Citroen DS5 Review (2012-2015)
Citroen DS5 cars for sale
3.0
Expert review
Pros
Distinctive and elegant looks
Affordable used prices
Diesels deliver respectable real-world economy
Cons
Uncomfortable ride and lacking in driver involvement
Tight rear-seat space
Lacks the cachet of premium-badged rivals
The CarGurus verdict
If you’re a fan of its styling or distinctive interior, it’s easy to understand why you might shortlist the DS5. It can be an economical choice, too, and elements such as its neat detailing and good safety ratings lend it further appeal.
The downside is that the DS5 struggles when it comes to ride quality and handling. That, coupled with problems such as its limited rear space, means the Citroen ends up trailing popular premium rivals, such as the Audi A4, the BMW 3 Series and the Mercedes C-Class.
Such alternatives also have more cachet, which further compounds the DS5’s foibles. The only real reasons to consider a DS5 are if you love its looks or if you’ve found a particularly affordable example. Otherwise, any of the mainstream contenders would be a better bet on most levels.
The classic Citroen DS is among the French manufacturer’s most significant models. It was beautiful, innovative, and supremely comfortable, and remains a much-admired car. Several decades later, Citroen attempted to capitalise on its heady legacy by reintroducing the DS brand. The first new car to bear the badge was the DS3, which crammed premium style and prestige into a small hatchback that was designed to tackle popular retro-themed cars, such as the Fiat 500.
A larger DS4 would follow, as Citroen continued its upmarket push and, in 2012, the company introduced the DS5 hatchback. The distinctive-looking Citroen was aimed squarely at the business user and the executive sector, so it was stacked with equipment, premium materials, intricate design elements, and clean and efficient engines, including a hybrid version. The DS5 also scored five stars in the Euro NCAP crash test, earning it plenty of points among those seeking a family car.
However, the DS5 was pitched against mainstream options such as the Vauxhall Insignia and the Volkswagen Passat, as well as premium alternatives, such as the Audi A4, the BMW 3 Series and the Mercedes-Benz C-Class. Serious competition, to say the least, and the DS5 had a distinctly uphill battle on its hands.
This is one of the DS5’s weak spots. Conventional models have a 465-litre boot, which isn’t bad, but it’s not class-leading. It was still relatively early days for hybrids when the Citroen was launched and, among other things, manufacturers were figuring out how to package them, evidence of which is the hybrid’s boot, which is 140 litres smaller than the standard car’s (325 litres total), due to the location of the battery pack.
The low roof line and general style-over-substance design philosophy leaves the back seats, in particular, very cramped, while visibility is poor. On the plus side, there’s more room in the front seats, and they are really comfortable.
New buyers could opt for an advanced electric-diesel hybrid version, called the Hybrid4, which packed 197bhp. The all-wheel-drive model could sprint from 0-62mph in 8.3 seconds, yet it emitted just 99g/km of CO2 and was reputed to average up to 85.6mpg. This was designed to catch the eye of company car drivers.
While it was distinctive and well equipped, the DS5’s upmarket nature didn’t extend much below its surface. It looked the part, but on the road, it just couldn’t measure up to the established competition. It was tolerable on the motorway, but it didn’t ride well. It wasn’t particularly refined or engaging, either, leaving it trailing the competition.
The overall result was a car that had some design and material appeal, but one that didn’t major on any particular front. If it had been supremely comfortable and relaxing to drive, as well as interesting to look at, it would have made itself a more tempting choice in the executive car class, but it fell short on dynamics.
The entry-level DS5 trim level is called the DSign, and it came with features such as dual-zone climate control, cruise control, and Bluetooth. Mid-range DStyle models benefitted from part-leather trim, a three-part glass roof, satnav, rear parking sensors, a reversing camera, an analogue clock, and the Citroen eTouch Emergency and Assistance system.
Flagship DSport models got the lot: full leather trim, electric heated front sports seats, a massaging driver’s seat, upgraded xenon headlights, front parking sensors, and a colour head-up display.
The Citroen fares well on the fuel economy front. The 1.6-litre BlueHDi 120 diesel, with its six-speed manual transmission, will average 72.4mpg according to the old NEDC test – so knock around 15-20% off that for a real-world figure. Even the more powerful HDi 160 is claimed to hit a best of 58.9mpg, while the 2.0-litre Blue HDi 180i automatic turns in an impressive 64.2mpg.
The petrol THP 200 is predictably thirstier, notching up a combined mpg figure of 42.2mpg, but that’s not bad for a swift hatchback that weighs 1600kg.
Then, of course, there’s the Hybrid4, or, to give it its full title, the Hybrid4 200 Airdream. Citroen claims that the diesel-electric hybrid can average an impressive 85.6mpg, when equipped with 17-inch alloy wheels.
Most of the conventional diesels will average around 50mpg, in real-world conditions. The Hybrid4, however, will often post similar figures. That’s partly because it weighs around 150kg more than most of the normal diesels, which contributes to its unremarkable real-world performance, so don’t expect terrific fuel savings.
