Displaying items by tag: electric car

Monday, 15 February 2021 05:37

Vauxhall Vivaro-e Life review

Electric people carrier’s appeal limited by battery size

One of the most recent additions to the ranks of electric cars is the battery powered Vauxhall Vivaro-e Life, a zero-emission range to compliment the pre-existing diesel-only Vivaro Life range.

Plug-in cars enjoyed an enormous sales growth during 2020, largely at the expensive of diesel models, making a comparison of the relative virtues of these otherwise similar models particularly pertinent.

Just as the diesel Vivaro Life is a passenger-carrying MPV version of the latest Vivaro panel van, so it is with the electrified models, albeit with different battery capacities for the commercial Vivaro-e as covered throughout this review.

Direct rivals aren’t numerous at this stage, but they include the Citroen e-SpaceTourer and Peugeot e-Traveller, which, aside from styling differences at the front and a small number of detail changes, are identical to the Vauxhall. Interestingly, Toyota will not offer its equivalent version of the Proace Verso, even though it will sell an electric Proace van.

If you want something based on a totally different design, but still electric, your sole alternative (for now, at least), is the Mercedes-Benz EQV – a BEV version of the V-Class with a flurry of minor styling modifications.

What is the Vivaro-e Life’s driving range

In a word, disappointing. Primarily this is because its battery pack, which is conveniently hidden under the floor and has zero impact on interior space, has a capacity of 50kWh. That’s fine in a more compact hatchback such as the electric Vauxhall Corsa-e, but in something the size of the Vivaro it restricts the distance it can travel between recharges badly.

Officially the range is 144 miles, but in the sub-zero temperatures we’ve tested the Vivaro-e Life in so far, it would only charge up to a displayed 128 miles, with a real-world range on a mixture of roads of 100.

That could be sufficient if it's being primarily for urban journeys as a taxi, but as a family bus it’s disappointing.

Frustratingly, Vauxhall doesn’t offer the electric Life with the same 75kWh that’s available in the Vivaro-e van. In the commercial application the range jumps to a more sensible – if not exactly startling – 205 miles, just shy of the Mercedes EQV at 213 miles.

As ever recharge times depend on your connection, with a flat-to-full replenishment using a dedicated domestic wallbox taking 7.5 hours. On test, we found a ‘very low’ to full zap-up using a 50kW public charger could be done in around an hour.

Simple Vivaro-e Life line-up

With two trim levels – Edition and Elite – the electric Vivaro Life mirrors its diesel-engined twin, but beyond that the choice is even more straightforward.

Only one length of body is available (the longer one), there’s one 136hp electric motor option and it comes with a single-speed automatic transmission.

Entry-level Edition versions are easy to spot thanks to their largely unpainted bumpers and exterior mouldings, plus steel wheels with a plastic centre cap.

With a twin front passenger bench and three-person benches in rows two and three, the Edition is a nine-seater and not remotely plush inside. It’s aimed much more at private hire operators, businesses that shuttle employees around and families needing a large car on a budget, Air-con, cruise control and Bluetooth connectivity are included, but little else is as part of this sparse package.

Spending an extra £12,000 brings you a wealth of niceties rather befitting the Elite name. Among the long list of standard fare is a glazed roof panel, three-zone climate control, eight seats with a conventional, single-person, front passenger seat, leather upholstery, keyless entry, electrically sliding side doors and 17-inch alloy wheels to name but a few.

Should you wish to up the luxury ante a little more the middle-row bench seat can be replaced by a pair of captain’s chairs, complete with armrests and complemented by a fold-up table installed between them.

Comfier than diesel Vivaro Lifes

One of our chief critiques of the diesel counterpart was how unsettled the ride quality is when there are no passengers in the back.

Thanks to the weight of the batteries in the electric version, this is far less of an annoyance and in the most part isn’t an issue at all.

Not that you remotely buy a van-derived car such as the Vivaro-e Life for driving thrills, the weight of the batteries being so low within the vehicle’s structure also has a positive impact on how well it drives.

Nevertheless, it remains a car that’s easier to enjoy as a passenger rather than the driver, but none of the flaws of its diesel twin have been ironed out in the conversion to being an electric model as we describe later in the review.

