Citroen C5 X – Pulpaddict

Peugeot 408 review

We road test the rakish new Peugeot 408. It’s certainly got kerb appeal, but what’s it like to drive?

The all-new Peugeot 408 is marketed as a fastback. In fact, it’s more of a mash up of a hatchback, SUV-coupe and saloon.

Ultimately, what really matters is that when it comes to car design, Peugeot is on a roll. From the 208 supermini, to the 308 hatchback and 3008 crossover, there’s not a pug in the range (if you’ll excuse the pun).

The 408 is priced from £31,050 to £43,300, and this large family car sits taller than a saloon or hatchback and lower than an SUV/crossover.

You can choose between a conventional petrol or a plug-in hybrid, and both are paired with an eight-speed automatic gearbox, while a 100% electric version will join the line-up in the next year or so.

The 408 has a sleek, sloping roofline, giving it a coupe-esque profile. Up front, there’s a wide, imposing grille with body-coloured strakes, flanked by ‘lion’s fang’ daytime running lights and slim, mean-looking headlights.

The rear end sees a modest outing for Peugeot’s signature ‘lion’s claw’ rear lights and a chunky black bumper below. Overall, the 408’s derriere is not unlike a Lamborghini Urus, no less.

Inside, it’s much like the smaller 308 (which is no bad thing). So, as ever with Peugeots, the small steering wheel is placed below the digital driver’s display.

However, this ‘i-Cockpit’ design is not to everyone’s taste. I prefer to sit low in any cabin, and in the 408 I found the top of the steering wheel obscured the upper reaches of the instrument binnacle.

That said, it’s perfectly comfortable once you get used to the set-up and many drivers may prefer the generally slightly elevated driving position (compared to a conventional saloon or estate).

Elsewhere, the cabin reflects Peugeot’s push upmarket with quality materials, plenty of soft-touch surfaces and a satisfying weight to the doors. It’s all well finished too and the seats are comfortable and supportive.

The centrally mounted 10-inch i-Connect Advanced infotainment system is clear and slick enough, and I liked the row of i-Toggles (touch-sensitive, short-cut buttons mounted lower down), which can be configured as favourites. There’s also a row of physical switches below for essentials such as climate control. The infotainment system can also be updated over-the-air.

There’s no shortage of space up front or behind, though taller back-seat passengers may struggle for headroom, thanks to the sexy roofline.

When it comes to luggage capacity, the petrol version offers 536 litres, rising to 1,611 litres with the rear seats folded down. The plug-in hybrid delivers slightly less (471/1,545 litres) because the battery eats into the boot space.

The new Peugeot 408 is well equipped and there are four trim levels – Allure, Allure Premium, GT and First Edition.

Allure gets 17-inch alloy wheels, LED headlights, a reversing camera with rear parking sensors and part-leather seats, plus a 10-inch touchscreen with Apple CarPlay and Android Auto.

Allure Premium adds larger 19-inch alloy wheels, keyless entry, front parking sensors, adaptive cruise control, rear cross-traffic alert and long-range blind spot protection.

Range-topping GT cars get different 19-inch alloy wheels, a body-coloured grille and a sporty body kit. Inside, there are aluminium trims on the door sills, ambient lighting and green contrast stitching.

Limited-run First Edition adds goodies including 20-inch alloy wheels and a 10-way electrically adjustable driver’s seat with massage functions.

I tested both the 128bhp petrol and the more powerful of the two plug-in hybrid versions (178bhp and 222bhp).

This entry-level model utilises the 1.2-litre PureTech three-cylinder engine used extensively across the Peugeot and Citroen ranges.

It’s a punchy performer and seems swifter than the 0-62mph figure of 10.4 seconds. It tops out at 130mph, while economy is up to 48.1mpg and CO2 emissions are as low as 133g/km.

It may seem odd to power a relatively large car with such a dinky engine, but it works. Yes, it’s thrummy if you put your foot down, and it sometimes has to work a little harder than a bigger engine, but overall it’s an impressive unit perhaps best suited to urban environments.

The plug-in hybrid version we tested has a 1.6-litre four-cylinder petrol engine, paired with a 109bhp electric motor, producing a combined 222bhp.

