In top spec Flair+ trim, this £30,725 SUV seems to impress as often as it irritates so far as fit and finish are concerned. Sit yourself down in the cabin and I’d wager the first thing you’ll notice is just how large and squishy the 'Advanced Comfort' seats are. On first acquaintance they seem almost too soft to be properly supportive, but after an extended period at the wheel these concerns prove to be misguided - they’re really rather good.
Anyway, once you’re settled in (an easy task, owing to plenty of adjustability in the seat base and steering column), you’ll begin to notice a few areas that are perhaps a bit more questionable. The hard plastics used - such as those in the doorcards - look and feel a bit crummy; while some of the buttons on the centre console don’t quite have the satisfying sense of tactility about them you’d expect from a larger, top-spec C-SUV.
The infotainment suite software is agreeable, but no more; and while the digital instrument screen is usefully customisable, the layout of a few of the displays are a bit questionable - an inability to display traditional, circular dials being a particular personal gripe. Room in the back is average, too. Even with the three individual rear seats slid all the way back, knee-room is a bit tighter than I’d ideally like - and at 5ft 11in I’m not what you’d call particularly tall. The same goes for headroom, but that’s likely more down to the fact this Flair+ test car came with a panoramic sunroof. That said, at 580 litres to the luggage cover, boot space is impressive. A Peugeot 3008 offers 520 litres to the same point, and sliding the Citroën's rear seats to their forward-most position will increase that space to 720-litres. Handy touch, that.
As for the way it drives, well, again it’s a shade hit and miss. As far as the engine is concerned, I like it. At a cruise, it’s demure and by no means obnoxious; the fact you can’t really hear it is testament to the good work Citroën has done to isolate the cabin from external noise. It’s punchy enough to ensure the C5 Aircross can get up to speed in respectable time, too.
That said, under throttle it does begin to get breathy and vocal at the top end, but I’d wager this isn’t a car you’d feel particularly keen to rev out anyway given its more laid-back, family-friendly image. The eight-speed ‘box can also be a touch hesitant when you step on the accelerator, and when moving away from a standstill; but once you’re rolling it swaps cogs in a suitably dexterous fashion.
Now, about that ride. When we last drove it, we concluded that it was likely only marginally better than class average at best. Having now put it under the microscope on UK roads, that same conclusion seems to ring true. There’s definitely a pleasing level of cushioning provided by that trick suspension, particularly when travelling over more uniform undulations at open road speeds. Compressions are ironed out in a gradual, forgiving manner; although upwards vertical travel does feel a touch looser than in other compact SUVs.
What grated more were its manners over lumpier road surfaces, where its softer set-up made for slightly more head-toss than you might ideally like. The Progressive Hydraulic Cushioning also didn’t seem to mask secondary intrusions quite as much as expected, although this could have had more to do with the fact our test car was fitted with 19in alloys.