Citroen C5 Aircross vs BMW X2

What's the difference?

So, what did my family think about the Citroen C5 Aircross Sport?

I love how it looks and its updated safety list. It’s fairly spacious inside and has a great boot space but it’s lacking a lot of family-orientated practicality in the back seat. The lack of individual storage and amenities is noticeable when you have a kid or two but even as an adult, not having a cupholder for your coffee/drink on a trip feels odd.

The multimedia system and reversing camera need to be improved, too. Overall, it will suit a small family which is out of the baby stage but can’t yet justify upgrading to a larger SUV. It gets a 6.5/10 from my family. 

There is little doubt the new X2 represents a vast improvement over the original model. The design alone gives it a lot more presence. 

More interior and boot space also helps widen the SUV’s appeal and the significant tech updates are welcome.

It is on the pricey side and there are a few too many options that should be standard. 

However, the M35i is hard to ignore as a sporty premium crossover, and the iX2 xDrive30 is the sort of electric SUV that should worry Volvo.

They both have their own distinct flavours, so there’s no dud in this line-up. Of course, we will hold final thoughts for the local launch when we can drive all four grades. But until then, it’s a welcome return to form for the X2.

The facelifted model sees a sportier front with the grille redesigned to highlight the double chevron badge.

The bonnet curves around the badge, as do the two long LED strip lights that connect the headlights. The bonnet also sports new divots that give it a gruffer edge.

The wide profile at the rear and new three-pronged tail-lights create some interest.

The black plastic moulding that runs along the base of the car could look unfashionable on a lighter colour but on our blue paintwork, it looks good. As does the contrasting black roof!

The interior trims are finished in a combination of synthetic and Nappa leather but boast a two-tone colour which might not land with everyone. Particularly given the navy portions seem to be glittery in certain lights.

Sitting at 1859mm wide, 1695mm high and just 4500mm long, the overall exterior design is sporty but cute. It should appeal to those who want a nice-but-not-loud-looking car and something that is easy to park.

The second-gen X2 looks very different to the original from 2018. That first X2 had a squat stance, looked more like a hatchback than an SUV, and the glasshouse appeared as though it had been squished into the body of the car.

The 2024 X2 adopts a similar design philosophy to the X4 and X6 - swoopy, coupe-like roofline and liftback, and bold styling elements at the front and rear.

It has a much more upright, flush front end, freshly designed large kidney grille and an edgy headlight design. There’s flared wheel arches and broad shoulders at the rear, as well as a cool new horizontal tail-light signature.

The X2 has grown in size in a big way. It’s 194mm longer, 21mm wider, and 64mm taller than the outgoing model. That naturally means more space inside, too.

Inside there are big changes. The X2 adopts elements introduced by the excellent iX SUV a couple of years ago. They include the curved display, and a floating arm rest with a control panel. Some of this is also familiar from the X1.

The materials mostly look and feel like they are high quality, and there is an appealing minimalism to the overall design and layout. The chunky sports steering wheel is visually appealing, but it’s a bit too thick in my hand.

The interior is spacious for a medium SUV but the back seat knocks off some points for family practicality. So, let’s start in the back.

Despite there being plenty of headspace for my 168cm (5’6’’) height, the legroom is cosy behind my driving position.

Meaning a 0-4 rearward facing child seat will encroach on front passenger space. It’s probably best suited to a family which is out of the baby stages but it was cumbersome fitting my big harnessed-booster seat in there, too.

It has ISOFIX child seat mounts on the outboard rear seats and three top tethers but two seats will fit best. The floor is flat, which offers far more comfort for a middle seat passenger and I love how the seats can be individually shifted.

The amenities and storage in this row are sparse. You get directional air vents, reading lights, netted map pockets and shallow storage bins in the doors.

Siblings may squabble over the single USB-A port on a long road trip but more than that, there are no cupholders or drink bottle holders back there or even a centre armrest.

That said, the 182mm ground clearance made it an easy car for my six-year-old to get in and out of; plus, the stadium-like seating and wide windows meant he had an awesome view this week.

Now for the front. It has ample amenities, storage and tech. You get plenty of head- and legroom, plus with the panoramic sunroof the cabin manages to feel airy, too.