The PHEV gets from 0-62mph in 7.8 seconds and goes on to a maximum speed of 145mph. In theory, it’s capable of up to 269.5mpg, but as with any plug-in hybrid, your economy will depend on many factors such as the length of your journey, whether you keep the battery fully charged, the temperature and how your drive.

Just as importantly, the 408 PHEV offers up to 40 miles of electric-only driving, while CO2 emissions are as low as 26g/km, unlocking substantial tax savings for business users.

So, if your daily commute is around the 25-mile mark (in line with the UK average) and you can charge overnight at home or elsewhere, your visits to the petrol station could be few and far between.

The battery on both plug-in hybrid versions has a capacity of 12.4kWh and two types of on-board single-phase charger are available – a 3.7kW as standard, or an optional 7.4kW. Charge times are 3hrs 25mins and 1hr 40mins respectively.

There’s no doubt that the PHEV version offers the most relaxed driving experience overall and suits the 408 best.

There’s more power on tap, and naturally, it’s hushed in all-electric mode, while the switch from petrol to hybrid and vice versa is seamless.

That said, push on or select Sport mode and the 1.6-litre engine becomes a little more vocal.

The eight-speed automatic gearbox works well too, only occasionally holding on to a gear for a tad too long.

The ride on both the petrol and hybrid versions is smooth and the car soaks up the bumps nicely.

The 408 has good road manners. It feels substantial, yet body lean is well controlled and there’s decent grip.

The steering is light and responsive, and the car is easy to manoeuvre. However, visibility out of the slim rear window isn’t great and I’d prefer a rear wiper.

The Peugeot 408 occupies something of a niche, so identifying rivals isn’t so easy. The Volkswagen Arteon Shooting Brake, Renault Arkana and Cupra Formentor, spring to mind, but its most obvious competitor is closer to home. The C5 X, from Citroen (Peugeot’s French cousin) is very similar, yet cheaper.

Verdict: The all-new Peugeot 408 manages to strike a balance between economy, comfort, practicality and sportiness. Safe and well equipped, it has a classy feel and oozes kerb appeal.

Peugeot UK

DS 4 review

Once in a while I get to road test a new car I know little about, and it proves to be something of a revelation. The stunning DS 4 is one such vehicle.

A cross between a hatchback and a compact crossover, the five-door DS 4 challenges everything from the Audi A3, BMW 1 Series and Mercedes-Benz A-Class to the Audi Q2, BMW X2 and Mercedes-Benz GLA-Class.

And if you’re new to DS Automobiles, then it’s probably best described as Citroen’s premium spin-off sister brand.

Sharing a platform with other Stellantis group cars (eg Citroen C5 X, Vauxhall Astra and Peugeot 308) the DS 4 is available with petrol and diesel engines, plus a flagship plug-in hybrid.

Priced from £29,710 to £43,550, there are two trim levels (Performance Line and Performance Line ), plus a DS 4 Cross which complements the stylish design of the DS 4 with SUV-inspired styling cues, including side skirts, gloss black roof bars, front and rear skid plates and black bumpers.

You only have to look at the pictures to see that the DS 4 oozes kerb appeal. Its profile is rakish with a blend of smooth surfaces and elegant lines – there are also big wheels and flush-fitting door handles.

The front is dominated by a large diamond mesh DS grille, slim matrix LED headlights and sharp vertical, zig-zag LED running lights, delivering a unique lighting signature, while the rear gets a slim window and sexy rear light clusters.

All in all, the DS 4 has an athletic stance and if cars were judged purely on style, it would go straight to the top of the class.

It’s the same story inside where there’s a classy, hi-tech feel mixed with top build quality. DS does things differently and the uncluttered interior is a treat with numerous clever design touches. Who else would have thought of integrating the electric window switches so beautifully into the top of the door trim?

A special mention for the seats too, which are easily the most comfortable you will find in this price bracket. There’s plenty of space too, though taller passenger in the rear may struggle for headroom if you opt for the panoramic sunroof which eats into the roof space. Boot capacity is a decent 430 litres, expanding to 1,240 litres with the rear seats folded down.

