First half 2025 review - Citroën C5 X: a glimmer of hope in Europe, the enigma of the French market.

The future of the Citroën C5 X appears to be written in fading ink. The official announcements confirming it will receive no mid-cycle facelift and, more critically, will not be replaced at the end of its lifecycle, have cast a shadow over the destiny of Citroën's flagship model. Its playground, the D-segment of large family cars, is a known battlefield, heavily dominated by German premium brands like Audi and BMW, and increasingly abandoned by mainstream manufacturers for whom the risks rarely outweigh the rewards. In such a climate, achieving high sales volumes is a tall order. And yet, an analysis of the sales figures for the first half of 2025 across Europe reveals a situation far more nuanced than expected. Between encouraging growth in some markets and a surprising collapse in others, the C5 X's career is raising questions and providing data that is as interesting as it is unexpected.

A contrasting but hopeful european dynamic

At first glance, the European report card for the Citroën C5 X in the first half of 2025 might seem underwhelming. A total of 1,481 units were sold, representing a 24% decline compared to the same period last year. However, a closer look at the recent monthly trends calls for a more optimistic interpretation. The month of May saw a 4% increase in registrations with 245 units, and this positive momentum carried into June with 362 units sold, a 1% year-over-year increase. While modest, these positive signals in a fiercely competitive market demonstrate that Citroën's flagship retains a certain appeal and has not yet given up the fight.

This resilience is particularly evident in several Southern European countries. In Spain, after a challenging start to the year, the C5 X experienced a spectacular June, with 74 registrations marking an impressive growth of 174.07%. Although its six-month total remains down by a slight 7.73% (191 units), this summer surge proves that commercial momentum can be reignited. However, Italy is where the French touring car is achieving its most remarkable success. With an 88.06% increase over the semester to reach 252 units, it has managed the feat of outselling a segment benchmark like the Skoda Octavia. Its 119 units sold in June even propelled it to the third spot in its class. This success, especially in a market like Italy where design and comfort are paramount purchasing criteria, confirms that the intrinsic qualities of the C5 X are being recognized. It is precisely this recognition abroad that makes its situation in France, its domestic market, all the more puzzling and difficult to comprehend.

The french case: a concerning mystery

The contrast between the momentum seen in Italy and Spain and the situation in France is stark, if not alarming. In its home country, the Citroën C5 X appears to be in serious trouble. Over the entire first half of 2025, only 244 units were sold, marking a staggering decline of 59.7%. The month of June was particularly dire, bordering on anecdotal with a mere 15 registrations across the entire nation. This number is not just low in absolute terms; it is profoundly indicative of a deeper issue when put into perspective.

Historically, France serves as the central pillar for Citroën's European sales. For core models like the C3, the French market accounts for 32.48% of its total European sales in the first semester. For the C4, that figure stands at 30.56%. For the C5 X, France contributed only 16% of its European sales during the same period. Even more dramatically, in the month of June alone, the 15 cars sold in France represented a minuscule 4.14% of the 362 C5 X units sold continent-wide. How can one explain that a vehicle designed and engineered to meet the expectations of its home market—a market renowned for its appetite for comfortable, long-distance cruisers—is being so thoroughly overlooked? This spectacular underperformance on its own turf, while foreign markets give it a much warmer reception, raises a fundamental question about the sales and marketing strategy being applied to the model in France.

In conclusion, it would be dishonest not to acknowledge that the overall sales volumes for the Citroën C5 X remain modest. It trails far behind its corporate cousin from Stellantis, the Peugeot 408, which found 9,974 buyers in Europe during the same six-month period, even as it also experienced a 15% sales decline. The comparison is harsh but provides necessary context for what is achievable on a similar platform.

However, to reduce the analysis to this single comparison would be a mistake. The recent commercial successes in Italy and Spain, with their double and triple-digit growth rates, prove that the unique proposition of the C5 X—a bold blend of sedan, wagon, and SUV focused on supreme comfort—is finding its audience. This success confirms the car has assets capable of winning over a discerning clientele. Therefore, the burning question is this: is the Citroën C5 X truly being leveraged to its full potential, especially in France? Its collapse in its domestic market, so disconnected from broader European trends, suggests that the story may not be over. Before writing its final chapter, it seems pertinent to ask whether it is receiving the commercial support and spotlight that such a flagship vehicle deserves.