Ordinarily, electric cars cost significantly more than their conventionally engined counterparts, but here the differential is around £3,000 – a very small figure to recoup in fuel savings.

parkers.co.uk

Published in Opel/Vauxhall

The first contingent of the ID.4 crossover set off on its way to its future owners in Europe, China and the United States.

The Volkswagen ID.4 is the second production model of the new generation of electric vehicles manufactured by Wolfsburg, after the ID.3 that broke the ice last year. Both cars are based on the MEB mechanical platform developed by VW specifically for electric vehicles.

According to B92, optimistic forecasts are coming from the German manufacturer that it should deliver over 100,000 copies of the ID.4 crossover to customers this year alone, although they have received only about 17,000 orders so far. The VW ID.4 is currently being produced at the Zwickau plant in Germany, as well as in China, and will soon start production in Emden (Germany) and, next year, in the Chattanooga factory (USA).

Published in Blog/News
Tuesday, 02 February 2021 05:38

Nissan Ariya first details

Stylish electric Nissan is packed with tech and goes up to 310 miles

Nissan's second electric car has been unveiled and is due to go on sale in the UK by the end of 2021. The Ariya is an electric SUV that slots between the Nissan Qashqai and Nissan X-Trail in terms of size. It comes with two or all-wheel drive, up to 310-miles of battery range, and two levels of power.

It's Nissan's second electric car after the hugely popular Nissan Leaf. More importantly for buyers, it ushers in a new design language for Nissan. In the metal it looks brilliantly solid and futuristic, while inside it's a step up from what you'd find in a Nissan today.

Main rivals include already established electric cars like the Kia e-Niro and Jaguar I-Pace, as well as upstarts like the Ford Mustang Mach-E, BMW iX3 and VW ID.4.

What's it like inside?
As you'd expect, it's bristling with the latest tech. You get a 12.3-inch central touchscreen alongside a 12.3-inch digital display for the driver, and a colour head-up display. There is a suite of driver assistance systems, including an enhanced version of the Leaf’s excellent ProPilot system semi-autonomous adaptive cruise control, with lane-keeping assistance and Nissan’s Safety Shield active safety systems.

The Ariya gets a new 'hey Nissan' voice control system as well as Alexa voice functionality. There's also a Nissan smartphone app to check battery status and set the climate control remotely as you can in many of its electric rivals.

Nissan says that it has the room of a much larger car inside, and this is down to the space efficiency of an electric car, which does not need to house the bulky engine and gearbox in the usual place.

It's a smart new look
The Ariya is certainly more stylish than the Leaf. There are ultra-slim LED headlights upfront, with a contrasting light blade at the rear. It gets animated indicators, two-tone paint schemes and sits on striking large wheels. The design was previewed in 2019 in a concept car – also called the Ariya – and much has remained unchanged going into production.

It has a long wheelbase (the distance between the axle lines), which should deliver that promised extra room inside. It's about the same length as an X-Trail, but the wheelbase is more than 7cm longer.

Performance and range – very competitive
The Ariya comes with the choice of two- or four-wheel drive, and will be offered with two power and torque outputs. The entry-level front-wheel drive 63kWh Ariya develops 220hp and 300Nm for a maximum speed of 99mph and a 0-62mph time of 7.5 seconds. Nissan says that this version will have a 233-mile range in real-world WLTP testing. The version with the larger 87kWh battery pack delivers 245bhp with the front-drive motor, and this one covers up to 310 miles on a single charge.

The four-wheel drive versions use what Nissan calls its e-4orce system. With the 63kWh battery pack you get 275hp for a 0-62mph time of 5.9 seconds and a range of up to 211 miles. The 87kWh four-wheel drive model boasts 310hp and 285 miles of range.

Star of the show will be the range-topping Ariya 87kWh Performance model. You get 395hp and 600Nm of torque for a 0-62mph time of 5.1 seconds. Maximum speed is 124mph. Battery range for the Performance model drops to 248 miles.

Charging options
The 63kWh Ariyas get a 7kW charger for home connections and the the 87kWh versions come with a 22kW three-phase set-up, where the home set-up can deliver this. The good news is that it uses the latest CCS charger set-up, and can support the fastest public charging, with up to 130kW.

Source: parkers.co.uk

Published in Nissan

Volkswagen's Group Components division has opened its first plant to deal exclusively with car battery recycling.