Every DS 4 features a 7.0-inch digital driver’s cluster, plus a 10.0-inch central touchscreen which its flush with the dashboard, while higher trim levels get a head-up display that’s projected neatly onto the windscreen.

The infotainment system takes some getting used to, but after a while you get the hang of it. The home screen is customisable and there are short-cut buttons below, but sadly essentials like the climate control are not permanently accessible.

There’s also a twinkly 5.0-inch touchpad (‘DS Smart Touch’) down near the gear selector, which allows you to pre-set up to six shortcuts – each with their own gesture movement. It’s a bit gimmicky, but anything that avoids tapping and swiping menus on the main infotainment screen when driving must be a good thing.

To summarise, the DS 4’s infotainment system isn’t without its frustrations, but it will grow on you. If nothing else, it’s a thing of beauty – like the rest of the cabin.

I tested the entry-level DS 4 Performance Line PureTech 130, which is fitted a 1.2-litre three-cylinder petrol turbo driving the front wheels via an eight-speed automatic gearbox. It may sound weedy for a car of this size, but it’s surprisingly powerful.

Developing 128bhp, it’s a punchy little unit and a mainstay within the Stellantis group of cars (Vauxhall, Citroen and Peugeot too).

On paper it’s capable of up to 48.6mpg, while CO2 emissions are as low as 132g/km. Top speed is 130mph and its 0-62mph time is 10.4 seconds.

There’s a pleasant thrum from the engine when pushed, but such is the refinement of the DS 4’s cabin, it’s hardly noticeable in everyday driving.

Naturally, it’s in its element darting around in an urban environment, but it settles down well on the motorway too. Push it on more challenging roads and the engine will become a little more vocal and it will run out of puff. There’s a slight hesitation getting off the mark sometimes, but generally it works well.

If you want more petrol power, then move up to the 1.6-litre four-cylinder options, delivering 178bhp and 222bhp respectively, or the plug-in hybrid which offers up to 398.5 miles of electric only motoring.

The DS 4 rides smoothly and feels planted, while body lean is well controlled in faster corners. Just the job, considering this is a car that prioritises comfort over hot handling.

Drive it sensibly and it will deliver close on 50mpg on longer runs. What’s more, you’ll arrive at your destination more relaxed than many of its rivals.

You’ll also feel special, because the DS 4 turns heads (for all the right reasons), the interior is a designer wonderland and it’s a joy to drive. The best DS I’ve driven yet, it deserves to succeed.

Verdict: Test drive the gorgeous DS 4 if you’re in the market for a premium five-door family car that stands out from the crowd and delivers a tempting alternative to its German rivals. One of 2022’s biggest surprises, you may just fall for its stunning design, classy feel, comfortable drive and twinkly charms.

DS Automobiles UK

Citroen C5 X review

We road test the distinctive new Citroen C5 X – a big car with an identity crisis?

The all-new C5 X marks Citroen’s return to the ‘D-segment’ – automotive industry speak for the size of vehicle next up from the ‘C-segment’ (eg VW Golf, Ford Focus).

An intriguing mix of hatchback, estate and SUV, its competitors include everything from the Volkswagen Arteon and Peugeot 508 fastbacks, to the Skoda Superb estate and even the Kia Sportage crossover.

The C5 X is a car that dares to be different, and for that alone, Citroen deserves praise.

Around the same size as a Volkswagen Passat, the C5 X initially has the look of a sleek hatchback. Study it closer and there’s an estate-like rear overhang, while the raised ride height hints at a crossover.

The result is unmistakably a Citroen. A handsome, aerodynamic car with an impressively low drag coefficient of just 0.29.

Citroen even claims the newcomer pays homage to the game-changing CX and iconic XM, but that might be stretching it a little.

Why? Because apart from its distinctive design and affordable starting price (£27,790), it’s a fairly conventional large family car.

The C5 X is offered with a choice of either 1.2 or 1.6-litre petrol engines producing 128bhp and 178bhp respectively, or a 222bhp plug-in hybrid system. It’s only available with front-wheel drive and an eight-speed automatic gearbox, and there’s no diesel option.

