The roomy, stylish, and all-electric Citroen e-C4 X is an SUV. Though buyers still adore high-riding SUVs and crossovers, Citroen thinks you can have it all with the convenience and efficiency of conventional saloons and hatchbacks. The C4 is therefore extended by the e-C4 X, which relies on expanding the trunk’s capacity and giving it a distinctive appearance and travels in the exact directions as the C5 X Hybrid.
Even though this is more geared at regions where salons are still widely used, such as China and the Middle East, the e-C4 X is convenient and loaded with features. Still, it also has a relatively small battery that keeps the price, weight and charging times low while maintaining an acceptable range for most needs. The e-C4 X offers much more space than comparably priced electric competitors like the Nissan Leaf or GWM ORA Funky Cat while dramatically undercutting models like the VW ID.4 and Skoda Enyaq, even while it is somewhat more expensive than the price-based e-C4 also looks competitive.
Shipping requires less time and energy than some competitors, keeping operating costs low, too.
Citroen’s conscious decision to utilize a smaller battery than other competitors helps with pricing because the battery makes up a significant percentage of the cost of an electric vehicle. It nevertheless has a good range, and the fact that charging takes less time and energy than for other competitors means that running and operating costs are also kept to a minimum.
Although they pushed hard on this with the related 2008 Peugeot e-car, the pricing is a little higher than the e-C4 it is based on, but you get more cars for the money with this and other electric choices at this price point. All of this is good news given the rising cost of energy charging at home and on the public grid, and the e-C4 X appears to be a highly appealing package in terms of purchase and financing prices as well as the cost of using it.
The reputation of the more comprehensive Stellantis range of which Citroen is now a part
The standard technology with companies within it, like Peugeot and Vauxhall, is all positive.
The e-C4 X is now too new to make significant dependability assessments. However, the reputation of the larger Stellantis company, of which Citroen is now a member, and the technology shared with brands like Vauxhall and Peugeot inside it, are all positive signs. We must hope it is not a hypothesis that needs to be validated. Unfortunately, this isn’t further enhanced by a more extended warranty like those provided by Kia, the GWM Ora, or Hyundai.
By the time you reach the intermediate level, most people will opt for technology that speeds up the gear.
The base trim level’s robust safety technology includes most of the driver assistance systems you’d want. Still, given how little you can see behind you, the fact that the rest of the line offers parking sensors rather than a rearview camera is concerning.
By the time you reach the intermediate level, most drivers will choose upshift technology, with more advanced automatic braking capable of seeing cyclists and other at-risk drivers after dark and supporting highway driving. Given how it wiggles between the white lines while attempting to keep you on the course, we will say it is a handy backup but not something to rely on after trying it.
Everything from the mechanical parts in the suspension to the foam used in the seats is meant to soothe and relax.
Citroen has recaptured comfort as one of its guiding principles. Everything from the suspension’s mechanical components to the foam used in the seats is designed to soothe and relax. It’s good to see that these features are included as standard equipment on all models under the Active Comfort label.
The e-C4X blows with minor intrusion from even the sharpest bumps, making silent electric propulsion the ideal complement. Due to this excess, it makes more turns than its conventional competitors. However, Citroen deserves praise for keeping body control in these circumstances to prevent motion sickness on the towing roads. Stretched body, saloon-like look, and larger boot are touted as advantages over the more conventional competitors and the closely similar C4.
The screen is reasonably easy to operate.
Citroen offers a less expensive nominal trim, as is customary to highlight the gimmicky starting price. Still, most consumers are likely to pay a little bit more each month to receive the stuff they genuinely desire. There are many features included in the My Citroen Drive Plus subscription that is available, including expanded functionality of the central 10-inch touchscreen to have features connected to Citroen’s built-in apps, integrated navigation, and many other features. This subscription is free for the first three years. Absent that,
It’s hardly a tragedy if you’re stuck using Android Auto or Carplay on the base model, but you’re likely missing out on many options. Whatever you select on the screen is simple, albeit the images can occasionally be a little hazy. It might sometimes take a few unsuccessful swipes to activate it, which is bothersome. We also liked that the volume and temperature controls are still physical rotary knobs, so you can easily manipulate them without taking your eyes off the road.
Like any electric car, it picks up smartly and silently off the line and is quick enough to keep up with the traffic.
The e-C4X won’t blow anyone’s pants off with its performance thanks to its meagre 136 horsepower, but the smaller battery makes it lighter than many rivals, which helps make up for that. Like any electric vehicle, it accelerates quickly and softly off the mark. It can keep up with traffic, but it needs extra power for passing or other circumstances where you would want or require an acceleration boost.
Although the payoff has been impressive efficiency (measured in the number of miles you get per kWh of energy in the battery), even on a lively mix of highway and twisty back roads where electric vehicles don’t shine, this more laid-back nature matches the Citroen’s laid-back atmosphere. Usually, given the figures we received, we’d be content to limit lengthier excursions to about 170 miles between charges.
