Diesels of the PSA concern have long been considered one of the best on the market. In Western Europe, more than half of Peugeot and Citroen buyers choose just such modifications. In our country, diesel engines are completely unpopular, although the demand for them is gradually growing. In 2007, it amounted to 2.2% of Citroen's total sales in Russia, but this year, according to marketers' forecasts, it will reach 5.7%. And for the upgraded C5, this figure should be as much as 20%!

Such bold plans are explained by the fact that the manufacturer has expanded the offer of diesel engines: now there are three of them. As before, the largest demand (81% of the total) is expected for the base 2-liter 140-horsepower unit. The remainder will come from the flagship 240bhp 3.0-litre V6. and a new 2.2-liter twin supercharged engine that develops 204 horsepower. The last option became the object of my interest.

Outside, the sound of a running engine is difficult to tell whether it is gasoline or diesel. Already good! By the way, the external updates of the C5 are almost invisible: LED running lights appeared in front, and the taillights are now covered with a dark haze. And it's all.

When I slam the door, I feel like I'm in an expensive office.

Leather helps to maintain a respectable atmosphere (even the front panel is covered with it), suede, lining for corrugated titanium. And most importantly - even with the engine running, absolute silence reigns here! Changes inside zero whole, one tenth. Of the visible innovations, only the SOS button allows the driver to contact the Citroen dispatch service in an emergency. But in Russia this option will not be available - at least not now.

I will not call the interior design obsolete, but its equipment is already lagging behind the current level. For example, it is high time to make the central display touch-sensitive, otherwise there are indecently many buttons on the center console for 2011. There is also a rear-view camera, which has become commonplace on cheaper models.

But overclocking gave a lot of positive emotions. Engine thrust is brutal! Already from 1800 rpm, the massive carcass of the C5 is picked up by a hurricane of acceleration. The sensations are confirmed by official data: the car exchanges a hundred in just 8.3 seconds after the start. For a 2.2-liter car weighing well over one and a half tons, this is an excellent result.

The six-speed automatic that comes standard on this version works roughly, shifting smoothly and on time. There was no need to grieve about the lack of paddle shifters. Although the sport mode in the transmission turned out to be not at all superfluous - in a hurry, I used it. Then the gear change took place at higher speeds, allowing you to drive more dynamically. By the way, even after two hours of fairly active driving, the on-board computer reported an average fuel consumption of 7.7 l/100 km. Agree, the appetite for such a machine is modest.

But I would not argue that diesel C5s will cost less than gasoline ones to operate. They are noticeably more expensive when buying, the interservice mileage is reduced to 10,000 km. In addition, recently the price of diesel fuel has practically caught up with the cost of the A95. Against this background, the prospects for diesel "Citroen" in Russia do not seem rosy...

Citroen C5 HDi. Price: from 1,044,000 rubles. On sale: since 2011

What is the secret of this phenomenon, we had to find out on the roads of Bordeaux during the test of new turbodiesel versions of the C5

test pilot

Maxim Fedorov, 33 years old, automotive journalist, driving experience 7 years, personal car - Ford Focus II

“Sorry, but there will be no cars with such engines in Russia,” I have repeatedly heard a similar phrase in the European test of the next diesel novelty. It is in Europe that more than half of the cars run on diesel fuel, while in our country a diesel car, if it is not a truck or an SUV, is perceived as exotic. But not in the case of the Citroen C5. Every fifth car of this model that leaves the gates of a Russian dealer runs on heavy fuel. None of the classmates can boast of such a result!

What is the reason for such success? And the fact is that even with a two-liter turbodiesel and an automatic, due to the high torque, a large French sedan rides surprisingly cheerfully. At the same time, fuel consumption in a ragged city mode under no circumstances exceeds 10 liters per hundred. Well, outside the city you can keep within 6 liters.

Tempting? Undoubtedly. That's just a significant overpayment for diesel "eats" all fuel savings. However, cars with such an engine still have one more advantage - high mileage at one gas station. So, when I saw on the display of the on-board computer of the test Citroen C5 an inscription that said that diesel fuel would be enough for us for almost 1,500 km, I could not believe my eyes. Gasoline "Focus" has taught that half a tank is enough for him for about 300 km, so four-digit power reserve figures for me are something from the realm of fantasy.