Individual storage is great with an extra deep middle console, glove box, two cupholders, bins in each door and two very handy utility trays situated near the toggle-type shifter.

Charging options are much better up front, too, and you can choose between a wireless charging pad, two USB-A ports and a 12-volt socket to charge your device.

It's super easy to connect to the wired Apple CarPlay and there’s wired Android Auto for those users.

The built-in satellite navigation is straightforward but that’s where the simplicity ends. I did not find the multimedia system or the digital instrument panel to be terribly intuitive to use and the touchscreen controls can be laggy.

I’m sure you could get used to it over time but I felt flustered.

For this size SUV, the boot space is great at 580L with all seats in use but you can bump it up to 1630L if you fold the back row.

The floor can be adjusted to make a level load space or dropped to give you greater depth for bulkier items and there is a temporary spare tyre underneath the floor.

There are luggage tie-down anchors, a cargo blind and I always like having a powered tailgate. 

Where the previous X2 was a very small crossover with niche appeal, the increase in size for the new model means more people will be interested in it. Possibly even people with a small family.

Those increased dimensions pay dividends inside, with ample headroom up front and more than enough space across the front row, although the raised armrest console is somewhat narrow. 

The seats in both the iX2 xDrive30 and the M35i xDrive are very supportive thanks to ample bolstering, but both were also on the firm side. The iX2’s synthetic leather was slightly more comfortable than the M35i’s sports-focused front seats.

The power-adjustable seats and height- and reach-adjustable steering wheel means it’s not hard to find a decent driving position, but forward vision is impeded by a very thick A-pillar, and the letterbox-like rear windscreen in the X2 means rearward vision is limited. Good thing it has excellent parking cameras and sensors. 

Storage is decent in the X2, with room for big bottles in the door cavity, and a few nooks and large open spaces in the console. Although secure storage is limited with the armrest housing a very shallow space. I do like BMW’s phone charger setup. Rather than lying on a pad, it slots into a vertical holder that has a latch to keep it in place when cornering. The only drawback is that you can see the screen which could potentially distract some drivers.

The X2 introduces operating system nine to iDrive, which is housed in the central part of the curved display and operated by touchscreen or the controller on the floating central console. After some familiarisation, the functionality isn’t that much different to the previous version of the operating system. The main menu looks cool and is mostly easy to navigate. The sub-menu icons - of which there are heaps - look a little Microsoft Windows.

The X2 has drive modes that also interact with the interior of the car and change lighting, EV noise and more. They include Personal Mode, Sport Mode and Efficient Mode as standard, but if you opt for (and pay extra for) BMW Digital Premium, the modes extend to Expressive Mode, Relax Mode and Digital Art Mode. Some of these are quite cool, especially some of the EV sounds, but would I use them everyday? Probably not.

The clearest indication of increased space is in the second row. There’s much more legroom than the old X2, and behind my six-foot frame I had enough space with a couple of centimetres between my knees and the front seat backs. Toe room was very limited, however. 

The roof has been scalloped out to ensure more headroom, which is welcome given the extra sloping roofline.

There are a pair of USB-C ports back there, lower air vents, map pockets, decent door storage, and a centre armrest with cup holders.

The boot is sizeable, in both engine grades but you only get a tyre repair kit. There is underfloor storage for the charging cables in the iX2.

At 560 litres with all seats in place and 1470L with the second row stowed, the petrol grades have a bit more space than the iX2 at 525L (all seats in place) and 1400L (second row lowered).

In Australia, there will be four X2 grades in total - the xDrive20i and M35i xDrive petrol models, and the iX2 eDrive20 and xDrive30 all-electric models.

The iX2 xDrive 30 and the two X2 petrol grades are expected late in quarter one, or early in quarter two. The iX2 eDrive20 will follow shortly after in the third quarter.

The model grades largely mirror that of the X2’s mechanical twin, the X1, although the X1 is also offered in base front-wheel-drive sDrive18i guise as a range-opener.

At the international launch event, the two grades available to drive were the iX2 xDrive30 and the X2 M35i, so I will focus on those two models when it comes to the driving and practicality sections of this review. But I will detail elements of the whole range in other sections.