There’s quite a spread in annual VED costs, which won’t come as a surprise given the engine line-up in the DS5. The cleaner diesels and hybrid model fall into low tax bands, while the more powerful options and THP petrol cost more. The difference won’t necessarily be significant, especially when spread over the course of a year, but it could be useful to know if you’re trying to keep costs to a minimum.
Servicing schedules vary from model to model, but every variant requires at least an annual service. Remember to check the history, as a result, and make sure that servicing has been carried out on time and to the necessary standard. The DS5 shouldn’t cost more to maintain than any other comparable car, though.
Keep an eye on insurance costs. While many DS5s are in lower bands than some premium alternatives, you’ll still want to a quote beforehand. Some variants can slip into insurance group 30, for example, which is higher than certain equivalent versions of the BMW 3 Series.
The DS5 came with a conventional three-year, 60,000-mile warranty, a 12-year anti-perforation warranty and a three-year paint warranty. Citroen also provided a year’s 24-hour assistance service with each new DS5.
The three-year warranty might have sounded a bit stingy at the time, for a more upmarket car, particularly when brands such as Kia were offering seven-year warranties. However, three-year warranties are par for the course in the luxury sector, so the Citroen was no exception in that respect.
While Citroen doesn’t have an outstanding reputation for reliability and service, in many surveys the company has typically delivered mid-table results. Consequently, it has often outperformed some upmarket brands, including Mercedes-Benz.
It probably won’t deliver the utterly dependable reliability of, say, a Lexus or Toyota, but major problems should be rare. Reports of issues are few and far between, too, which is a positive sign. Many of the mechanical parts used in the DS5 are also used in other Citroen and Peugeot models which, coupled with the car’s solid feel and impression of quality, bodes well for long-term reliability.
That said, there have been several recalls for the DS5, for issues such as leaking fuel filters and front airbags that may not deploy properly. Ensure any used example has been updated to rectify potential issues.
The only other thing to be mindful of for prospective buyers of diesel-powered DS5s, as is the case with many modern diesel cars, is if your regular driving behaviour majors on short trips around town. Such usage can cause problems for the diesel particulate filter – DPF – and result in costly bills, so you’ll be better off with a petrol if your mileage is low. Otherwise, just check for general used car issues such as parking damage, slipping clutches and wear and tear.
- The DS5 was offered with a range of engines, including frugal 1.6-litre e-HDi and BlueHDi diesels, as well as a more powerful 2.0-litre diesel engine – the BlueHDi 180 – and a turbocharged 1.6-litre petrol called the THP 200, with power pushing 200bhp. What caught the attention of many, however, was the diesel-electric hybrid model, called the Hybrid4. Its 161bhp 2.0-litre diesel engine powered the front axle, but it also had a 36bhp electric motor that drove the rear wheels. This allowed for electric-only operation up to 37mph, as well as improved traction. Citroen also claimed CO2 emissions as low as 99g/km, and later as little as 91g/km. That was very low for a car of its size at the time, and a big draw for company car drivers and businesses, who benefitted from the associated tax breaks.
- While the exterior looks weren’t necessarily to everybody’s taste, the elegant interior was unquestionably more compelling and interesting than that of rival offerings. Customers who selected the optional seat upgrade on DStyle and DSport models, for example, would get seats with a high-quality and evocative ‘watch strap’ leather trim.
- The DS5 received a facelift in early 2015. Updates included a new 7.0-inch touchscreen media system, new headlights, fresh chrome detailing, more efficient engines, and improved suspension. DS itself became a standalone brand at this point, separate from Citroen, with the car formerly known as the Citroen DS5 subsequently dubbed the DS 5. The more luxurious and upmarket Citroen spin-off is still going, and features models including the DS 3 Crossback E-Tense and the DS 7 Crossback.
- If you want the best all-rounder: All versions of the DS5 are well equipped, but we’d stretch to the DStyle trim if possible, because additions such as the reversing camera and the part-leather interior make it that much nicer. If a diesel is acceptable, go for the conventional HDi 160 six-speed manual; the 2.0-litre engine serves up plenty of punch, as well as good economy. Steer clear of the e-HDi model with the ETG6 automated manual, because the gearbox often hesitates and can be clunky.
- If you want the best economy: On paper, the Hybrid4 200 Airdream is the most frugal of the bunch, as it delivers an mpg figure of up to 85.6. Its real-world economy is often nowhere near as good, though, and it’s not cheap. Most of the diesels will average around 50mpg, so keeping fuel bills in check shouldn’t prove too difficult.
- If you want maximum performance: The quickest DS5 is the Hybrid4 200 Airdream, which sprints from 0-62mph in 8.3 seconds but, again, it’s costly. The manual turbocharged petrol THP 200 and manual HDi 160 diesel models aren’t far behind, as both take a fractionally longer 8.5 seconds to hit 62mph.
- If you want the cheapest used buy: DS5s aren’t exactly common on the used car market but, at the lower end of the scale, you might just find a handful of DS5 2.0 HDi DStyle models. These blend sensible performance and running costs with lots of kit. Just make sure the timing belt and water pump have been changed at the right intervals.