The plant is located in the German city of Salzgitter and has started a recycling pilot project. The goal of the project is to take old lithium-ion batteries used in cars and extract useful raw materials such as lithium, nickel, manganese and cobalt, and to extract aluminum, copper and plastic. In this way, in the ideal scenario, up to 90% of all battery components could be recycled.

Only car batteries that can no longer be used for any other purpose will be recycled in this plant. Namely, during this kind of ecological care, an analysis will be conducted. It will show whether the used battery is still capable of providing enough voltage for its "second life" in long-term energy storage systems, mobile vehicle charging stations and the like. If the analysis shows that the battery is no longer suitable for that, it will be sent for recycling to Salzgitter.

For now, as part of the pilot project, it is possible to recycle up to 3,600 batteries from electric cars a year in this plant. As e-vehicles gain in representation, so will the recycling drive, designed so that its capacity can be increased. Only by the end of this decade, they say from Volkswagen, will the recycling of batteries be carried out in significant quantities here.

What is important for this process is that it is in line with the environmental goals of the Volkswagen Group. VW plans to thoroughly discharge the batteries in the recycling process and disassemble them into their component parts. They are then ground into granules and dried, resulting in the so-called. "black powder" - composed of lithium, nickel, manganese, cobalt and graphite. These elements are separated from the powder by chemical hydrometallurgical processes, dissolution in water and chemicals, which will be carried out by several partners for Volkswagen.

In the end, raw materials for the production of new battery cathodes will be obtained from valuable materials from old batteries. VW calculates that by using recycled materials and renewable energy sources when making a new average car battery, with a capacity of 62 kWh, it will save 1.3 tons of CO2 that will not end up in the atmosphere.

Author: SEEbiz / Bug.hr

Published in Blog/News

New 2024 BMW M5: full-electric hyper saloon to have 1000bhpNew 2024 BMW M5: full-electric hyper saloon to have 1000bhpNew 2024 BMW M5: full-electric hyper saloon to have 1000bhpNew 2024 BMW M5: full-electric hyper saloon to have 1000bhpNew 2024 BMW M5: full-electric hyper saloon to have 1000bhpNew 2024 BMW M5: full-electric hyper saloon to have 1000bhp

More info on BMW 5-Series
► 2024's G60-gen M5 to go electric
► 1000bhp e-saloon alongside PHEV
► Tech from iNext and i4 underneath

BMW is already amping up for the next-generation M5 super saloon. Arriving in 2024, this new version will be a dramatic change from the current F90.

Why? Because it’s expected to be the first M car to be exclusively electrified – either as a ‘Power PHEV’ or full-electric car.

Labelled G60, the next 5-series bows in the third quarter of 2023. One year later, the seventh-generation M5 will start chasing fast Audis and Mercs with these two variants. The plug-in hybrid will use the same powertrain as the upcoming X8 M, with a V8 petrol engine and e-motors totalling around 750bhp and 737lb ft of torque sent to all four wheels.

2024's all-electric M5

The zero-emission M5, meanwhile, is a member of the CLAR WE family. Power will be provided by Gen V pouch-type batteries. Although BMW knows that it would have been wiser to switch to larger Tesla-style round cells for safety, stability and performance reasons, it is now too late for such a radical change. The most potent conventional energy cell in question is rated at 135kWh; it can be hooked up to a 400V charger good for up to 350kW. In a second step, BMW will upgrade to the 800V standard pioneered by Porsche with its Taycan.

BMW is openly working on a ‘power BEV’, using a 5-series mule. That model has three e-motors borrowed from the powertrain we’ll see in the electric i4 and the iNext SUV. One drives the front axle while the rear wheels get a motor each. Numbers? 711bhp and sub-3.0sec 0-62mph.

The maximum projected WLTP range is 435miles, the targeted 0-62mph acceleration time is 2.9sec. In terms of power output, internal documents suggest two 250kW motors driving the rear wheels and one 250kW unit propelling the fronts. That's 750kW or around 1000bhp in total – that may sound awesome, but it will in less than twelve months be eclipsed by Tesla's tri-motor Plaid configuration.

