Citroen C-Crosser 2.2 HDi Exclu.

As a nation, the French have not embraced the SUV. In the past, no major domestic marque – Renault, Peugeot or Citroen – had made a true off-roader. And even now, the two PSA Group firms haven’t exactly created something original and new. The Citroen C-Crosser and Peugeot 4007 are effectively rebadged Mitsubishi Outlanders, and are even built at the same factory in Japan.

Given its minimal previous experience in this sector, Citroen isn’t making great claims for its 4x4’s sales success, only hoping to shift 15,000 across Europe annually. Big sellers such as the Land Rover Freelander and Nissan’s X-Trail nearly meet that target every year in the UK alone.

Still, we can see buyers being attracted by the C-Crosser’s looks – if not its name, which conjures up images of a channel ferry. It has a bold nose and the double-chevron grille is smart, but otherwise there’s little in common with the rest of Citroen’s distinctive model range. At least the detailing is neat – especially the big 18-inch wheels and the compass emblem on the C-pillars.

Fractionally longer than the X-Trail, plus wider and taller, too, it’s big – but on first impressions, not brilliantly packaged. Only the Vauxhall has smaller boot measurements, and because the rear seats tumble when folded, maximum length is severely restricted. Nor are the extra rear seats very well engineered: the back is awkward to raise using three fabric straps, space is limited and you basically sit on a net and lean against a headrest that’s extremely thin and flimsy.

But it’s not all bad news. A sliding second row gives passengers plenty of room, and the split tailgate is useful; the bottom part takes loads up to 200kg and provides a low 600mm sill.

There’s also much to be said for the C-Crosser’s clean, fuss-free dash design – the opposite of most Citroens. It’s easy to get on with, but there is little to get excited about: it simply doesn’t have much of a feelgood factor. Nor is build quality outstanding: there were a couple of rattles from the dash trim and the plastics feel brittle.

Driver comfort is good, though, and the engine is genuinely strong. Mind you, considering the 2.2-litre common-rail diesel develops 60Nm more torque than the X-Trail’s 2.0 dCi unit, we expected it to post quicker acceleration times. That it didn’t is evidence of the Nissan’s superior gearchange and slicker drivetrain. At least the Citroen did match the Japanese 4x4’s in-gear times.

It’s an eager, alert and reasonably quiet engine, while the gearshift is relatively tight and the brakes were the best here. More sound deadening would be handy – there’s some engine noise, and quite a lot of booming from the load bay. This means that at high speeds the C-Crosser never has the same air of refinement as the X-Trail.

Nor does it ride as well. Where the Vauxhall rolls and wallows, the Citroen is too stiff and firm. The upside of this is that, with its low centre of gravity, the C-Crosser handles pretty positively, with responsive steering and decent body control. However, although it is tall and has switchable 4WD, it doesn’t come across as a genuine off-roader, since its badge and estate-like lines give it more of a crossover feel. Ground clearance is also modest, so deep ruts pose problems.

At £25,490 for this Exclusive model, it’s pricey, too, although kit is generous. That means the C-Crosser doesn’t fit neatly into the range of a company that prides itself on offering great value.

Details

Price: £27,440
Model tested: Citroen C-Crosser 2.2 HDi Exclu.
Chart position: 2
WHY: Why? It’s limited to two models, but Citroen hopes the C-Crosser will tempt buyers away from MPVs

Economy

As with the X-Trail, the C-Crosser can be driven in 2WD mode, which helped it to break the 30mpg barrier. However, that’s 8mpg worse than the claimed combined figure.

Residuals

Losing £1,300 less than the Antara or Wrangler, the C-Crosser should keep 48 per cent of its new value. But the Outlander does over two per cent better.

Servicing

The Citroen, like the Jeep and Nissan, requires a check-up every 12,500 miles – and it’s not cheap. For the main 37,500-mile visit, we were quoted £400.