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Citroen hasn’t found as many buyers for the DS 5 (or the Citroen DS5 as it was known in a former life) as it would have hoped, with customers criticising both the firm ride and the high running costs of the diesels. But an update in 2015 made improvements to the suspension setup, still leaving it feeling firm but without crossing the line into discomfort. Whether losing those famous Citroen chevrons has made it more desirable is a moot point, as the DS 5 remains a left-field choice. But it’s better than ever, and those looking for a quirky alternative to more mundane rivals shouldn’t discount it without trying one first. The DS 5 was the first standalone model from Citroen’s luxury DS arm, since what was originally a sub-brand separated itself from the rest of the Citroen range and became a standalone brand instead. In case you’re wondering about the difference between the two, the change basically meant taking the Citroen badges off the existing DS model line-up in the hope they’d subsequently attract a better class of customer. It happened over a mid-life facelift for the Citroen DS5, which emerged with a new look in 2015, when it also became known simply as the DS 5. You still have to go to a Citroen showroom to buy one. As before, the DS 5 slots into the compact executive segment, where it competes with models like the Audi A4 and BMW 3 Series, as well as more mainstream models like the Volkswagen Passat and Ford Mondeo. It’s certainly distinctive. With a bold front end that ditched its predecessor’s double chevron grille and familiar Citroen face in favour of a new design referred to as the ‘DS wings’. The design is distinctly bolder than other models in this class, and there’s a similar story inside, with loads of quirky details and a smattering of high quality materials on the dash. Just two specifications are available – Elegance and Prestige – as well as a limited run special edition called the 1955 to celebrate 60 years since the original Citroen DS was launched. All cars come with 17-inch alloy wheels, cruise control, touchscreen sat-nav and dual-zone climate control, as well as Bluetooth, DAB and rear parking sensors. Upgrading to the Prestige gets you xenon headlights, an electrically-operated driver’s seat and a reversing camera. Engine choices start with a basic BlueHDI 120, and progress through more powerful BlueHDi 150 and 180 versions. There’s also a THP 165 petrol and flagship diesel Hybrid 4x4, which claims to return as much as 72.4mpg. BlueHDi diesels are efficient and smooth, but the DS 5’s chassis is neither sporty nor luxurious Pitched as a potential rival to premium badged opposition like the BMW 3 Series, the DS 5’s driving performance has a lot to live up to. Unfortunately, it doesn’t quite manage to impress – on the one hand it’s not sufficiently responsive or engaging to appeal to enthusiastic drivers, and on the other hand the ride lacks sufficient compliance or finesse to tick the luxury box. In particular, the ride with the 19-inch wheels is very firm. The 17-inch alloys are much better, and updated suspension fitted from 2015 does well to soak up the worst lumps and bumps without feeling too uncomfortable. So you could argue the new improved DS 5 is reminiscent of old Citroens, but the truth is the current Citroen C5 with air-suspension is more comfortable on the road. First impressions of the new BlueHDi engines are good. They’re quiet on the move, with a refined idle and a smooth note up to the mid-revs. Only when you’re accelerating hard do they take on more of a diesel-like roughness. All but the entry-level BlueHDi 120 offer enough punch for easy overtaking – its claimed 0-62mph time is a leisurely 12.7 seconds, but even this basic unit has plenty of power for longer motorway trips The BlueHDi 150 is our pick of the range, mixing performance and running costs for the best compromise – the claimed 0-62mph time is 10.6 seconds, with a 127mph top speed. The BlueHDi 180 is quicker still with a 9.9 second 0-62mph time and a 137mph top speed, but the DS 5 is far from a sports car, so we don’t really see the benefit in a big and powerful diesel engine. Elsewhere in the range there’s a THP 165 petrol engine and an even more powerful THP 210 petrol, which do 0-62mph in 10.4 and 8.1 seconds respectively – the latter offering a 146mph top speed. The flagship model (though not quite the fastest) is the 197bhp diesel-electric Hybrid, which offers punchy acceleration and also has four-wheel drive. 0-62mph comes up in 9.3 seconds, and it’s flat out at 131mph.