Electric car battery tech explained

Comments a member of the M Division R&D team: “The Bavarian Motor Works are latecomers to the EV scene, and the same applies unfortunately to autonomous driving. Mid-term, our only stable competitive advantage is ride, handling and roadholding. But the biggest challenge by far is cost, which is why the board has buried the projected halo car.”

BMW Group's electric roadmap

The halo car, which was expected to be based on the Vision M Next concept, has been canned.

Given the electric M5's use of the CLAR WE architecture, there will be commonality with other zero-emission models from BMW Group. BMW has already been spotted testing the CLAR WE platform via some 7-series mules (above).

This extends to the 7-series eDrive out in 2023 and, eventually, the current Phantom which goes electric in very small numbers starting in 2022. A silent Cullinan is due to follow in 2027.

Source: carmagazine.com

Published in BMW
Thursday, 31 December 2020 07:02

New Tesla Model 3 Standard Range Plus 2020 review

The updated Standard Range Plus version of Tesla's Model 3 is the most accessible in the line-up but still shows that star quality

Verdict
None of the changes to the latest Model 3 transform the car in any way, but nonetheless they’re all welcome. It still remains Tesla’s best car and a brilliant package overall, and this entry level point in the range should be considered as a hugely tempting alternative to traditional compact execs like the BMW 3 Series - especially for company car drivers.

This is the Tesla Model 3 Standard Range Plus. Newly revised for 2021, it’s the entry point to both the Model 3 lineup and the Tesla family as a whole in the UK, with prices starting from £40,490 - tantalisingly close to the BMW 330e plug-in hybrid. So is it worth ditching the traditional compact exec of choice to go fully electric?

There’s quite a few changes introduced in this round of updates, but from the outside they’re rather tricky to spot. A new black pack replaces some of the chromed exterior details like the door handles, door mirror stalks and window trims, and the wheel choices are refreshed with more aero-efficient 18- and 19-inch designs, plus new optional 20 inch items. Otherwise, those vanilla looks mean that the styling isn’t the reason to go for a Model 3.

The interior just might be however. Whether you think it’s a triumph of minimalism or just a bit too plain compared to alternatives, it’s hard to argue that the cabin is unique. It’s got better in the most recent round of changes, too, particularly around the centre console.

Previously, the Model 3 had an odd and needlessly overcomplicated flip lid beneath which it was possible to store a smartphone. This has been replaced with a simple pad, which has a couple of grooves which not only keep two devices in place, but can charge them wirelessly.

Further along, a huge deep cubby space remains, but now it’s accessed through a much more straightforward sliding lid. The easily scratched piano black surface is gone, too - a more subtle and more durable grey finish takes its place.

The steering wheel looks similar to before, but the two scroll wheels have been tweaked for a more expensive feel. Depending on which menu is selected on the huge 15-inch central touchscreen, each of the wheels adjusts one of a multitude of functions: the door mirror adjustment, the steering column position and the media functions among them. Assuming you do all of the prep before you set off, they work really well, though condensing so many functions down into two controls is not particularly intuitive on the move.

That huge display is brilliant, though. Whether judged on its graphics, processing power or user interface, it’s among the best infotainment systems available in any car. Of course, there’s no traditional instrument panel either, so it also displays all of the vital driving functions like speed and remaining battery charge.

The boot lid is now electrically operated. While the volume is on a par with manu rivals, the opening is small - though the Model 3 looks like a hatchback, it isn’t. The front boot, meanwhile, has shrunken slightly. This is because some of the space has now been occupied by a new feature to the Model 3: a heat pump.

First used by Tesla on its Model Y, a heat pump takes the place of the previous resistive heater. Put simply, the new system works a little like a fridge, compressing a fluid which generates heat. This heat can then be used to warm the cabin or, by reducing the fluid’s pressure further along the system, produce a colder flow of air instead. The main plus point of a heat pump is that it’s more efficient than the resistive heater to warm the cabin, which reduces the range impact when trying to keep toasty in colder climates.

Along with some subtle software tweaks, the new heating system means that range has improved slightly across all of the Model 3 variants. In the case of this entry level SR +, the resulting 267 mile figure is 13 more than before. In our experience the real-world figures came close, if not completely matching that number, even on a day when temperatures barely made it above freezing.

