Citroën C5 Aircross 2 — Problems & Common Faults
Weaknesses, engine ratings and buying advice
The C5 Aircross switches its entire foundation with this second generation: instead of the old PSA EMP2 platform, the SUV that started shipping in summer 2025 rides on Stellantis' new STLA Medium architecture. At 4.65 meters it's 15 cm longer than its predecessor, styled with sharper creases, and priced from $37,500 (€33,990) for the base mild-hybrid. The fully electric version starts around $46,500 (€42,590). Citroën is deliberately playing the comfort card here rather than chasing sportier rivals in the segment.
The lineup spans four distinct drivetrains. Entry point is the 48V mild-hybrid EB2LTEDH2 (a 1.2-liter turbo three-cylinder with a timing chain, not the older wet-belt design), rated at 100 kW (Hybrid 136) or 107 kW (Hybrid 145) and mated to the electrified six-speed dual-clutch e-DCS6. Above that sits the plug-in PHEV-1.6-STLA, a 1.6-liter turbo four with a seven-speed dual-clutch (e-DCS7) and roughly a 21-kWh battery, offered as Plug-in Hybrid 195 (143 kW) and, from 2026, as the Plug-in Hybrid 225 Max (166 kW). At the top are two fully electric variants: EM-157 (157 kW peak, 104 kW continuous) and the long-range EM-170 (170 kW peak, 105 kW continuous). All electrified versions carry the same 8-year/160,000-km battery warranty down to 70% remaining capacity.
Since deliveries only began a few months ago, the fault list is short but not trivial. Hybrid and plug-in hybrid cars from a narrow March 2026 production batch are subject to a recall: metallic solder residue inside the electrified dual-clutch's inverter can cause a sustained short circuit and overheating, with a fire risk in the worst case — the pure-electric version is unaffected. On the 48V mild-hybrid models, there's a documented jerk when the engine restarts out of electric creep mode, because coordination between the clutches, the mechatronic unit and the electric motor isn't fully sorted at low speed yet. The central touchscreen shows a noticeable input lag in everyday use — annoying, since most functions run through it exclusively. On plug-in hybrid cars, the extra 12V support battery tucked in the trunk can also drain if the car sits for a long stretch without external charging.
Test-drive checklist: on mild-hybrid cars, deliberately pull away from a rolling stop and listen for a jerk as the engine kicks in; tap the touchscreen several times quickly instead of just once; on plug-in hybrid models, have the dealer check the trunk support battery's charge state if the car has been sitting. On any hybrid or plug-in hybrid built in the March 2026 window, run a VIN check for the open recall before buying.
2026 market: With deliveries only underway since summer 2025, used examples are scarce and trade close to new-car money, roughly $33,000 to $49,500 (€30,000–45,000) depending on powertrain and trim. Insider pick: the mild-hybrid Hybrid 145 with the e-DCS6 gearbox — the best balance of purchase price and straightforward mechanicals, as long as the low-speed jerk is tolerable. Real-world data on the dual-clutch gearbox, battery aging and the electronics doesn't exist yet; anyone who wants certainty should let the first year or two on the road play out before buying.
231 PS
C5 Aircross · Elektro
Long-range electric SUV
Fun to Drive!130–131 PS
1.5L BlueHDi 130 Diesel
6 weaknesses
Stay Away!Generations
Engine Overview
The Citroën C5 Aircross 2 is available with 8 engine variants — from 131 to 231 hp.
Stellantis electric motor (157 kW) on the STLA Medium platform with a 73 kWh LFP battery and up to 520 km WLTP range. Heat pump as standard, DC rapid charging up to 160 kW. Completely new 400V architecture with no relation to the older CMP platform. Too early for reliable long-term data; initial software issues with the infotainment have been documented. Monitor the 12V auxiliary battery and charge port locking mechanism.
- !! Vehicle stops abruptly, wheels lock up
Isolated reports of abrupt stops with wheel lock-up for several minutes have been made on the ë-C3. Citroën responded with a stop-driving advisory. The problem occurred on early production cars and was addressed by software updates.
Symptoms: Vehicle brakes without driver input, wheels lock up for minutes. Vehicle can be driven normally afterwards. Visit Citroën dealership for software update. - !! Software bugs at launch (no OTA updates)
The ë-C3 with 83 kW (EM-157 platform) was delivered with known software bugs because Citroën did not delay its market launch. Fixes require dealership visits as no OTA is available. Citroën set up a dedicated hotline.
Symptoms: App functions unavailable, charge scheduling does not work, energy consumption display missing from infotainment, occasional infotainment system freeze. - !! No heat pump, heavy range loss in winter
The ë-C3 is available without a heat pump, leading to significant range loss in winter. The heating draws directly from the battery, severely reducing efficiency. Real-world range of only 155–170 km has been reported in test reviews.