Citroen C4 Cactus Citroën unveiled the New C4 Cactus, its new compact hatchback. The Citroën C4 Cactus has been substantially upgraded, adopting the classic cues of the segment in terms of technology and engines while continuing to stand apart through its singular personality and comfort. The car's styling is as bold and modern as ever but gains enhanced status. Inside, the New C4 Cactus offers unrivalled comfort, immersing occupants in a true cocoon. Benefiting from the Citroën Advanced Comfort® programme, the New Citroën C4 Cactus is the first model in Europe to feature the suspension with Progressive Hydraulic Cushions™ (PHC), making the "magic carpet ride" effect accessible to the greatest number, and the first vehicle in the world to boast Advanced Comfort seats. With its unique personality, the New C4 Cactus is the last word in ultra-comfortable hatchbacks, set to shake up the market in first-quarter 2018. Following the launch of the C3 in 2016 and the SUV offensive in 2017 with the C3 Aircross and C5 Aircross, Citroën is taking a further step forward in the roll-out of its product offensive and surprising the world once more with its new compact hatchback, the New C4 Cactus. The new model brings a breath of fresh air to the hatchback segment by blending the singular personality of the Citroën C4 Cactus with the class-leading comfort of the C4. The model's status has also been boosted through the addition of segment essentials including 12 driver assistance systems, 3 connectivity technologies, engines developing up to 130 bhp and prestigious styling. With its modern and distinctive design, the New C4 Cactus brings occupants an all-new experience of well-being. To that end, Citroën drew on its technological heritage in hydraulic suspension systems. This technology has been reinterpreted to become accessible to the greatest number. The New C4 Cactus is the first model in Europe to be equipped with the suspension with Progressive Hydraulic Cushions™ (PHC), and the first in the world to feature Advanced Comfort seats, providing all-new seating and ride comfort. The New Citroën C4 Cactus brings a breath of fresh air and originality to the compact hatchback segment. A HATCHBACK WITH A UNIQUE PERSONALITY: A BOLD STYLING The New Citroën C4 Cactus naturally expresses its singular nature through a new, broad and expressive front end, restyled wings and doors, and a generous and smooth rear end home to new 3D-effect LED lights. It shakes up the ultra-conventional cues in the compact hatchback segment through its well-proportioned and generous shapes, forming a pure and monolithic body design. The model's 2.60 m wheelbase and short overhangs ensure compact dimensions for excellent agility and handling while providing all the spaciousness expected in this segment. It features classic Citroën graphics underscoring the body flow, including Airbump® on the lower part of the doors, a continuous glass waistline and floating roof, a two-tiered front end and a broad 3D-effect LED light signature at the rear. It offers 31 exterior customisation possibilities with nine body colours and four Color Packs comprising refined touches of colour with which customers can create a car in their own image. Inside, the functional, pure and uncluttered cabin immediately inspires a feeling of serenity. No fewer than five opulent and distinctive interior ambiances are on offer, providing brightness, softness and refinement. Please Subscribe To My Channel and Get More Great Cars Videos https://www.youtube.com/channel/UCCoR6fwJIB55sEjy98U6wCA?sub_confirmation=1 Follow me https://twitter.com/Cuda_ET https://plus.google.com/u/0/111003587092609005832
