VM Winter Check Citroen eC4: With a new drive system, a cold-resistant people's electric car

The drive update with Vitesco's new EMR4 has really done the Citroen eC4, like its numerous counterparts in the Stellantis Group, a world of good. It's only now that the compact electric vehicle grows to true greatness on the multi-drive platform. Because you can also cover stages of 350 kilometers in winter without freezing and without crawling. At least that's our insight from a four-week encounter with the always stylish and avant-garde designed fastback sedan. Gross consumption of 20 kWh/100 km, including charging losses, is easily achievable; in mixed city, country, and highway operation, you can manage with 17.5 kWh/100 km, even when the thermometer shows strict sub-zero temperatures. Even the test round in cold weather with a high highway share at the end didn't encourage the Frenchman to guzzle: 17.5 kWh/100 km was recorded on the onboard computer, 20.0 kWh/100 km including charging losses, on genuine winter tires with Goodyear Ultragrips, mind you. These values were confirmed over numerous test drives. Anyone who strives for it and drives economically can coax values below 15 kWh/100 km from the display. Voila, it works, Stellantis!

No range anxiety in the mountains and back

And the now slightly increased 54 kWh instead of 50 kWh lithium-ion battery doesn't mind longer periods of inactivity either: Three days at minus 5°C and the range indicator shows no movement. Of course, it first costs energy to heat the cabin. But thanks to the standard heat pump, it happens quickly - and then maintaining a comfortable cabin temperature of 19 degrees doesn't cost much more energy. A classic trip from Munich to Innsbruck and back would be no problem. Even a drive from the Isar to a hut in Außerfern goes smoothly without recharging: After 267 kilometers in constant frost, we still had 16 percent or a reassuring 8 kWh of battery power in storage.

No comparison to the literal "nail-biter" in the 58-kWh ID.3 from Miles, which we had to complete a week later on exactly the same route, but without heating, in creeping mode, and eventually in turtle mode, with a battery emptiness of 4% ... Finally, the eC4 offers a range that is genuinely usable, unlike its chronically range-weak and inefficient predecessor. Despite its otherwise good travel suitability in terms of space and comfort, the energy-hungry drive always limited it to city-suburb operation at best.

Clear Recommendation: The New 115 kW Drive

Therefore, the recommendation clearly leans towards the new system if one has to choose: The 1,000 euros extra cost for the 115-kW drive over the old 100-kW system is definitely worth it. And the nominally only 0.4 kWh/100 km, which the new one is supposed to be more efficient, respectively 419 to 355 kilometers, turn out to be a significantly larger delta in reality. In summer, 400 kilometers in one go should not be a major problem. This brings it close to the "eternal efficiency reference," the Kia E-Niro, which, as is well known, comes with a 64-kWh battery.

The good energy balance of the Citroen is also pleasing in that the eC4 is first of all a European car with high regional value creation, a factor often neglected despite all the enthusiasm for Chinese EVs. And secondly, the Frenchman with a tiny 54-kWh battery compared to all the electric powerhouses conserves the planet's resources almost exemplarily. The compact car weighs only 1,670 kilos, which is a top value for a fully electric and fully family-friendly vehicle, making the ID.3 on its dedicated E-platform MEB look "old and heavy."

Advantage Front-Wheel Drive: Also Suitable for Winter Conditions

By the way, also in another aspect: The classic front-wheel drive has significant advantages in snow and on hills due to the much lower weight: While we climbed the 14 percent incline effortlessly with the eC4, we could hardly get out of the snowy but flat parking spot with the rented ID.3 from Miles a week later. The rear-wheel drive might be more dynamic (in summer), but in winter, the Volkswagen completely disqualified itself. It had to be towed up the hill by a 16-year-old VW Tiguan TDI 4Motion. But that's just an aside ...

Adequate Space for People and Cargo

In this regard, the updated Stellantis multi-drive platform E-CMP2 even has advantages: Always keeping weight on the front axle. And when looked at in light, it hardly has any downsides: The trunk offers 380 liters, just slightly less spacious than the ID.3. When folded, it provides a full 1,250 liters, which, thanks to the flat-folding rear seats, offers better usability and even enables loading a bicycle without removing the front wheel. Optionally, there is a trailer hitch and various bike carriers available from the factory. What more could one need. While the interior is noticeably less airy, the legroom is less generous, and the tunnel between the rear seats is an annoyance.

But seated with four, or even five in a pinch, you still have plenty of space and don't feel cramped at all. This is despite the sloping roofline, thanks to the design and apparently good aerodynamics. Additionally, the fairly city-friendly Citroen, at 4.35 meters long, delights with a slim silhouette standing out among the bulky SUV bodies, guaranteeing it won't protrude on the roadside, and at 1.52 meters in height, it doesn’t get too bulky. The interior is nicely designed, the new infotainment system is somewhat up-to-date, and especially in winter, you’ll appreciate the easily reachable rotary knobs for ventilation and important function buttons.

Against Electric Performance Mania: Perfectly Sufficiently Swift

Furthermore, there is an impeccable and creak-free finish of the attractive plastics, a comfortable and unspectacular chassis allowing for smooth daily driving without major sporty or dynamic demands. But hey, where can you even live those out nowadays. The torque of 260 Nm remained at the level of the 100 kW EMR3 drive, providing more than adequate acceleration during kickdown, still faster than any combustion engine, roughly under 10 seconds to 100 km/h, and without the hysterical push of a Tesla Model 3, which you seldom need anyway. And the top speed of 150 km/h allows for quick overtakes before settling back to an efficient 125 km/h.