The Citroen EC-3 is a small, affordable EV, with a chic and modern lookYou have to feel for the Citroën ë-C3. There it was, set to grab a fat slice of the burgeoning market for small electric cars. Then along came the Renault 5 – almost identically priced, technically brilliant, as well as charmingly styled as a perfect retro homage to a car so quintessentially French it was a surprise not to find a boot-mounted onion holder on the options list.Where does that leave the ë-C3? Up a creek without a paddle, you might think. But there is still plenty to love about Citroën’s small EV. For one thing, you might prefer the fact it looks forward, rather than back. It’s chic and modern, rather than a retro pastiche, which might be more to your liking.For another, it’s technically an SUV, its boxier profile making it more practical than the 5. And what with Citroën getting its mojo back recently, the ë-C3 should drive pretty well, too. So is this small, affordable EV worthy of consideration?ProsComfortable rideSmart interiorLow priceConsNot fastBoot could be biggerShame about the Renault 5Priced outUntil recently, the ë-C3 had price on its side, too. At a shade over £21,000, it represented a saving of almost £2,000 over the entry-level 5. But more recently Citroën raised the price of the entry-level Plus model, narrowing the difference to £900. (The top-spec Max model tested here is a further £1,700.)That may still be enough to sway you, particularly given the ë-C3 will charge faster, zipping from 10 to 80 per cent in only 26 minutes, according to Citroën. However, the EVDatabase website, fast becoming the Bible for EV facts and figures, reckon it will take longer; in fact, at 32 minutes, it matches the 5’s time exactly.The ë-C3’s 44kWh of usable battery capacity will get it marginally further on a charge at 199 miles (to the 40kWh Renault’s 192), but while the Renault has a heat pump as standard the Citroën doesn’t.That said, the ë-C3’s lithium iron phosphate (LFP) battery technology performs marginally better in colder weather, which may help make up the difference. Either way, you can expect a range of about 150 miles in the real world, with the usual caveats relating to variations in temperature (significantly less range in the coldest weather).There are other rivals to the ë-C3, of course, though the price for entry tends to be higher. From China, GWM’s Ora 03 Pure will do 193 miles (officially) and costs a fiver shy of £25,000. The BYD Dolphin is capable of 211 miles, but is just over £26,000.From Europe, the Mini Cooper Electric costs almost £27,000 yet only provides 185 miles of range. The £25,000-odd that Fiat charges for a 500e, meanwhile – which will only do 118 miles on a full charge – sounds by comparison like a rip-off.Almost perfectSo the ë-C3 undercuts its supposedly more affordable Chinese competitors yet also looks a bargain next to its trendier rivals. Indeed, Renault 5 apart, the ë-C3 would have the playing field at this price point all to itself – and would look like tremendous value as a result.But there’s a difference between “good value” and “cheap”. Early signs are promising. Climb aboard – the ë-C3’s SUV profile means the seats are slightly higher off the ground than its conventional hatchback rivals’, which makes access easier – and you’re greeted with an unusual stacked dashboard, which incorporates full-width accent lighting, two enormous shelves and a central tablet-style touchscreen.The driver’s main instrumentation takes the form of a simple black-and-white digital binnacle atop the dash that presents all the information you need crisply and clearly.There are physical buttons on the steering wheel and a proper climate control panel with some neat piano key toggles to adjust the temperature, so you don’t have to use the touchscreen to do so.A black-and-white digital binnacle on the dashboard offers information simply and clearlyTouching distanceThe touchscreen itself is fairly basic-looking, with simple graphics, but that means it doesn’t need too much memory, and responds quickly. The menus aren’t entirely intuitive to navigate, but become easier with practice. Progress is made simpler still by the way a strip of shortcut icons remains on the screen even if Apple CarPlay or Android Auto are running.It would be a stretch to say the ë-C3 feels high-quality inside – there are definitely some cheap plastics in evidence. But clever use of materials means the overall effect is surprisingly plush, with some judicious placement of fabrics and higher-quality materials where you place your fingers.The interior could not be described as high quality, but clever use of materials means the overall effect is surprisingly plushThere’s a decent amount of space, too, for occupants and knick-knacks. In the back seats, meanwhile, there’s plenty of leg room – in stark contrast to most of the other electric cars from Citroën’s Stellantis stablemates. What’s more, the raised rear seats mean it’ll be easy to buckle in your kids.The 310-litre boot is OK, but the BYD and Renault offer more. It isn’t a particularly