The 2018 Toyota Highlander is one of the best picks available for a versatile three-row crossover SUV. Thanks to a comfortable and quiet ride, abundant standard features and a just-right size, it should serve you well as a do-all family hauler. While the Highlander isn't as big as traditional truck-based SUVs such as Toyota's Sequoia, it's easier to maneuver around town, yet it still has three relatively usable rows of seating. The third row is a bit tighter than we'd like, but kids will fit just fine back there. We also like how Toyota outfits every Highlander with its Toyota Safety Sense bundle, which include adaptive cruise control, lane departure intervention, and forward collision mitigation with automatic emergency braking. If you need a crossover with a roomier third row, you'll probably be happier with a Honda Pilot or Volkswagen Atlas. Toyota's also a bit behind the times in smartphone connectivity — you can't get Android Auto or Apple CarPlay on the Highlander. Overall, though, this popular and well-rounded crossover is certainly worth a test drive. Notably, we picked the 2018 Toyota Highlander as one of Edmunds' Best Midsize SUVs for this year. The 2018 Toyota Highlander is unchanged. The 2018 Toyota Highlander is a large three-row crossover SUV with seating for eight, but optional second-row captain's chairs reduce capacity to seven. There are LE, LE Plus, XLE, SE, Limited and Limited Platinum trim levels. The LE isn't a stripped-down model, but its standard four-cylinder engine is a bummer. The LE Plus has key upgrades such as the V6 engine (optional on the LE), a power liftgate and tri-zone automatic climate control, while the XLE, Limited and Limited Platinum essentially slather on luxury features. The SE stands out with unique styling and sportier driving dynamics. The base LE comes standard with a 2.5-liter four-cylinder engine (185 horsepower, 184 pound-feet of torque), a six-speed automatic transmission and front-wheel drive. The 3.5-liter V6 (295 hp, 263 lb-ft) that's standard on all other trims is optional on the LE and comes paired with an eight-speed automatic. All-wheel drive can be added to the V6 as an option. Other standard features include 18-inch alloy wheels, heated mirrors, a windshield wiper de-icer, rear privacy glass, the Toyota Safety Sense bundle (automatic high beams, adaptive cruise control, lane departure intervention, and forward collision mitigation with automatic emergency braking), a rearview camera, rear air conditioning, a height-adjustable driver seat, a 60/40-split second-row seat (slides, reclines, folds), a 60/40-split third-row seat (reclines, folds), five USB ports, a 6.1-inch touchscreen, Bluetooth, and a six-speaker sound system with a CD player. The LE Plus adds a height-adjustable power liftgate, a flip-up rear window, foglights, tri-zone automatic climate control, upgraded upholstery and trim, a power-adjustable driver seat, a leather-wrapped steering wheel, a higher-resolution 8-inch touchscreen, satellite and HD radio, and a variety of smartphone-connection apps. On top of the LE Plus' equipment, the XLE adds a sunroof, roof rails, keyless entry and ignition, blind-spot monitoring and rear cross-traffic alert systems, an upgraded instrument panel, leather upholstery (first and second rows), simulated leather third-row upholstery, heated front seats, a power-adjustable passenger seat, an auto-dimming rearview mirror, second-row window sunshades, a 110-volt power outlet, Driver Easy Speak (carries the driver's voice through the rear speakers to distant passengers) and a navigation system. The SE is equipped similarly to the XLE but has LED running lights, sport-themed styling elements and suspension tuning, 19-inch wheels and sporty interior trim. The Limited starts with the XLE's content and adds LED running lights, different 19-inch wheels, rear parking sensors, a rear cargo cover, heated and ventilated front seats, driver-seat memory settings, heated second-row captain's chairs (optional on the XLE) and a 12-speaker JBL audio system. The Limited Platinum gains a panoramic sunroof, automatic wipers, a 360-degree parking camera, front parking sensors, Safety Connect emergency communications, a heated steering wheel and heated second-row seats. The Limited and Limited Platinum can be optionally equipped with the second-row bench. A rear-seat entertainment system is optional on all but the LE and LE Plus.