The entry-level petrol 1.2-litre three-cylinder petrol engine powers the C5 X from standstill to 62mph in 10.4 seconds and it’s capable of up to 48.6mpg, while CO2 emissions are as low as 136g/km.

The more powerful four-cylinder 1.6-litre unit can manage up to 43.9mpg, CO2 emissions are 147g/km, and it reduces the 0-62mph sprint time to 8.8 seconds.

Combining the 1.6 petrol unit with an 81.2kWh electric motor and 12.4kWh lithium ion battery, the range-topping plug-in hybrid (PHEV) is the quickest model with a 0-62mph time of 7.8 seconds.

More importantly, it offers up to 37 miles of electric-only driving and CO2 emissions are only 30g/km, unlocking substantial tax savings for business users.

In other words, if your daily commute is around the 25-mile mark (in line with the UK average) and you can charge overnight at home (it takes less than two hours to recharge from 0% to 100%), your visits to the petrol station could be few and far between.

You sit lower down in the Citroen C5 X than most SUVs, yet higher than a hatchback or estate, and the overall feel is more conventional car than crossover.

Soft and supportive, Citroen’s Advanced Comfort seats are standard across the range and a big bonus, especially on longer journeys.

Elsewhere, the cabin isn’t quite as plush as we’d hoped, but we can’t fault the crisp, intuitive infotainment system. The entry-level Sense Plus trim comes with a 10.0-inch infotainment touchscreen, while both higher trim levels (Shine and Shine Plus) get a 12.0-inch.

The infotainment system features Android Auto and Apple CarPlay, DAB radio, Bluetooth and built-in sat nav, while Citroen has thankfully left the heating/cooling controls as a separate entity below the touchscreen and vents – with buttons and dials.

Perhaps most impressively, there’s a real feeling of space inside the cabin – front and back. This is no surprise, because the CX 5 is made in China (and sold there too) and if there’s one thing the Chinese like, it’s rear passenger space.

Additionally, boot capacity is 545 litres, expanding to an estate-like 1,640 litres with the rear seats down. Just to give you an idea of the space available, it’s possible to fit a washing machine in sideways without flipping the back seats, though it’s worth noting that the PHEV’s capacity is reduced to 485/1,580 litres because the battery takes up some space.

We tested both petrols and the PHEV, and while offering a lot of car for the money, the thrummy little three-pot 1.2 in the entry-level model has to be worked quite hard to lug around this relatively large car.

We’d advise paying the extra for the turbocharged 1.6, which is swifter, pulls better and more refined.

If money is no object, then go for the plug-in hybrid, which offers the most relaxed driving experience overall and suits the C5 X best.

There’s more power on tap, and naturally, it’s hushed in all-electric mode, while the switch from petrol to hybrid and vice versa is seamless. The only slight issue is the eight-speed automatic gearbox which is sometimes a little hesitant to kick down.

Citroen’s ‘Advanced Comfort Suspension with Progressive Hydraulic Cushions’ system is standard across the range with the French company claiming it provides a ‘magic carpet’-like ride.

What’s more, the PHEV versions get the upgraded Advanced Comfort Active Suspension, which features automatic electronically controlled damping.

We wouldn’t go as far as ‘magic carpet’, but the ride is smooth and bump absorption is impressive. That said, on rougher surfaces, we were surprised how much road noise made its way into the cabin.

Considering it’s built more for comfort than performance, it handles well. It feels substantial, yet body lean is well controlled in faster corners and there’s decent grip.

The steering is light and it’s easy to manoeuvre thanks to all-round parking sensors and a rear-view camera, even if visibility isn’t best-in-class.

Which brings us to the sharply raked rear window, complete with two spoilers. It may look cool, but there’s no rear wiper. We drove the C5 X during a heatwave, so we couldn’t test it in the rain. We’ll reserve judgement for now, but we fear this could prove to be an issue on motorways, for instance, when rain and dirty spray is the order of the day.

Ultimately, the C5 X is at its best cruising along while you and your passengers enjoy the smooth ride in your comfy seats.

Verdict: The all-new Citroen C5 X is a breath of fresh air; offering elegance, comfort, refinement and serious value for money. If you can, stretch to the plug-in hybrid version for extra economy and low CO2 emissions.

Citroen UK