Unlike the top end Performance versions, the Standard Range Plus makes do with just one electric motor driving the rear wheels. While the drop in acceleration is noticeable compared to the twin motor setup, the Model 3 is still, put simply, a fast executive saloon.

A 0-62mph time of 5.2 seconds really doesn’t do the Model 3 justice. At any speed, the lightning fast throttle response and instantaneous torque gives proper hyper hatch eagerness. It easily has the legs over the BMW 330e.

It’s also wonderfully easy to drive at low speeds. The Model 3 has possibly the smoothest integration of a one pedal driving system of any EV on sale: while some rivals decelerate quite harshly and then creep at low speeds, with the correct mode selected, the Tesla will trim of speed gently and come to type of gentle halt that would make a chauffeur proud.

When it comes to fun, it’s closer to the BMW than you might think, too. It’s certainly not as sophisticated, for the most part due to damping that feels a little loose compared to the 3 Series. However, this translates into a chassis that can be quite playful if provoked and, thanks to a kerb weight that dips 219kg below that of twin motor Model 3s, it’s fairly agile, too. That weight is low down, so stability is a strong point in everyday driving.

The steering is a weak point though. Even in its lightest “comfort” setting, the heavy feel and gloopy feedback isn’t pleasant, and it only gets worse in the sportier settings. The chunky steering wheel rim doesn’t help its case either - robbing what little information that could be transferred from the front wheels.

The lack of any combustion engine highlights another area where the Model 3 needs work. On the move, there’s plenty of road noise transferred into the cabin, and despite the addition of acoustic glass in the latest round of updates, it’s one of few aspects of the Model 3 where Tesla still has room for improvement.

For company car users, the Model 3 will prove to be a bit of a bargain. In the current tax year, Model 3 drivers will not have to pay any Benefit in Kind rates at all, and though costs will increase slightly over the next couple of years, the zero-emission Tesla will still only demand annual costs of a few hundred pounds. Even the BMW 330e, whose plug-in hybrid powertrain makes it significantly cheaper than conventional petrol and diesel options, will cost upwards of £1,600 each year for a 40 percent earner.

Then there’s the greatest Tesla benefit of all: the Supercharger network. An abundance of chargers are available all over the country, and it’s so incredibly simple: turn up, plug in and drive away once you have the range you need. Users are billed by the kilowatt-hour, with a 26 pence per unit figure very competitive with other charge companies suppliers. It means a full charge of the SR+’s battery costs £14.04. That’s not only cheap by the standards of other charge suppliers, but much cheaper than similarly sized combustion-engined cars.

Model: Tesla Model 3 Standard Range Plus
Price: £40,490
Drivetrain: Single electric motor
Power/torque: 292bhp/376Nm
Transmission: Single speed, rear-wheel drive
0-62mph: 5.3 seconds
Top speed: 140 mph
Range: 267 miles
On sale: Now

Source: autoexpress.co.uk

Published in Tesla
Saturday, 19 December 2020 06:05

Tesla Model S review: Still the king of the hill?

 

Such is the pace of change in Silicon Valley that it’s hard to keep up with the Tesla Model S. Not just in a straight line (the Long Range Plus hits 155mph after getting to 60mph in 3.7 seconds) and in the fast-changing electronics and user interfaces onboard (now updated every few months, wirelessly) - but also in the evolution of the model range itself.

Since its latest model update in 2019, there have been just two versions of the Tesla Model S range: Long Range Plus and Performance. Battery variations are no longer signified by the numbers as they used to be, and Tesla no longer quotes the battery capacity of its models anymore. Is it being coy? Of course not – just simplifying the customer journey for its iconic old stager EV.

Old stager? Yes! The Model S has been around in its basic form since 2014, and although it has been constantly updated, this elegant-looking five-door fastback is under increasing attack from the established premium players. But while they're launching their first offerings, Tesla's groundbreaking technology has evolved significantly. Closest in concept is the Porsche Taycan, which in entry-level 4S form comes very close to matching the Model S Long Range Plus in terms of power, performance and price.

Tesla Model S: What's under the skin?

It’s a big car, at almost 5m long, 1963mm wide and 1435mm tall. No wonder there’s huge space front and back; just watch out for pinched headroom in the rear seats if you spec the sweeping panoramic sunroof. With no propshaft required, there is a totally flat floor though. The boot's a good size, although the 'frunk' under the bonnet is surprisingly smaller than a 911's. Open the large tailgate and you’ll find a 774-litre boot which can be extended by folding the back seats to reveal a cavernous 1645-litre capacity.

