Motors with Joe Rayfus: Citroën’s comfortably cost-effective EV

JOE RAYFUS ***PIC BYLINE

The small electric car market can be a battleground at times. For some brands their weapon of choice is fancy tech, others arm their models with big range, while others dress themselves in retro-styled armour inspired by heroes of bygone days. Citroën, however, has taken a refreshingly different route. Rather than chasing class-leading range or headline grabbing fast charging times, Citroën has engineered a car that prioritises comfort, simplicity and affordability, and then wrapped that in an electric package that feels deliberately uncomplicated.

At the heart of the ë-C3 is a 44kWh battery mounted within Stellantis’ cost-efficient BEV native platform. On paper, the official WLTP range of up to 320km looks competitive, but in real world Irish driving the usable range is closer to 230 to 240km, or just under 150 miles. That places it behind some key rivals for outright efficiency, particularly on sustained motorway runs. Aerodynamics are clearly not the primary focus here, and the upright stance and raised ride height inevitably have an impact once speeds rise.

That said, the ë-C3 is engineered as an urban and suburban car first and foremost, and in that environment its powertrain makes a lot of sense. The single motor delivers smooth, predictable acceleration rather than sharp responses. There is no pretense of sportiness, but throttle calibration is well-judged, and low speed drivability is excellent. In traffic, the car feels light, responsive and easy to place, with one pedal style driving achievable through regenerative braking, though the system itself is relatively mild compared to some rivals.

Charging capability reflects the same pragmatic philosophy. AC charging is adequate for overnight home use, while DC rapid charging is sufficient rather than impressive. This is not a car designed around frequent long-distance motorway charging stops, and Citroën does little to disguise that fact. Instead, the ë-C3 suits buyers who can charge at home and want predictable, fuss free daily mobility.

Where Citroën has invested heavily is in ride comfort, and from a technical standpoint this is where the ë-C3 genuinely stands apart. The progressive hydraulic cushion suspension is standard across the range, and unlike adaptive or electronically controlled systems, it relies on clever mechanical engineering. Additional hydraulic stops are integrated into the dampers to smooth out compression and rebound at the extremes of suspension travel. The result is a ride quality that absorbs poor road surfaces with an ease rarely found in this segment. Speed bumps, potholes and broken tarmac are dealt with calmly, without the secondary jolts that plague many small EVs.

Steering is light but accurate, prioritising ease of use over feedback. Body control is secure rather than sporty, and while enthusiastic driving will reveal some roll, the ë-C3 never feels unsettled. This is a car engineered to reduce driver workload, not increase it.

Inside, the technical approach continues with a strong emphasis on simplicity. The absence of a conventional instrument cluster is replaced by a slim head up display panel positioned at the base of the windscreen. Rather than projecting onto glass, information is reflected onto a glossy surface, eliminating duplication of data and reducing visual clutter. Speed, range and warning information sit naturally in the driver’s line of sight, and there is less need to glance away from the road.

The cabin architecture is deliberately minimalist. Physical controls are kept to essentials, while the 10.25 inch central touchscreen handles infotainment and vehicle settings. The system supports Apple CarPlay and Android Auto, and while graphics are not class leading, response times are acceptable and menus are logical.

The raised seating position, up by 76mm over the previous generation, improves visibility and ease of access. Battery placement does not compromise interior space, with generous headroom and competitive rear legroom for the class. Boot capacity of 310 litres is sensible, and the 60:40 folding rear seats add flexibility for everyday use.

Efficiency is where the ë-C3 shows its limitations. Compared with more aerodynamically focused competitors, energy consumption is higher, particularly at motorway speeds. This directly affects long trip usability and reinforces the car’s urban focus. However, Citroën offsets this with aggressive pricing. At €23,400 for the entry Plus model, including grants and VRT relief, the technical compromises begin to look like deliberate choices rather than shortcomings.

Ultimately, the Citroën ë-C3 is a courageously, clever car. It delivers a genuinely comfortable ride, a cheerful and spacious cabin, and a driving experience that is simple. Its real-world range and efficiency will not suit every buyer, and some areas feel a little too pared back. Citroën has paid attention to what people want, an affordable, comfortable electric mobility for everyday use. The ë-C3 is technically honest, well judged, and very difficult to ignore.