Citroën ë-C3 Aircross e-car in first drive report: Inexpensive, but also good?

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The idea of appealing to a wider customer base with models that are technically identical but different in design is not a Stellantis invention. There are numerous examples in the long history of the automobile. Stellantis has also done this in the past with its Citroën and Opel brands. A new attempt is now being made with two SUVs around 4.4 m long, which are priced comparatively aggressively. We have already been able to test drive the Citroën ë-C3 Aircross, which shares its technical basis with the Opel Frontera. Small differences can be seen in the details.

Sparse base

At first glance, the difference in price is surprisingly large. There is a difference of 2500  euros between the base models. However, the Citroën ë-C3 Aircross is also somewhat poorer in terms of basic equipment. Halogen instead of LED headlights raise the question whether this is really cheaper to produce. Pre-heating of the interior via an app is only possible in the Citroën in the most expensive “Max” equipment line. In addition, the basic equipment in the Opel can be upgraded with two packages, but not in the cheapest ë-C3 Aircross.

Buyers should think carefully about the idea of transferring the entire infotainment functionality to the smartphone. In both base models, there is only a cell phone holder instead of a separate display for the entertainment electronics, and the connection to the car runs exclusively via Bluetooth. A suitable cable must then be obtained for the power supply. In both cases, this minimal supply looks so dreary that only a minority will want to look at it in a new car.

Good space

The bottom line is that the ë-C3 Aircross is likely to be slightly cheaper than the Frontera Electric, and that is certainly a weighty argument in the target group that Stellantis has in its sights. After all, the two SUVs have more in common than they have in common. They offer a decent amount of space over a length of 4.4 m, although the developers had to make the compromise of also creating space for a combustion engine and its appendages on one platform. With a trunk capacity of 460 to 1600 liters, it does not set any new benchmarks for this vehicle size, but will satisfy most requirements.

From the middle of the three equipment lines upwards, Citroën installs “Advanced Comfort seats” with 1.5 cm thicker upholstery. They are slightly softer than the seats in the Opel, but not necessarily any more comfortable. There are also differences in the design of the shock absorbers. In the Citroën, they are somewhat softer, i.e., they filter out bumps a little more. The Frontera is more firm and leans less when cornering at speed. The difference is not huge, but it can be felt and is certainly a matter of taste. The steering wheel, which is flattened at the top and bottom, is sometimes annoying when maneuvering – in both cars. The French E-SUV has no weaknesses in terms of workmanship. Even in poor road conditions, nothing rattles or creaks. As expected, the choice of materials is simple.

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Citroën ë-C3 Aircross (12 Bilder)

With an unladen weight of at least around 1.6 tons, the thrust of an 83 kW engine is rather modest by today's standards, which should hardly surprise anyone. The factory figures of 12.9 seconds for the standard sprint and 132 km/h are nothing to brag about. But in everyday use, the drive is pleasing with its spontaneous response and low noise level. It is unquestionably the most comfortable way to motorize this SUV. The two three-cylinder engines with 74 and 100 kW clearly fall behind in terms of manners.

Battery and charging

Everything to do with the storage equipment is designed identically, right down to the extra charge for the three-phase AC charger, which allows up to 11 kW charging power. A single-phase 7.4 kW charger comes as standard. Up to 100 kW can be charged at the DC columns. Under ideal conditions, charging from 20 to 80 percent should take 26 minutes. The back calculation of these values shows that the ë-C3 Aircross has an average net charging capacity of 61 kW for charging 26 kWh (which corresponds to around 60 percent). The charging losses must be added to this.

This SUV is therefore not an ideal choice for long distances, but this only plays a subordinate role in many driving profiles – in some cases not at all. Stellantis has not integrated any targeted preconditioning of the battery cells into this platform, which would enable maximum charging performance in frost or heat. Interested parties will therefore have to say goodbye to the 100 kW charging capacity and 26 minutes for upgrading from 20 to 80 percent, at least in winter. Since the lithium iron phosphate battery (LFP) is installed here, which struggles with power consumption in frosty conditions anyway, the lack of preconditioning has double the weight, so to speak.

Consumption and range

Citroën specifies the maximum range in the WLTP as 307 km and the consumption as 18.1 to 18.4 kWh. Unlike in cars with combustion engines, these figures cannot be related to a rule of three –. We explained why in this article some time ago. On our first drive, consumption was just over 21 kWh/100 km. The SUVs will also be available with larger batteries this year. Their energy content should be at least 55 to 60 kWh. Perhaps the maximum charging capacity will then finally be improved. The Group has some catching up to do in this respect with some models. Cars such as the Peugeot e-308 or the recently redesigned Opel Mokka are not well positioned in comparison with a maximum charging capacity of 100 kW and a lack of preconditioning.

Conclusion

Stellantis is pushing hard to establish electric mobility on the market. For less than 30,000 euros, customers can get a family SUV with a battery-electric drive and decent equipment. Potential buyers should be aware of what they are getting in return. To make a profit at this price, the company had to leave a lot out. The interior is simple, albeit neatly finished. Possible options are kept to a minimum; this is clearly a car designed for pragmatists.

The engine and battery are optimized for short to medium distances, which is what everyday driving consists of in most cases. Long distances are tough in this car, as the real range and charging performance remain modest. An LFP battery without preconditioning also has the potential to disappoint many first-time e-car drivers, especially in winter. All of this needs to be included in an honest calculation. If you can live with these limitations, you get a comfortable and pleasantly motorized e-SUV with a good amount of space that undercuts many comparable models with a combustion engine in terms of purchase price, and in terms of overall maintenance expenses anyway. Stellantis probably has good cards in an e-car market that currently consists mainly of small cars under 30,000 euros.

(mfz)