The cabin is incredibly spacious with a flat floor allowing easy and comfortable access to the middle seat in the rear. The light and airy interior is dominated by that huge 17.0-inch portrait-model infotainment screen which controls almost all of the Model S’s infotainment and ancillary features like climate control, seat heating and driving modes. Because the screen is so large and its operating system is so simple to use, this is one touchscreen that doesn't annoy.

For those who have yet to experience the Tesla Supercharger network, it's simplicity itself. You can charge it by three-pin plug (but who would?) or by Type 2, which typically gets you 23 to 68 miles of range per hour. But it's Supercharging that's Tesla's USP, and it's a joy to use, especially as it's free for life for Model S owners. And now with V3 Supercharging, which reduces charging times by an average of 50%. Tesla claims the new high-speed ultra-rapid chargers could add as much range as 1000 miles per hour.

This is still the only EV capable of trans-continental travel without serious prior planning.

Tesla Model S: How fast is it?

This car is quick, with a capital F. Tesla quotes a chunky 550bhp for the Long Range Plus and 615bhp for the Performance Ludicrous – both deliver supercar-baiting acceleration, pulling the four-door towards the horizon with all the inevitability of a silent, slightly eerie electric catapult. The Performance Ludicrous version is equipped with 4wd, it’s all drama-free and you’ll pass 60mph in 2.4sec – which is face-meltingly fast and lacking in drama.

Once you experience its stomach-churning thrust from rest, you'll crave to relive the experience – again and again. Of course, most Model S drivers wouldn’t condone such flat-footed antics. Not least because the claimed 396-mile range will freefall southwards if you drive like a hooligan.

Much better to ease off and surf the torque, preserving every precious mile. Driven like this, the indicated range is remarkably trustworthy and accurate in our experience – and we've driven them from one end of Europe to another.

Read our guide to the best electric cars and EVs on sale in the UK

Tesla Model S: What's it like to drive?

Out of the two models, we prefer the firmer-sprung Performance model, which has what Tesla describes as ‘European’ handling, and we'd agree with that. Yes, it's on the large side to be slinging around like a sports car on British roads – but get it on the right slowing, well-surfaced, roads, it does feel like a decently set-up model sports saloon.

Body roll is kept to a is kept in check, its air suspension doesn’t crash and get unsettled over every rut in the road, and its steering is accurate and quick, if lacking in road feel – overall, an impressive for the company's first serious effort.

Both Model S models get air suspension which results in relatively supple, forgiving ride quality. It also allows the Tesla to adapt on the move, lowering at higher speeds bringing it closer to the ground and further benefiting handling. The suspension can also be lowered via controls on the touchscreen, as well as being raised to traverse rougher ground and higher than normal speed bumps.

Further elements that aid the quest of good handling for the Model S are the fact its heavy batteries are all located nice and low, helping give it a very low centre of gravity. Further, the weight balance is almost split 50/50 front and rear, making it a neutral handler.

Final word goes to Tesla Autopilot, which works well once you've been through a lengthy period of acclimatisation. It rewards hyper sensitive drivers and feather-light inputs – assisted lanchanges take practice and some faith in the software, while the adaptive cruise control is a little on the fidgety side. If this is another step towards autonomy, we're still not sure we're ready to make the leap yet.

Verdict

The Model S continues to stun CAR’s testers. Sure, it's getting on, but it's still easy to recommend a Tesla Model S, despite the stern challenge from the beautifully-balanced, high-quality Porsche Taycan. Beyond The Model S's good looks, fabulous performance, and silky-smooth drivetrain, the lure of free Supercharging is almost irresistible.

It's interesting that even with new rivals appearing all the time, the Model S's appeal remains pretty much undented. The Tesla's combination of easy-to-use technology, Supercharger network and impressive range still place it ahead. Yes, you pay handsomely for the Model S if you option it up, but its entry-level isn't that far beyond the price of the a high-spec Audi A6 or BMW 5-series.

After all these years, it's still a gamechanger. The Model S has been largely responsible for consumers warming to the idea of an electric vehicle with so few compromises. It won't be long before the EV will be viable for most people – and you can thank the pioneering Model S for accelerating that process.