That X2 xDrive20i kicks off the range from $75,900 before on-road costs. For that you get features like a leather sports steering wheel, dual-zone automatic climate control, satellite navigation, an automatic tailgate, 19-inch alloy wheels, four USB-C ports and more driver-assistance systems and digital services compared with the previous model.

The $92,900 X2 M35i xDrive adds an extra dollop of performance but also includes 20-inch alloy wheels, a 12-speaker Harman/Kardon sound system, leather upholstery, a panoramic glass roof, a BMW M body kit and more.

The most affordable iX2 is the eDrive20 that kicks off at $82,900, while the iX2 xDrive30 dual-motor all-wheel-drive is $85,700. Both of these currently fall under the luxury car tax threshold at the time of writing.

There are several individual options and options packages across the range that can quickly push these prices up. 

The X2 is a bit more expensive than the equivalent grades of the X1. The X2 xDrive20i costs $5500 more than the same X1 grade, while the M35i is only $2000 dearer than the equivalent X1. 

For the EV, the X2 price premium is $4000 for the eDrive20 and just $800 for the xDrive30.

When it comes to rivals, pricing is a little higher than similar swoopy small SUVs like the Audi Q3 Sportback when it comes to the petrol models.

For the EV, competitors include the Lexus UX300e ($79,990-$87,665), Mercedes-Benz EQA (from $82,300-$102,579), and the Volvo C40 Recharge ($78,990-$87,990).

The C5 Aircross Sport has a 1.6-litre, four-cylinder turbo-petrol engine with a maximum power output of 133kW and 250Nm of torque. It’s not super grunty but there’s plenty here to keep you up to speed on the open road.

It is a front-wheel drive and has an eight-speed auto transmission but the gear changes can feel a bit jerky at lower speeds.

Each of the four grades come with a different powertrain, and the xDrive20i kicks it all off with its 2.0-litre four-cylinder turbocharged petrol unit, making 150kW of power and 300Nm of torque. It drives all four wheels via a seven-speed dual-clutch transmission and can hit 100km/h in 7.4 seconds.

The xDrive M35i ups the fun factor with a gruntier 2.0-litre four-cylinder turbo-petrol unit, driving all four wheels via the same transmission as the 20i, all while delivering power and torque of 233kW/400Nm This ensures a 0-100km/h dash of 5.4 seconds.

The iX2 eDrive20 is powered by a 150kW/247Nm electric motor on its front axle, and the iX2 xDrive 30 uses two motors - one on the front and one on the rear axle for all-wheel-drive traction. The total system output is 230kW and 494Nm and the xDrive30 gets to 100km/h in just 5.6 seconds.

Ah, this is where it earns back some points!

I was very impressed by the efficiency of this because the official combined cycle fuel figure is 5.7L/100km and my real-world usage came to 6.2L! That’s fantastic for this sized SUV and for a turbo.

With a fuel tank of 53L and based on the combined fuel figure, you should be able to get a driving range of around 930km, which is good for those families who like to do road trips.

A fuel-use figure for the xDrive20i is yet to be confirmed, but the front-wheel-drive sDrive20i offered in Europe with a three-cylinder engine sips as little as six litres per 100 kilometres on the combined cycle. Expect the Australian version to be a little higher than that given it’s AWD and has a more potent engine.

The M35i consumes 7.7L/100km. 

The high-voltage 64.8kWh lithium-ion battery in the iX2 ensures a driving range on the WLTP cycle of between up to 477 kilometres in the eDrive20 and between 417 and 449km for the xDrive30. 

The latter has an energy efficiency range of 16.3 to 17.7kWh/100km, and BMW says you should be able to top up the battery from 10 to 80 per cent in 29 minutes at a fast charging station.

That driving range is not bad compared with the Lexus UX300e and Peugeot e-2008, but not quite as impressive as the Volvo C40 twin-motor. 

I missed out on checking the energy efficiency figure of the iX2 xDrive30 following our drive, but after an 88km drive loop, the iX2’s range had dropped by 91km, which is just a 3km difference.

Despite its city-friendly size, the C5 Aircross Sport is just as happy cruising on the open-road as it is in an urban environment.