Symptoms: Range in winter well below 200 km, high consumption of 20+ kWh/100 km at temperatures below 5°C, long cabin warm-up time.
+ 3 more engine weaknesses + vehicle weaknesses
Stellantis electric motor (170 kW, Long Range) on the STLA Medium platform with a 97 kWh battery and up to 680 km WLTP range. Heat pump as standard, DC rapid charging up to 160 kW. Completely new 400V architecture, no relation to the CMP generation. Thermal management for the large battery is complex. The platform is still very young — the first model years should be monitored with caution.
- !! 12V auxiliary battery drains during standby
As with most Stellantis electric models, the 12V auxiliary battery discharges during extended standby due to control units that remain permanently active. The problem affects all e-CMP/STLA platform vehicles.
Symptoms: Vehicle won't start after more than 4 weeks of standby, all warning lights active, jump-start required. App loses connection when 12V is flat. - ! Infotainment bugs, missing features
Vehicles on the new Stellantis electric platform (EM-170 in the ë-C4 X and ë-C5 X) show infotainment software bugs similar to those in the ë-C3. The energy consumption display is missing initially; app functions do not work reliably.
Symptoms: Energy consumption data not available on display, app connection unstable, charge scheduling via app fails, occasional touchscreen freeze. - ! Thermal limit during rapid charging in heat
Multiple rapid-charging sessions at high ambient temperatures can thermally stress the battery. The vehicle subsequently reduces power for protection. A longer cool-down break is required.
Symptoms: After multiple rapid-charging sessions on hot days: noticeable power reduction, electric drive system warning message, vehicle operates with limited maximum power.
+ 3 more engine weaknesses + vehicle weaknesses
48V mild-hybrid version of the latest PureTech generation: a 1.2 three-cylinder turbo with a timing chain — per trade press, the EB2LTED/EB2LTEDH2 engine codes consistently denote the chain design, no longer the predecessors' wet belt. The 21 kW e-motor sits in the electrified six-speed dual-clutch gearbox (e-DCS6); the 48V battery holds 0.9 kWh. Known early-production items: a recall for a mispositioned camshaft-phaser bolt (until February 2024), the multi-brand high-pressure fuel line recall and the 48V starter-generator fire-safety recall, plus first-batch software glitches and occasional DCS6 control-unit failures on young cars. Long-term chain data is still missing.
- !! Camshaft Phaser Bolt Incorrectly Positioned (Recall)
On vehicles produced between 2023 and 17 Feb. 2024, the camshaft phaser bolt is incorrectly positioned, which can cause power loss, engine warning light and engine damage.
Symptoms: Engine warning light, power loss, rough running, abnormal noises - !! DCS6 Gearbox Control Unit Failed
The new 6-speed DCS6 dual-clutch gearbox in the 600 Hybrid shows control unit failures in early production years. Vehicles were sometimes undriveable after 470 km.
Symptoms: Error message 'Engine faulty', sudden power loss, vehicle won't start - !! Recall 15351R — High-Pressure Fuel Lines
Official KBA recall (ref. 15351R): high-pressure fuel lines may not be tightened correctly — fuel leakage with fire risk possible.
Symptoms: Fuel smell in engine bay, visible leakage at injection line
+ 3 more engine weaknesses + vehicle weaknesses
48V mild-hybrid version of the latest PureTech generation: a 1.2 three-cylinder turbo with a timing chain — per trade press, the EB2LTED/EB2LTEDH2 engine codes consistently denote the chain design, no longer the predecessors' wet belt. The 21 kW e-motor sits in the electrified six-speed dual-clutch gearbox (e-DCS6); the 48V battery holds 0.9 kWh. Known early-production items: a recall for a mispositioned camshaft-phaser bolt (until February 2024), the multi-brand high-pressure fuel line recall and the 48V starter-generator fire-safety recall, plus first-batch software glitches and occasional DCS6 control-unit failures on young cars. Long-term chain data is still missing.
- !! Camshaft Phaser Bolt Incorrectly Positioned (Recall)
On vehicles produced between 2023 and 17 Feb. 2024, the camshaft phaser bolt is incorrectly positioned, which can cause power loss, engine warning light and engine damage.
Symptoms: Engine warning light, power loss, rough running, abnormal noises - !! DCS6 Gearbox Control Unit Failed
The new 6-speed DCS6 dual-clutch gearbox in the 600 Hybrid shows control unit failures in early production years. Vehicles were sometimes undriveable after 470 km.
