After four-years and 325,000 sold worldwide, with 245,000 of those sold in Europe alone - it's time for Citroen's C5 Aircross C-SUV to receive its mid-life facelift to stay current in this closely fought area of the market. Considering its sales success, it is no surprise that these changes are minor. 

Outside, the C5 Aircross has received what Citroen describes as a 'vertical' and 'more assertive' look. At the front, this means a new V-shaped LED light signature with darkened headlights, a gloss black grille with clever chrome detailing linking the chevrons to the light signatures and a revised front bumper with skid plate. At the side, there are new 18in alloy wheel designs, while at the back, there are new lights - this time in '3D' design.

Inside the C5 Aircross, the changes are also minimal and revolve around a revised centre console, plus a higher definition 10in touchscreen infotainment system placed high up. Still, like the rest of the C5 Aircross, there wasn't a lot wrong with the interior as you have some of the comfiest seats going and a decent driving position. While in the rear the three seats can slide forward and back to aid boot space, yet there's still sufficient legroom. 

Mechanically, the C5 Aircross range is unchanged, with the choice of a 130hp, 1.2-litre, three-cylinder turbo Puretech petrol, a 130hp BlueHDi 1.5-litre diesel, or the 225hp plug-in hybrid, which pairs a 1.6-litre petrol engine with a 110hp electric motor and 13.2kWh battery, and will be of most interest to fleet with its 12% BIK liability. Citroen are predicting a 65/35% split in favour of the PHEV.

Despite the off-road-style looks, the C5 Aircross is only driven by the front wheels. The nearest thing to four-wheel drive is the Grip Control system - this is basically a switchable traction control system, and is available on all models except the PHEV. 

Spec-wise, Sense versions are replaced by the Sense Plus equipment grade, with extra equipment. Shine is up next, and includes the semi-autonomous drive assist pack, plus alcantara trimmed advanced comfort seats. At the top of the C5 Aircross range is the C-Series Edition with a bi-tone roof and anodised bronze accents, panoramic glass sunroof, wireless charging, and a
power tailgate. 

We spent longest driving the PHEV version, which with no mechanical changes, felt largely the same as a pre-facelift car we drove a while back. Like the Peugeot 308 SW and Vauxhall Astra hybrids driven most recently, to get the most out of the battery on long runs, we quickly moved modes from 'Electric' to 'Hybrid.' This equals silent EV progress, until we're free of towns and the open road awaits. Then, the power is almost seamlessly switched to the petrol engine. I say almost seamlessly, because if you work the engine hard, you can hear more of it than you'd like. 

It is even worse in 'Sport' mode, which seems to only make the throttle more sensitive. In our opinion the boomy engine and 'Sport' mode seem out of place with the comfort and refinement experience that the C5 Aircross has always offered. 

Comfortable and refined best sum up the C5 Aircross's ride too, as this Citroen is still suspended by their impressive advanced comfort suspension system. As such, even on the roughest road surfaces, the C5 Aircross cleverly absorbs most shocks and vibrations. I say most, as in general you appreciate how composed the ride is, but every now and then it can feel fidgety and floaty. While the focus is on comfort rather than dynamism, the handling itself is tidier than expected. There is some body roll, but plenty of grip and you'll know you have gone too far when the tyres start squealing and the stability control gets involved. 

The driving experience is largely the same in the Puretech petrol, although the gear changes don't feel so smooth. Maybe without the extra weight of all the hybrid kit, the ride seemed more affected by imperfections.