The ride is smooth enough once you get up to a steady speed but the suspension can feel harsh on a bumpy road.

Also, the auto stop-start function can make it feel sluggish to respond, so I disabled this on most trips.

There is plenty of power so you'll feel confident overtaking or getting up to speed on the open road. However, you have to be a little more aggressive with the accelerator when you’re hitting hills.

The steering can, at times, feel vague when you’re at lower speeds but is otherwise responsive.

The cabin space is quiet and nice to be in on the highway and you’ll be able to chat with your passengers with ease.

What I like most about this though is the visibility – the windows are large and I feel like I have a clear view most of the time, which isn’t always the case in an SUV.

Parking this is a cinch with entry to tight car parks helped by a 10.7m turning circle!

However, the 180-degree view camera isn’t great and near hopeless at night time. A clearer image would be welcome but front and rear parking sensors ease the annoyance.

The M135i xDriveis undeniably quick off the mark. The lovely 2.0L turbo engine is well matched to the seven-speed dual-clutch and it’s responsive and willing from a standing start and when overtaking.

The engine sounds lovely too, although we suspect it’s amplified in the cabin, and steering is as sharp as it should be in a warmed-up performance SUV. We darted through some very twisty roads outside Lisbon and had quite a lot of fun in the process, so the M Performance badge is justified. 

I drove the previous-generation X2 M35i a few years back and was disappointed with the ride quality. It was quite jiggly on uneven road surfaces and way too firm.

While the new version still has a firm tune to aid dynamic driving, it is much more compliant than the old car and overall ride comfort has improved.

The iX2 is also quick off the mark and in xDrive30 guise is only 0.2sec slower to 100km/h than the M35i. 

That lively, smooth EV acceleration is present here, adding a sense of fun to the iX2.

It too has sharp steering, and the cabin is hushed. Not just because it’s an EV either. We were on coastal roads on a windy day and there was only a hint of wind noise in the cabin.

In some instances taking corners that had typical European walls or houses right up against the road, the iX2 would slow before I had a chance to tap the brakes. But it was hard to tell if that was a vehicle safety function, or the regenerative braking.

The ride in the iX2 was a bit of a mixed bag. It coped with some of the pockmarked roads exceptionally well, soaking up the imperfections. But then on other roads it was a little choppy.

It also bounces a little when you go over speed bumps, but that’s not exclusively an iX2 trait. I’ve felt it on many an EV, given the placement of the very heavy battery packs under the floor.

On the driving tech front, the X2 has a well executed head-up display projected directly onto the windscreen. It includes the speedo of course, nav guidance, a crystal clear display and more info. 

The X2 and iX2 are yet to be crash tested by ANCAP or Euro NCAP for that matter.

As mentioned, it gets a more generous list of standard safety features than its predecessor. Features include the latest version of BMW’s front collision warning system, auto emergency braking, speed limit detection, active pedestrian protection and a front centre airbag.

All X2s come standard with BMW’s Driving Assistant Professional which features ‘Steering and Lane Control System’, adaptive cruise control with stop and go braking function, and a blind-spot monitor, as well as Parking Assistant Plus with a surround-view camera, reversing assistant and ‘Drive Recorder’.

The on-going costs are super-reasonable on the C5 Aircross Sport, with a five-year/unlimited km warranty included.

You can also choose to pre-purchase a three- or five-year capped-priced servicing plan, both significantly cheaper than the pay-as-you-go option. 

On the three-year plan, services are $1100 or an annual average of $366.

It’s a flat $2000 for the five-year plan, (averaging just $400 per service), which is very competitive for the class.

Servicing intervals are every 12 months or 15,000km, whichever occurs first.

The Aircross also comes with a five-year roadside assistance plan that is offered through Digicall Assist, for added peace-of-mind.

The X2 range is covered by BMW’s five-year, unlimited kilometre warranty - something the German giant only increased from three years back in 2022. This is now the minimum standard.

The battery warranty for the iX2 is eight years or 160,000 kilometres. 

BMW does not have scheduled servicing terms, instead, servicing is condition-based and the car’s computer will alert the driver when to book in for a service.

A five-year servicing package will cost you $3171 for the petrol X2s, while the iX2 is $2186 for six years.