Source: carmagazine.co.uk

Published in Tesla

 

Citroen is hoping to make a splash in the electric car market by launching the battery-powered version of its new C4 hatchback concurrently with its ICE-engined counterpart. It’s a family hatchback that plays to Citroen’s re-ignited interest in its history and heritage as well as trying to arrest the inexorable march of the SUV by giving it some of the chunky attitude you’ll find in those cars.

The e-C4 is right on the money. It’s a family hatchback, but whereas the old C4 was forgettable and unsuccessful by basically being a less-good Ford Focus, the new one has been given individual styling, carrying the flame of individuality that’s returned to the marque since the launch of the C4 Cactus. Combine that with an electric drivetrain, which promises great refinement and efficiency, and you’re looking at the most zeitgeisty car to wear chevrons since the 1970 GS.

That’s certainly what Citroen is hoping. Marc Pinson (new C4 and e-C4 Designer) told us, ‘there are a lot of capable cars in this market segment, but they’re all very standardized. We wanted to give the C-hatch by giving it a flowing roof and coupé-like appearance. But we’ve added the SUV’s mass appeal.’

It sounds like an odd hybrid, but in the metal, it works really well. The slightly raised ride height and side cladding hint at SUV, but the six-light fastback profile are very much a continuation of the Citroen GS and BX. It’s a good-looking car, as you’d expect from the man who brought us the Citroen C6, dripping with interesting details, especially through the rear spoiler that splits its tailgate glass and the striking use of LED lighting.

That’s the design, what about the strategy?

The first thing that will strike you is that aside from a few detail trim differences, the all-electric e-C4 and petrol and diesel C4s look identical. Yes, the e-C4 gets a light sprinkling of blue details, but on the road, it takes an expert eye to tell the difference between the two. This makes the e-C4 and ideal choice for those looking to move to electric without shouting about it.

It’s the same strategy employed by Citroen's PSA sister brands, Peugeot and Vauxhall. The Peugeot e-208, e-2008, Corsa-e and Mokka-e are outwardly identical to their ICE-engined cousins, a great advert for the adaptability of PSA’s EMP2 platform which allows for electric and ICE cars to be built on the same production line with great tech commonality. It also means that Citroen is unique for now in offering its mid-sized family hatchback in petrol, diesel and electric forms from launch.

The e-C4 doesn't actually have many direct rivals right now, but expect that to change rapidly. Right now, the Nissan Leaf, Volkswagen ID.3 are the main electric family hatchback choices for now. Widen your search to small SUVs, and you could include the Peugeot e-2008 or even the MG ZS EV. Does this lack of opposition give Citroen an open goal to aim for?

What's it like inside?

The e-C4 takes an interesting step forward for Citroen. It gets a development of C5 Aircross's all-digital dash and infotainment set-up – which means extensive use of the touchscreen for many of the car's functions – but it’s integrated more effectively and looks very stylish. The screen is big, displays crisply and sits proud of the dashboard to become a styling feature in its own right, and operates as well as a touchscreen can thanks to having a shelf below for you to rest your hand on while on the move. The addition of a row of physical buttons to operate the HVAC controls beneath is also a welcome development over Citroens of old.

As a family car, it works well, as there are plenty of nooks and crannies in the centre console, as well as easily-accessible USB sockets and storage bins between the seats, too. Citroen also points out a range of accessories and options that includes a wireless phone charger, head-up display and tablet stands for the front passenger.

As you’d expect, the latest version of Citroen's Advanced Comfort seats are successful in meeting their brief. They're well-sized and generously padded with high-density foam that incorporates a thick 15mm layer of textured foam on the surface. They manage to be both soft and inviting and also supportive on the move – an ideal set-up.

Rear seat room is impressive, with plenty of knee and headroom – impressive considering its sloping roofline. It has a 380-litre boot area with the seats up, which rivals that of the latest Volkswagen Golf, with a twin-level boot floor. That split boot floor means that with the panel in its uppermost position, there is no lip to get your heavy objects over.

What's it like to drive?