Symptoms: Error message 'Engine faulty', sudden power loss, vehicle won't start - !! Recall 15351R — High-Pressure Fuel Lines
Official KBA recall (ref. 15351R): high-pressure fuel lines may not be tightened correctly — fuel leakage with fire risk possible.
Symptoms: Fuel smell in engine bay, visible leakage at injection line
+ 3 more engine weaknesses + vehicle weaknesses
Plug-in hybrid drivetrain of the STLA Medium platform: a 1.6-litre four-cylinder turbo petrol engine with port and direct injection, combined with an electric machine integrated into the seven-speed dual-clutch gearbox (e-DCS7) and a roughly 21 kWh traction battery under the floor. Compared with the previous system with its smaller battery and eight-speed torque-converter automatic, electric range is considerably higher, but gearbox integration is more complex and the software for transitions between electric and combustion operation is newly calibrated. Long-term data on dual-clutch wear and battery ageing is not yet available; known issues are launch jolts and a service action on the gearbox inverter.
No known weaknesses documented.
Plug-in hybrid drivetrain of the STLA Medium platform: a 1.6-litre four-cylinder turbo petrol engine with port and direct injection, combined with an electric machine integrated into the seven-speed dual-clutch gearbox (e-DCS7) and a roughly 21 kWh traction battery under the floor. Compared with the previous system with its smaller battery and eight-speed torque-converter automatic, electric range is considerably higher, but gearbox integration is more complex and the software for transitions between electric and combustion operation is newly calibrated. Long-term data on dual-clutch wear and battery ageing is not yet available; known issues are launch jolts and a service action on the gearbox inverter.
No known weaknesses documented.
Vehicle Weaknesses
| Weakness | Cost | |
|---|---|---|
| Recall: hybrid dual-clutch inverter — fire risk from solder residue Metal solder residue in the inverter (MCU) of the electrified dual-clutch transmission (e-DCS6/e-DCS7) can cause short circuits and resulting continuous current flow with overheating. Affects Hybrid and Plug-in-Hybrid versions from a narrow production batch in March 2026, not the fully electric ë-C5 Aircross. | Low |
Known Problems and Issues +
A total of 46 weaknesses have been documented for the Citroën C5 Aircross 2 (2025–2026) — 42 engine-related and 4 vehicle-related. 4 problem engines: EB2-DTS (1.2L PureTech 130), DV5-130 (1.5L BlueHDi 130), EP6-PHEV (1.6L THP + E-Motor), EB2LTEDH2 (1.2L Turbo Mild-Hybrid). Typical issues affect Other, Gearbox, Electronics.
C5 Aircross (DW10-BlueHDi180, 2018–2026) — Be Careful: AdBlue/SCR system — tank and pump failure, Timing belt — interference engine requiring special tooling, DPF — regeneration failure and oil dilution. Power: 177 PS.
C5 Aircross (DV5-130, 2018–2026) — Stay Away!: Timing chain: 7 mm chain breaks — Stellantis recall, Injection system seizes — fuel circuit contaminated, AdBlue system: crystallisation and sensor failure. Power: 130 PS.
C5 Aircross (EB2-DTS, 2018–2026) — Stay Away!: Wet belt deterioration in oil bath, Elevated oil consumption — piston rings, Turbo bearing damage from diluted oil. Power: 130–135 PS.
C5 Aircross (EB2LTEDH2, 2024–2026) — Stay Away!: Camshaft Phaser Bolt Incorrectly Positioned (Recall), DCS6 Gearbox Control Unit Failed, Recall 15351R — High-Pressure Fuel Lines. Power: 130–135 PS.
C5 Aircross (EB2LTEDH2, 2025–2026) — Stay Away!: Camshaft Phaser Bolt Incorrectly Positioned (Recall), DCS6 Gearbox Control Unit Failed, Recall 15351R — High-Pressure Fuel Lines. Power: 145 PS.
C5 Aircross (EP6-PHEV, 2020–2026) — Stay Away!: Timing chain stretch — EP6 tensioner failure, High oil consumption from faulty oil scraper rings, Recall: High-voltage battery overheating fire risk. Power: 180–181 PS.
C5 Aircross (EM-157, 2025–2026) — Be Careful: Vehicle stops abruptly, wheels lock up, Software bugs at launch (no OTA updates), No heat pump, heavy range loss in winter. Power: 213 PS.
C5 Aircross (EM-170, 2025–2026) — Be Careful: 12V auxiliary battery drains during standby, Infotainment bugs, missing features, Thermal limit during rapid charging in heat. Power: 231 PS.
What to watch out for with the Citroën C5 Aircross? See the detailed listing of all engine and vehicle weaknesses in the sections above.
Frequently Asked Questions
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Last updated: February 2026 · All information without guarantee