But for owners of the Citroen C5, which is now equipped with two new diesel engines, 2.2 HDi (204 hp) and 3.0 V6 HDi (241), this is not fantasy, but reality. The first unit to feature twin turbochargers and 3rd generation Common Rail injection is even more economical than the less powerful 2.0-litre HDi. On the highway, a sedan with such an engine consumes less than 5 liters per 100 km, in the combined cycle - only a liter more. And we are not talking about some small car, but about a comfortable sedan with a curb weight of two tons!

204 forces of the new (more precisely, modernized) motor are enough everywhere and always. Vigorous accelerations, overtaking on the motorway - everything that could be done on the road, without going beyond the French legislation, driving the Citroen C5 went with a bang. And even a 6‑speed automatic practically did not annoy thoughtfulness.

When I moved to a car with a 241-horsepower 3.0 V6, then, I confess, I was disappointed. Yes, the car accelerates perfectly, but there is no tangible advantage over the 2.2-liter Quartet. And all because both turbodiesels produce the same torque - 450 Nm. And the fact that a more powerful unit reaches this indicator from 1600 min-1, and a less powerful unit from 2000 min-1 does not affect in real life. The three-liter unit is better only in acoustic terms: it is a little quieter and fills the cabin with a pleasant growl during acceleration. But is it worth it to overpay 350,000 rubles?

Driving

The turbodiesel spurs on a dynamic ride, but the steering and suspension actively resist this.

Salon

The quality of the finish is five plus, and the ergonomics are three plus.

Comfort

Air suspension is the main value of the Citroen C5. Moreover, the benefits of it are not on the road, but where the road ends.

Safety

Seven airbags and ESP in the "base", 5 stars Euro NCAP.

Price

Perhaps the main disadvantage of all diesel cars.

Advantages and disadvantages

New turbodiesels allow you to go faster and use less fuel. The air suspension turns the sedan into a crossover.

High price diesel engine does not fight off at gas stations.

Technical specifications

Dimensions - 4779x1860x1458 mm

Engine - diesel, 2179 cm3, 204 hp / 3500 min-1, 450 Nm / 2000 min-1

Transmission - automatic, 6-speed

Dynamics - 230 km / h, 8.3 s to 100 km / h

Fuel consumption - 5.9 l / 100 km mixed. cycle

Competitors - Ford Mondeo, Opel Insignia, Peugeot 508

Our opinion

Diesel Citroen C5 is a godsend for those who value their time. If you do not get carried away with "long-range driving", you will have to stop by at the gas station no more than once a month, and even less often for small runs. However, in the latter case, it is much more profitable to take the gasoline version.

The car was sold with all-wheel drive and with five engines: petrol "fours" with a turbocharger of 2 liters (180 and 211 hp) and a 3.2-liter V6 with a capacity of 270 forces, as well as turbodiesels: a 2-liter 170- strong and 3.2-liter 239-horsepower V6. After restyling in 2012, diesel engines began to produce 177 and 245 hp, respectively, and a gasoline 2-liter “four” - 180 and 225 hp. Gasoline V6 decreased in volume to 3 liters, but its power increased to 272 forces.

SURPRISES OF OUR WINTER

The body of the Q5 is reliably protected from rust, but the paintwork let us down - on the first cars, the paint peeled off the platform under the license plate. It seems to be a trifle, but they change the part along with the radiator grill - the price from the dealer is 42,000 rubles. However, chrome often swelled on the “grill” after the first winter, and in any case it had to be changed. The rest of the chrome parts in our conditions also do not differ in resistance.

There are also enough complaints about the interior equipment - the multimedia system is often buggy, the dashboard may partially or completely go out, ABS and ESP, rear door and power window servos fail. True, it should be noted that all these defects are not of a mass nature and, of course, they are not drawn to statistics.

MONITOR OIL LEVEL

But with motors, troubles happen with an enviable frequency. The most problematic are the 2-liter petrol “fours”, which account for approximately 80% of the total number of all Q5s on our market. These units eat oil with pleasure - up to 500 grams per 1000 km and even more. Moreover, servicemen quite officially allow its consumption to be up to 300 grams. However, even these "tolerances" could not stop the mass appeals of customers to technical centers, as a result of which the officials had to change engines under warranty. The situation changed only after restyling in 2012, when Audi engineers changed the design of oil scraper and compression rings, and also improved the pistons themselves. The oil consumption on these engines has noticeably decreased, although it was not possible to completely reduce it to “no” - gasoline “fours” continue to devour the “motorboat”, albeit not in the same volumes as before. Therefore, when buying a Q5 older than 2012, ask the seller if the motor has been overhauled or replaced by an authorized dealer. Otherwise, it is likely that you will have to repair the engine at your own expense, and this is about 100,000 rubles.

