Test: Citroen ë-C4
Citroën has finally got the kit that protects the brand’s historic commitments to delivering the best long-distance comfort.
We were curious to see if comfort had reached such a high level, two and a half years after the ë-C4 – identical to the ë-C4
The answer is yes. No one in this class matches the noise level on the highway, and certainly not the suspension comfort.
Like air suspension
The latter is due to a special solution that includes two small pads – one at each end of the shock absorbers – which compress and cushion movements on the ground. At speed, this feels like air suspension. Very exclusive on a car under NOK 400,000.
73 a point
Best-in-class amenities and good luggage space at an affordable price. The larger battery pack, which offers a better range of 5 to 6 miles, plus 20 more horsepower, should make it suitable for more people. But the sedan body isn’t very attractive, and as an electric car it gets a bit old-fashioned in a mature market.
comfort
10/10
The lowest noise level in its class of 80 and above, and the best suspension comfort with special shock absorbers, defend the highest scores in this class. More seat adjustment options are missing. Good back seats for two people. A good mix of keys and touch functionality, but there’s too much black-painted plastic and it’s cheap.
design
7/10
The large trunk is attached to the regular e-C4, but the result is still quite harmonious. Good ground clearance and black wheel arches contribute to a slightly rough character. Inside we find one of the most boring dashboards on the market – a stark contrast to the brand’s proud history.
Driving characteristics
7/10
Fairly easy steering and limited surface contact. Not particularly sporty, but safe and stable. The car always starts in “normal” mode with 109 horsepower – which is not enough. If you want to have 156 horsepower, you have to activate “Sport” with a switch. This also happens when pressing “Normal” or “Economy” mode. Very soft brake pedal.
Environment and consumption
7/10
We had a consumption of 14.8 kW/100 km in the test period with mixed driving. This means a range of about 34 miles (WLTP’s official figure is 418 km). The DS3 and Jeep Avenger participated in NAF and Motor electric vehicle testing with the same battery pack, with a range loss of five and eight percent respectively.
equipment
8/10
The middle of the three equipment levels gives you, among other things, a head-up display, partial leather seats, a heated steering wheel, high-beam assistant and a keyless system. A heated windshield (1400) is a useful addition, and electrically adjustable, full-leather seats (6900) provide reasonable luxury. Sunroof (11,000) provides more luxury.
practical
7/10
Luggage volume of 501 liters is good, but of course you lose all the space in the sedan’s height. The small loading opening and space-consuming hinges give an old-fashioned impression. The loading hatch is a plus, and the lack of a towbar is always a minus. A lot of black-coated plastic emits dust and fingerprints.
price
8/10
Price with better range (418 km) and more horses (156) is unclear at the time of writing. But with the current competitive situation in the new car market, its price is unlikely to rise much. In this case, it means that you will get a well-equipped version (“Shine”) with alloy wheels and a winter cover for barely more than 400,000.
Operating costs
8/10
Service after 25,000 km. Or every two years – whichever comes first. Lower mechanical costs are expected, as electric cars are generally cheaper to maintain. The ë-C4’s siblings with the same technology had fewer problems than many other electric newcomers.
safety
6/10
The e-C4 – the same car all the way back – received just four Euro NCAP stars when tested as a petrol version in 2021. This was a version without parts of the electronic safety systems available in Norway, but the result over two years ago is Anyway just below the best in class.
Used value
5/10
Citroën has historically had a bad reputation in the used car market. Unfortunately, these perceptions take a long time to change. The sedan body isn’t particularly sought after in Norway either, and as an electric car it’s a bit old-fashioned by Norwegian standards. So the price drop here is much higher than average.
Here, Citroën has managed to maintain the excellence and proud history of suspension comfort. This has been done well in the large Stellantis group, where German, Italian and American brands also get their supplies from the same assembly lines.
Very long flights
Combined with a noise level that is almost inversely proportional to speed, the ë-C4 At speeds of up to 70-80 km/h, it’s not noticeably quieter than its rivals.
But then the sound curtain is pulled over the cabin, shutting everyone out both on the decibel scale and in a subjective experience of the noise.
Have you read these cases?
Better than bZ4X
During the testing period, we regularly switched between the ë-C4 It is widely agreed that the ë-C4
The new, slightly larger battery pack (51 kWh net compared to the previous 46 kWh net) should provide a slightly better six-mile range. 418 km (WLTP) is now average in the class. Consumption during the test period with mixed driving reached 14.8 kWh/100 km. This means a range of just over 34 miles.
The model has not yet participated in the big electric car test conducted by NAF and Motor, but both the Jeep Avenger and DS 3 e-Tense participated this summer. They have the same battery pack, and the consumption and range numbers are only slightly different. Here you can see the results.
Further modification
The seats also fit most of us perfectly. But a couple of test drivers asked for more adjustment options, including seat cushion extension. The pedal assembly may also look a bit unfamiliar. The brake pedal is very soft, and the accelerator pedal is flatter than we’re used to.
In the back, two sit comfortably, but very low – and without the space you might think of when you see the car from the outside.
24cm longer
Because although the new version with an X behind the name is 24 cm longer, everything, including the rear seats, is identical to the current ë-C4. But the X comes with a large trunk lid, instead of the hatchback’s slanting door.
very good
This saves 510 liters of luggage volume – instead of 380 liters – up to the seatback. But then zero and nothing reaches the surface. Overall, this is still pretty good for the class. Plus a loading slot as well.
Interior-wise, the e-C4 was a disappointment when it arrived, with lots of cheap black-painted plastics and inconsistent styling. A less expensive competitor like the MG4 seems more modern and has better quality.
Nothing happened
We repeat what we wrote when we tested ë-C4 – this time with two additional lines below:
“The instrument panel is a sleep-inducing compromise with Citroën’s garish and sometimes non-functional period on the design front.”
Nothing has happened for two and a half years. Hence, we’re not too excited, although some might think the combination of keys and screen functions is ideal.
Many will also not react to the fact that the head-up display is located on a thick plastic panel in front of the driver, and is not projected onto the window, as in more modern competitors.
Three driving modes
With the upgrade, there was also a 20 horsepower increase in power. Oddly enough, the car always starts in “normal” mode with 109 horsepower – as before. You have to press a button on the center console and scroll down – to ‘Sport’ – to get all 156 horses available.
You can also add the third option “Eco” if you start to feel range-wary. Then you get just over 80 horsepower and less power from air conditioning. Either way, you’ll get 156 horsepower on the kick. According to the car’s own estimates, there is a distance of about 20 kilometers between each position.
We firmly believe this car should have 156 horsepower right from the start.
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We were left with a mixed impression of the e-C4
But large luggage volume will always be popular. And cars that move comfortably on grainy and worn Norwegian asphalt are not available. Therefore, the ë-C4
It’s not good for everyone, but it’s very good for some.
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