Citroën ë-C3: the thoroughly city-focused electric

The new Citroën C3 is still available with 1.2 petrol and hybrid engines. However, the chevron brand has also developed a 100% electric version called ë-C3. We took it out on the road in its Max trim.

To keep the price low (under €25,000), Citroën has kept things simple. The ë-C3 is offered in a base You version with no central screen (as with the petrol-engine C3 models). You need to mount your smartphone in the holder to use navigation and music. For our test of the ë-C3, however, the importer kindly lent us the higher Max trim, which features a stylish touchscreen and push-buttons rather than dials for the physical climate controls.

Not for long-distance trips

No matter which trim you choose, the French car still produces 83kW (113hp) and 120Nm with its electric motor powered by a 44kWh usable LFP (lithium iron phosphate) battery. This gives an official WLTP range of 320km. This is true, but not the whole truth. In the city, around town, and with gentle countryside driving, 300km—possibly even 350km—are within reach during spring and summer. In winter, on the same routes, you shouldn’t expect more than 250km. On a motorway, it’s even more of a stretch. At 120km/h, comfortably going beyond 220km is difficult (and less in winter). And that’s where the problem lies…

On paper, DC charging can reach up to 100kW. During our test, even when I was the only one at the charger, it never exceeded 43kW. Which means you’ll be waiting… quite a while. Plenty of time to order and eat one, then a second chocolate éclair while you wait :-/ Getting to 100% charge takes even longer.

As standard, AC charging is at 7.4kW (11kW optional). So, at worst, you’ll need a short night or a working day to fully recharge. This brings us back to the perennial issue with electric city cars. While a little petrol car, for example the C3 turbo 1.2 l 100hp, can easily be used for an impromptu romantic getaway to Portugal, with the ë-C3… you’d better catch a plane!

There just isn’t the space to fit a suitably sized battery. Or, at least, current technology doesn’t yet offer sufficient range on the motorway, and charging systems still struggle to deliver as promised. Especially when, as happened during our travels, one charging point turned out to be stubbornly out of order. Thankfully, a rival charger was just a short walk away.

It’s a shame for holidays or weekends for four, because the boot stands up well for a city car with 310 litres, including a hook for your shopping bag. But you’ll have to store the charging cable there. Also, two rear passengers will sit comfortably on the (foldable) “3-seat” bench without feeling cramped.

Why?

The C3 is genuinely pleasant to handle. The car is easy to like, and the comfort is strong. The steering wheel has a quirky shape, reminiscent of a racing wheel. In tight hairpins, you need to remember to move your hands properly or you risk losing your grip. One-handed drivers will find it odd. In any case, in the city, it’s agile and lively (0–100km/h in 10.3 s). It’s also punchy enough to join fast roads with confidence. Be aware, though, it’s hardly a rocket ship. It won’t launch every time at the drop of a hat.

Oddly enough, the cruise control is still stubbornly old-fashioned and refuses to activate at 30km/h—it considers this too slow (minimum 40km/h). In major cities now limited to this tortoise-like pace, some avenues simply have to be crossed with one eye on the speedo, or by using the limiter. At least, the unique shape of the wheel doesn’t block the minimal info strip which acts as an instrument cluster. The minimalist display means you need to press the right stalk to scroll through information (range, outside temperature, consumption, etc).

Brilliant button!

Citroën made a smart move by putting a button on the left stalk near the steering wheel to deactivate the irritating and sneaky ISA (Intelligent Speed Assistance). This driver aid, which beeps for speed changes, far too often sounds off for no reason, not understanding road signs or the rules accurately. You’ll need to keep the button pressed for a moment (until the logo flashes orange on the digital cluster) to drive undisturbed every two minutes.

In any case, the dominant feeling inside is serenity. This Citroën is truly pleasant for everyday use. The dual hydraulic bump stop suspension on this trim lives up to the brand’s established image for ride and comfort. The good front seats only add to the cosiness. This calm vibe even continues with uplifting little labels stitched on the door armrests: “feel good”, “be happy”, “be cool” and “have fun”.

However, there’s something missing for the music lover in me: the ability to display music info on the digital screen behind the wheel, especially with Android Auto paired. Maybe that’s a small thing for you, but it means a lot to me (thank you Michel Berger for this line). Since we’ve mentioned Michel’s upright piano, the gloss black finish of the centre console may be reminiscent of the instrument, but it doesn’t escape fingerprints or dust traps.

Is it really cheap?

The base Citroën ë-C3, without the central screen, is priced at €23,300 in Belgium, while its petrol sibling sells for €16,000. The model tested here was the high Max trim, starting at €27,800. There’s also a mid-range Plus version, with a screen, at €26,000. Back to the ë-C3 Max tested here. It sported the red and black two-tone paint for €750 and 11kW charging, bringing the total to €29,700.

In France, prices start at €19,000 with the bonus (so €23,000 in practice). The ë-C3 Max costs €27,800, or €29,000 with the bi-tone roof and integrated 11 kW charger. In Switzerland, an ë-C3 You is CHF 24,500. The one shown in the images comes to CHF 27,990 + CHF 900 + CHF 480 = CHF 29,370. There’s also a winter pack with heated windscreen, steering wheel, seats and fog lights for CHF 750. For reference, base ë-C3 prices start at €24,290 in the Netherlands, €23,300 in Germany and £21,990 in the UK.

(MH with Olivier Duquesne – Source: Citroën – Pictures: © Olivier Duquesne)