By the way, after restyling, Q5 engines did not become absolutely reliable. On 2-liter ones, the timing chain stretches over time (8,500 rubles), engine mounts wear out ahead of time (from 5,000 to 12,000 rubles), oxygen sensors “burn” (7,200 rubles each) and ignition coils (3,500 rubles each) , the EGR valve fails. Yes, and oil consumption, as already mentioned, remained. Moreover, it is not so easy to control its level - there is no probe in the engine, the information is hardwired into the MMI. The sensor after each topping up of oil may fail, not showing its real level.

But gasoline V6s do not suffer from gluttony, and in terms of reliability it is preferable. At risk, they have ignition coils, an exhaust gas recirculation valve and oxygen sensors, which are demanding on fuel quality.

But turbodiesels have proven themselves from the best side. Only on long runs, closer to 180,000-200,000 km, can a high-pressure fuel pump (from 50,000 rubles) and a turbocharger (from 75,000 rubles) sweat. By this time, as a rule, they will require updating the injection nozzle (11,500-22,000 rubles each) and glow plugs (an average of 6,000 rubles each).

IRON GAMES

All motors were first combined with a 6-speed manual gearbox or a 7-band robotic S-Tronic. If there were practically no problems with the "mechanics", then the robot made a lot of noise in the Q5 case history. This box could "kick" for a modest 20,000-30,000 km of run. We must pay tribute to official dealers - on warranty machines, the box was repaired for free, and after the end of the warranty, the dealer often took on a partial or full cost of replacing the mechatronics unit and the clutch assembly. Moreover, with all the consumables, the repair of the box cost the officials 250,000 rubles!

Apparently, the Germans quickly got tired of such charity, and after restyling, the robot was replaced by an 8-speed hydromechanical “automatic” ZF. True, he only worked in tandem with gasoline engines - turbodiesels were still equipped with S-Tronic. By the way, the classic automatic transmission turned out to be quite reliable. At least, there have been no mass complaints about her yet. Also hassle-free and all-wheel drive transmission, which will celebrate its 40th anniversary in a year. During this time, the specialists from Ingolstadt brought the Quattro design almost to perfection.

SUSPENSION WILL NOT LET YOUR

In suspension frankly weak points no. However, spending on it is directly proportional to the driving style - the more aggressive the driver, the more often he will have to call for a service to repair the chassis. Against the background of other elements of the chassis, wheel bearings (from 9500 rubles) and ball bearings (6500 rubles each), as well as levers with silent blocks, are the fastest to surrender. In steering, the rail was often changed under warranty (from 52,000 rubles). But even more often it was necessary to update the steering shaft cross. Officials usually changed the shaft assembly for 11,000, and the “gray” pressed out the cross (about 1,000 rubles), updating it separately. Together with the work, no more than 3000 - 4000 rubles are obtained.

To get only positive emotions from the operation of a used Audi Q5, we recommend stopping at a diesel modification of a crossover with a manual transmission. But if you hate to wield a “mixer”, we recommend later, at least post-styling, versions of the car, when the engines became more reliable, and the classic “automatic” came to the place of the problematic “robot”.

In the general sense, Citroen is a complex and sophisticated car. For several years, the French automaker has been trying to prove that it can build simple and reliable cars.

A lot of good things can be said about the engines. Not only are they successful, they are also durable and not expensive to repair. A really serious failure has befallen the engines of the Prince series - those developed jointly with the BMW concern. We are talking, first of all, about 1.6-liter units: turbocharged THP and atmospheric VTi. Despite a number of improvements, problems with the timing chain tensioner and too high oil consumption were never completely eliminated.

AT last years Citroen in small models (including the C4) replaced the BMW gasoline unit with its own PureTech engine. It has direct injection and turbocharging but lacks one cylinder (R3). So far, only problems with the crankshaft are known - a one-time batch produced in Holland. It was made from a very soft material.

Gasoline engines

1.6 (TU5) - worthy of attention

The TU5 engine has a very simple design, and any malfunctions can be fixed for little money. It is found in small models.