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We expect cars from France to be unconventional... whacky even. But what of this new luxury offering, the DS 5? What does its Avant-garde approach mean for the humble cup holder? And does this piece of automotive art actually work...as a car? Subscribe to CarNut.kiwi - http://bit.ly/2dP5ucU Our website - http://www.carnut.kiwi/ Check out CarNut.kiwi on social media: Facebook - https://www.facebook.com/carnut.kiwi/?fref=ts Instagram - https://www.instagram.com/carnut.kiwi/ Twitter - https://twitter.com/carnutkiwi
Taking inspiration from the massive success of France’s luxury brands, Citroën created the DS brand in 2009 to “express French style and luxury with beautiful details and exceptional quality".
The brand was intended to be more upmarket than mass-market, if not a direct competitor to Mercedes and BMW. The DS 5 tested here completes the initial incarnation of the DS line.
The crossover hatchback is also interesting because, while the link is unacknowledged by Citroën, this may be the closest thing to the original DS that France's famous double-chevron has produced in almost 40 years.
The first modern Citroën DS was, by contrast to that 1955 technological and stylistic trailblazer, more of an urban fashion hatchback than an expression of French luxury. Nevertheless, the Mini-like DS 3 quickly became a success following its launch in 2010, becoming Citroën UK’s best-selling model in the process. Next along was the slightly underwhelming DS 4 crossover, which then led to the more rugged DS 4 Crossback.
The dramatically styled DS 5 is an intriguing mix of high-roofed hatchback, coupé and sports estate, the result of the mounting pressure on the traditional D-segment family saloon in Europe.
It’s still an important sector, but selling cars in it is not as simple now as it once was. Roll back the clock a decade or so and if you wanted a full-size car of moderate price, there was little alternative.
However, the birth of MPVs, compact SUVs and crossovers, combined with the solid residuals of otherwise more expensive compact executive cars, means that things are no longer so simple.
There is now plenty of choice and, as Renault has already discovered to the Laguna’s cost, you’ve got to give customers a damned good reason to buy a relatively ordinary traditional family car.
That’s why the likes of the DS 5 now exist, crafting together several different styles of cars into a package you won’t find anywhere else.
As with its other DS models, Citroën’s intention in the big-family sector is to offer a sense of high design and desirability that traditional models cannot deliver.
Citroën itself says the DS 5 is pitched somewhere between the traditional Volkswagon Passat saloon and its natty CC derivative. Or between, say, the Vauxhall Insignia and Audi A4. Square where you might expect it, in other words.
To a man, everyone who came into contact with the DS 5 thought Citroën had hit the styling nail square on the head. The DS5 has a tasty portion of aggression and dynamism in its styling and balanced, taut surfaces, but avoids occupying unequivocally the realm of the quirky. If a road test was judged on a car maker’s efforts with a pen, we could all go home.
But there is still more to learn. While Citroën’s other DS models have arrived pretty much at the same time as their non-DS sister models, the DS 5 is a diversion from that pattern, and in more ways than one. While the DS 3 is effectively a C3 variant and the DS 4 is based on the C4, the DS 5 is not based on the C5, introduced in 2008, whose numeral it shares.
Instead, the DS 5 sits on the same PF2 platform as the Peugeot 3008 and Citroën C4/DS 4/Picasso, thus rendering it shorter overall than the C5. At 4530mm, the DS 5 is some 249mm shorter than the 4779mm C5.
The PF2 basis means that most DS 5s do without an independent multi-link rear suspension system, instead making do with a torsion beam, with MacPherson struts at the front.
There are three diesel powertrains offered, a 1.6-litre HDI with 118bhp and 148bhp and 178bhp variants of the 2.0-litre turbodiesel, the latter of which is offered with six-speed automatic transmission.
There is two variants of Citroën's venerable 1.6-litre four-cylinder turbo petrol developing 160bhp and 205bhp respectively. Curiously the former is only available with a six-speed automatic gearbox while the latter comes with a six-speed manual.
The range was once topped by the a hybrid model, which DS cut from the range at the end of 2016 after the French manufacturer announced only 3 percent of DS 5s sold were Hybrid4 models.