mpg (extra-urban), 72.4 mpg (combined) - Emissions: 102 g/km (Band B) - VED (12 months): £20
Dimensions: Length: 4530 mm - Width: 1831 mm - Height: 1539 mm - Wheelbase: 2727 mm
*data from Citroen UK
DriverVIBE Verdict
The DS5 is a very difficult car to not fall for. In terms of design it's a real return to form for Citroen and is the perfect fit to sit at the very top of their premium DS range. It looks like nothing else on the road and reeks of premium sophistication with a cabin that is styled to perfection. The quality of the interior is the best the brand has ever produced before and puts a lot of more expensive metal to shame. On the road enthusiasts will warm to the crisp chassis and talkative steering that inspires confidence. We found the economy and running costs of the hybrid model hard to ignore proving incredibly easy to live with. The 5 isn't perfect however. We disliked the jerky gearbox that strangles the engine at times and the ride is too jarring a lot of the time. The passenger space inside is also disappointing with headroom in short supply and the boot is reduced by quite a margin because of the battery pack. There are also minor issues with the fussy dash ergonomics where beauty has prevailed over ease-of-use. Still the DS5 is perfect for those who don't want a boring Germanic saloon and like to stand out so is well worth a look.
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The new model is likely to launch in Europe in late 2014 and is one of five new models planned to join Suzuki lineup. The next models to appear will be a larger supermini and new city car to replace the Splash and Alto.