The TU series motor debuted in 1986 and is still in production. In the recommended JP4 version, it develops 109 hp. The most powerful versions went to Saxo 1.6 VTS - 118 hp. and Citroen C2 VTS - 122 hp

In 2012, the TU5 was installed in the C-Elysee budget sedan. The 115-horsepower modification of this engine with the VTi prefix has nothing to do with the infamous unit created in collaboration with BMW.

The main enemies of the TU5 are high mileage and neglectful maintenance. Seal leaks occur with age, but they are not expensive to fix. Due to the long production period and the huge popularity, spare parts for this engine are quite budgetary.

There are not many characteristic weaknesses. Ignition coils (from 4,000 rubles) and a throttle valve (from 6,000 rubles) have a relatively low durability.

The owners claim that the TU5 is not gluttonous. In small models, it consumes an average of 6.5 liters of fuel per 100 km. In addition, the motor lends itself to tuning.

Advantages:

High reliability;

Simple construction;

Good performance (especially in VTS version);

Relatively low fuel consumption.

Flaws:

Many overused motors with irregular maintenance;

Problems with ignition coils.

Application:

Citroen C3 I - 1.6 / 109 hp;

Citroen C4 I - 1.6/109 HP (2004-2008);

Citroen C-Elysee - 1.6/115 HP

1.8 and 2.0 - better after 2004

No turbocharging, no direct injection and no variable valve timing. The EW series engines have a very simple design and easily tolerate the introduction of LPG.

Motors of the EW series first appeared in Citroen in 2000 and were offered for 10 years. In addition, they were used by Peugeot, Fiat and Lancia. The EW series consists of units with a volume of 1.8, 2.0 and 2.2 liters. The last one is rare.

The best in terms of reliability are 1.8 l / 125 hp engines. and 2.0 l / 140 hp, except for 2.0 HPi. It also develops 140 hp, but is equipped with direct fuel injection. An unsuccessful engine was installed in the first generation Citroen C5.

The engines of the EW series went to the largest Citroen models: the compact C4, the C4 Picasso minivan, two generations of the C5, the large C8 and the Jumpy van. The top version develops 177 hp.

The engine is quite voracious, so some install HBO. A plastic collector is used here, therefore, expensive modern gas equipment is needed.

Unfortunately, the reliable EW units are no longer in use today. The French concern in 2010 replaced them with problematic blocks created together with BMW.

Advantages:

High reliability;

Simple construction;

Many different modifications, differing in volume and power.

Flaws:

More and more overused copies;

Mediocre dynamics of large models with a 1.8-liter engine;

High fuel consumption.

Application:

Citroen Xsara Picasso - 1.8 (at the beginning of production), 2.0 (until 2004);

Citroen C5 I - 1.8 (115 and 125 hp) and 2.0 (136 and 140 hp);

Citroen C8 II - 2.0 (136 and 140 hp).

Diesel engines

1.6 HDi - better 8-valve

With this engine, the French proved that it is possible to create a reliable small-capacity diesel engine. The 8-valve version deserves the best recommendations.

The DV6 series engine appeared in 2002 and is still installed in Citroen cars. Initially, until 2011, a 16-valve variant was offered. First of all, its 90-horsepower version, which is equipped with a conventional constant geometry turbocharger, deserves attention. The flywheel in all modifications is single-mass. In 2009, a wet type particulate filter began to be used. You should be more careful with the 109-horsepower version (16 valves) - the sieve in the lubrication system is clogged, which accelerates the wear of the turbine.

After the upgrade, the DV6 received an 8-valve block head and an additional "D" in the name (all versions are equipped with a particulate filter). Most often, a diesel engine has a power of 92, 99, 112 or 114 hp. and is characterized by a very good ratio of power and fuel consumption.

Turbo diesel can be found in smaller cars and even in the second generation C5. In addition, it was used in models of other brands: Ford, Mazda, Mini, Peugeot, Suzuki and Volvo. Thanks to this, spare parts are readily available and have affordable prices.

Advantages:

Good reliability;

High popularity;

Low prices for spare parts.

Flaws:

Many hackneyed copies;

Stretching of the chain connecting the camshafts in the 16-valve version;

Problems with lubrication of the 109-horsepower version.

Application:

Citroen C3 II - 1.6 HDi 8V (92, 99 and 114 hp);

Citroen C3 Picasso - 1.6 HDi 8V (92, 109, 112 and 114 hp);

Citroen C4 II - 1.6 HDi 8V (92, 99, 112, 114 and 120 hp).