If Citroen was looking to extract the maximum serenity and refinement from its latest family car, then it has succeeded admirably. The light, airy interior and muted interior colours set the mood even before the off. But get in and make yourself comfortable in its squidgy driver’s seat, and setting off like a bat out of hell will be the last thing on your mind. This is all about wafting and kicking back.

Take off and performance, in Eco mode especially, is lacking the impressive surge you get with many electric cars, but it’s smooth and linear in its delivery, feeling effortless, and it gets up to cruising speed quickly enough. Performance is adequate in ICE terms, but is left behind by many of its EV rivals – 0-62mph comes up in 9.7 seconds and its maximum speed is 93mph.

Motorway refinement is impressive, with low levels of wind and road noise, while insulation from surface irregularities, such as potholes and broken tarmac, is also very effective. For all those Citroen traditionalists who decry the end of the Hydropenumatic set-up of old – the new way of thinking might not be as level and unflustered at speed, but it delivers similar levels of overall comfort without the compromises.

In isolation, ride, handling and roadholding are as you’d expect for a marque that plays up its heritage for building smooth-riding cars. The steering is light and lacking in feel, but accurate and well-geared, while the brakes are better than most EVs in terms of pedal feel, modulation and steering feel. At speed, it feels like it flattens bumps rather than ride them, and in corners it also feels a little unwieldy. It’s not easy to quantify, as understeer is well contained and bodyroll is all present and correct, but controlled effectively.

The relative lack of enthusiasm comes from us driving it back-to-back with the ICE-engined C4, which feels so much lighter on its feet and more effectively damped. Compare it with a Nissan Leaf instead, and the e-C4 is a standard-setter in body control and comfort.

What about charging and range?

The Citroen e-C4 has a 134bhp electric motor and 50kWh battery. That puts it behind the Nissan Leaf, Hyundai Kona Electric and top-end Volkswagen ID.3s, and although its official WLTP range of 217 miles looks good for a supermini, it’s a little on the skinny side for a larger family car these days.

We have some doubts about the real-world range, too, with the DTE range falling significantly faster than miles covered – a niggle shared with the Peugeot e-2008 – on our three-hour drive. We’ll wait until we’ve given it the full review treatment, though, before making a definitive judgment. However, if you’re going to be travelling distance and relying on public chargers on a regular basis, you might want to wait until real-world user data comes in before ordering one.

The good news is that the e-C4 supports up to 100kW rapid charging, allowing 80% of the battery to be charged in 30 minutes at a decent charging station. For home charging you get a Type 2 cable for free, allowing a regular 7.4kW charger to reach a 100% charge in seven hours and 30 minutes. From launch, all customers will be offered a Pod Point Solo Smart Charger thrown in, too.

What's available and when?

There are four e-C4 models to choose from – Sense, Sense Plus, Shine and Shine Plus. All models get LED headlights, a 10.0-inch touchscreen, Automomous Emergency Braking (AEB), Lane Keeping Assist and Driver Attention Alert. You can get a tablet computer holder for front seat passengers, LED interior lighting, a rear parking camera, and adaptive cruise control further up the range. A premium hi-fi system featuring uprated speakers and the addition of a subwoofer make it into the Shine Plus.

The e-C4 is available to order now with deliveries to UK customers commencing in February 2021.

Verdict
The Citroen e-C4 is a likeable electric car that goes a long way to broadening choice for those wanting to make the plunge into an EV. It’s a distinctive-looking car that we love for its single-minded pursuit of maximising comfort, and eschewing the increasingly tiresome roadholding bias prevalent in a generation of Nurburgring-honed family cars.

The PSA strategy of offering EVs and ICE cars that look the same is also interesting for those who want to go electric without making a fuss. Right now, the e-C4’s main rivals are the Nissan Leaf, which is ageing in several areas and the excellent Volkswagen ID.3, which is beginning to feel like a bit of a gamechanger. Both are bespoke EVs, designed as such from the ground up, and offer better range and efficiency. The e-C4 is more comfortable than both.

Citroen hopes that the new e-C4 will appeal to a wider range of buyers as a more-rounded product that majors on comfort and refinement. It looks well priced and comes with an impressive amount of equipment, as well as a free home charger. As it stands, we reckon Citroen has struck the right note with the e-C4, and doubts about battery range aside, it’s an impressive new addition to the EV market.

Source: carmagazine.co.uk

Published in Citroen
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