Citroën ë-C3 small electric car on test: And now some fine-tuning please
VW would certainly like to have such an affordable and comfortable small electric car by now.
(Image: Christoph M. Schwarzer)
- Christoph M. Schwarzer
The C3 is Citroën's most important model: it accounts for almost 30 percent of sales in Europe. The brand, which is actually synonymous with French sophistication and comfort, has recently been positioned by the Stellantis Group against Dacia. The C3 is supposed to be good and affordable. With a manual gearbox, three-cylinder engine and in the basic "You" trim, it costs 15,990 euros. The ë-C3 with electric motor and 44 kWh traction battery, which is available from 23,300 euros and was available to heise Autos as a test car in the most expensive Max equipment line for 27,800 euros, is more exciting in the literal sense. What is it like to live with a standard range of 314 km?
On the one hand, like God in France. The noise insulation is good, including that of the chassis, and the drive is quiet. The suspension tuning tends to be soft, but not too much, and the ride comfort is high. There is a certain amount of body roll, although it is not as extreme as in a Citroën 2CV. It swings well around bends and the steering provides good feedback.
Small steering wheel, easy-to-read instruments
The small steering wheel in the Citroën ë-C3 Max is covered in leather and can be heated. Similar to the Peugeot, the driver looks over the steering wheel at the recessed display bar with the speedometer and range. Contrast and readability are very good, even in bright sunlight. It is always amazing how well simple solutions can work.
The combination of the electric drive and the basic comfort makes the ride pleasant. The objective performance figures of eleven seconds to 100 km/h and a top speed of 132 km/h are formally tired for an electric car. In reality, however, the traffic situation is generally still dominated by vehicles whose drivers struggle through the gears in search of torque. In comparison, the Citroën ë-C3 drives confidently and powerfully.
Citroën ë-C3 I (8 Bilder)
Christoph M. Schwarzer
)Small car with height
The overall concept of this small car is well thought out. Yes, that's what this segment is called today, although 4.02 meters in length, 1.81 meters in width and 1.57 meters including roof rails are roughly equivalent to a VW Golf III. In terms of external dimensions, the Citroën ë-C3 is about the same size as a VW Polo. The above-average height of the ë-C3 enables a discreetly elevated seating position and very generous headroom. The trunk capacity is 310 liters, typical for a small car. In terms of weight, the Citroën is well placed in this vehicle class: it can tow 550 kg, has a roof load of 75 kg and a drawbar load of 61 kg. It can therefore transport up to five people as well as bicycles or a ski box. Citroën doesn't need to explain how to build a car suitable for everyday use.
The fuel consumption display is missing
There are compromises in the electric drivetrain, and these are partly due to the early series status of the test car and partly due to cost pressure. For example, the test car has no power consumption display. According to Citroën, this will be included in series production by the end of the year. The measurement was therefore carried out in vintage style, so the values are approximate: The power consumption was calculated from the recharged kilowatt hours and the kilometers driven using the rule of three. On the highway at a voluntary top speed of 120 km/h, it was around 20 kWh/100 km, in interurban operation around 14 kWh/100 km.
These values are plausible because the small car has relatively unfavorable aerodynamics. A flat and streamlined saloon can still be below 20 kWh/100 km at the recommended speed of 130 km/h. A short, tall car is unlikely to do so.
LFP cells with disadvantages
The consumption samples are also an approximation of exact values because the percentage displays with LFP cells (for lithium iron phosphate) cannot be relied upon. The voltage curve of LFP cells runs only slightly downwards for a long time, i.e. almost horizontally. It is considerably more difficult to determine the exact charge level than with the widely used NMC chemistry.
Another drawback of LFP cell chemistry is its sensitivity to cold. The Citroën has no specific battery heating. At eleven degrees at night and a 100 km drive to the charging station, the peak power was 62 kW. At no charging point in the further course of the test was more than 65 kW readable. The manufacturer promises a peak DC charging capacity of 100 kW. The factory specification of 26 minutes for charging from 20 to 80 percent (ten to 80 percent is usual) was not achieved in any case – it was around five to 20 minutes more.