2.0 HDi - reliable and durable

The 2-liter diesel is one of the best of its kind. He debuted in 1999. Initially, only the 90 hp 8-valve version was available. A year later, a 16-valve modification with a capacity of 109 hp appeared on the list of proposals. In the process further development the return increased to 180 hp, and in Ford - up to 210 hp. (thanks to double boost).

The 16-valve version has cam chain problems similar to the 1.6HDi 16V. All 16-valve options are equipped with a particulate filter, the resource of which usually does not exceed 200,000 km.

One of the advantages of the 2.0 HDi is its relatively low fuel consumption. In a middle-class car, it is about 7.5 liters per 100 km.

Advantages:

Many versions;

High durability;

Cheap spare parts and good access to them.

Flaws:

The particulate filter is clogged;

It is possible to stretch the chain connecting the camshafts.

Application:

• - Citroen C5 II - 2.0 HDi (136, 140, 150, 163 and 180 hp);
• - Citroen C4 Picasso I - 2.0 HDi (130, 150 and 163 hp);

Risky choice!

Engines co-created with BMW (Prince series) should be avoided. They have good performance and low fuel consumption, but have a number of disadvantages: increased oil consumption and an unreliable timing chain tensioner. In addition, a turbine is sometimes rented out in a turbo version, and a variable valve timing system in an atmospheric VTi.

Considered unsuccessful and 2.0 HPi (2001). This is a representative of the EW series, but with direct fuel injection. This is where the controller often fails.

The 2.7 HDi 6-cylinder turbodiesel has serious crankshaft problems. Much better rated successor - 3.0 HDi, but because of the very expensive equipment (in particular, piezo injectors) it is difficult to recommend.

• The 1.4 VTi is the least problematic engine ever built with BMW. But he is not harmless.
• 1.6 VTi - the lack of turbocharging does not mean the absence of problems.
• 1.6 THP - a high increase in power is achieved due to a complex design that has a number of defects.
• 2.0 HPi - how to ruin a good engine? In the case of the EW series, it is enough to add direct fuel injection.
• 2.7 HDi - of course, this unit is among the least worthy.
• 3.0 HDi - he replaced the problematic 2.7 HDi in 2009. But his equipment is prohibitively expensive.

A car for those who love comfort, very comfortable and very intelligent. Will give warning if there is any problem in the system or suspension. Convenient air suspension, if necessary - raised to the level of 260 mm or lowered to 140 mm. It is very convenient - in winter, if you sit on your belly in the snow, lift it up and there are no problems. Also, auto start is installed in the car, in the morning in a warm car it's nice. Full of all sorts of light sensors, rain and others - it's very convenient. The climate is two zones, you can make the passenger warmer, and cooler for yourself. Also in the summer, climate control and again auto start saves, you sit in a cool swallow.

Citroen C5, 2005

Very comfortable, dynamic and economical car. Reliable and comfortable hydraulic suspension3. Comfortable and spacious interior. Very comfortable seats, especially the rear. The car is warm in any frost. The salon easily accommodates 5 people. On a long journey, it is convenient for both the driver and passengers. Roomy and comfortable trunk. A wonderful diesel engine - very quiet, few people can distinguish it from a gasoline engine both in sound and in dynamics. Unusual design. Perfectly manageable on our roads. Demanding on the quality of fuel and oil. It requires knowledge and accuracy when servicing - do not approach with a hammer and screwdriver.

9

Citroen C5, 2005

The car is super comfortable. There is everything you need and do not need for a comfortable ride, both short and long. long distances. Very comfortable climate control, chic six-speed gearbox with winter mode. Very comfortable LEATHER seats. Behind the wheel rest, not riding.)) Engine 210 horsepower, rushing like a beast. Advantages of the car: Only pluses. Cons: none. Should I buy a Citroen C5? YES YES YES.

Citroen C5, 2010

After 8 months of operation stukanal engine. ((((After contacting the dealer service, Citroen representatives immediately began to look for the reason why they did not want to fix the engine by any means under warranty. They took gasoline for analysis in order to establish low-quality gasoline, but this is excluded, because all previous and current my family's cars refuel in the same place and everything is fine! They don't want to do expensive repairs under warranty. I don't advise buying Citroen, because I have a problem with the engine with this brand for the 2nd time. (((And, despite the beauty of the body, inside rubbish at any age of this brand.