practical load bay; there’s no false floor with which to create an under-floor cubby, for example. That means the charging cables sit in their bag in the boot, eating into the available space. The load lip over which you must heft your luggage is rather high, too. (For greater space, there’s always the stretched ë-C3 Aircross version to fall back on.)The 310-litre boot is reasonably sized, but the height of the load lip is inconvenientSmooth and steadyClearly, this car was not designed for driving pleasure. The ë-C3 may not be all that much fun to hustle along, but crucially it feels planted and reasonably well behaved, with relatively limited body lean and a front end that responds well to the steering.Some more feel through the wheel would be nice, but it’s not a deal-breaker in a car such as this; the ë-C3 is more than adequate in urban driving.Part of the reason it isn’t dynamically perfect is because it’s been set up for comfort, rather than speed. And in that regard it delivers; few cars that cost so little ride with this much fluency.It’s actually just a touch stiffer than larger Citroens like the ë-C4, which comes as a surprise, but don’t be too disappointed. That extra stiffness trims back the wallow and waft you get over larger, more undulating bumps. And the ë-C3 is still very capable of dealing with smaller ruts and sharper potholes, glossing over them in a way most bigger, heavier EVs can only dream of.It’s nippy up to 30mph, but not all that quick beyond – though again, how much does that matter in a small car that’ll spend most of its time in town?What’s for sure is that the ë-C3 has enough urge to sprint away from a junction and to cruise at the national speed limit during excursions.At these speeds, it feels stable and secure – more so than smaller, cheaper EVs such as the Dacia Spring and Leapmotor T03. There’s little risk of the ë-C3 being buffeted out of its lane by the bow wave of a passing HGV. And while there is a bit of wind noise and motor whine, it’s not so loud that you’d notice if the radio is on.The Telegraph verdictIn fact, if you require an affordable, comfortable and characterful small EV there’s very little to discourage you from choosing the ë-C3. Frankly, it is a great car at a great price.The only stumbling block is that pesky Renault, which seems to offer even more charm and charisma for not a great deal more outlay.Perhaps you don’t want a car that looks to the past; a recreation, no matter how loving, of a car that existed long ago. Perhaps you prefer the ë-C3’s more honest, more down-to-earth nature. Or perhaps the ë-C3’s quicker charging speeds will sway you. In any of these cases, I doubt you’ll be disappointed.This is a car that gets a few things wrong – not least its timing – but many other things right. And for the price, that’s all you can really ask of it.The factsOn test: Citroën ë-C3 MaxBody style: five-door SUVOn sale: nowHow much? £23,795 on the road (range from £22,095)How fast? 82mph, 0-62mph in 10.4secHow economical? 3.8mpkWh (WLTP Combined)Electric powertrain: AC permanent magnet synchronous motor with 44kWh (usable) battery, 100kW on-board charger, Type 2/CCS charging socketElectric range: 199 milesMaximum power/torque: 111bhp/92lb ftCO2 emissions: 0g/km (tailpipe), 20g/km (well-to-wheel)VED: £10 first year, then £195Warranty: 3 years / 60,000 milesSpare wheel as standard: no (not available)The rivalsRenault 5 Evolution 120118bhp, 192 miles, £22,995 on the roadThe new electric Renault 5: ‘Currently the one to beat in this class,’ says Alex Robbins - Jed LeicesterEasily the most exciting EV this year, this is an unashamed pastiche of the classic supermini, once a fixture on every street corner in France. This new Renault 5 is one of the most stylish new cars, with a beautifully finished interior, sweet road manners and a highly competitive price. Currently the one to beat in this class.GWM Ora 03 Pure169bhp, 193 miles, £24,995 on the roadThe GWM Ora 03 offers more power than the ë-C3 but has a somewhat naff interior - Matt VosperFar from a bargain basement price, but for (almost) £3,000 more than the ë-C3 you get quite a lot more power, more equipment and funky, cartoon-esque styling. For all that, the Ora 03 is hard to love, spoilt by a tiny boot, slightly wooden suspension, some naff interior plastics and a horrible touchscreen. Save your money, live with the power deficit and choose the ë-C3 instead.Fiat 500e94bhp, 118 miles, £25,035 on the roadThe Fiat 500e offers that marque’s classic look, but will cost you more – and won’t get you so far on a full chargeA car the ë-C3 and its ilk have outpriced to irrelevance. You’d have to really love the Fiat’s cute looks to want to spend £25,000 on one, knowing it wouldn’t get you much beyond 100 miles on a full charge. Some people do, of course, but the savvy buyer chooses an ë-C3 (or a Renault 5) – and comes away with change.Play The Telegraph’s brilliant range of Puzzles - and feel brighter every day. Train your brain and boost your mood with PlusWord, the Mini Crossword, the fearsome Killer Sudoku and even the classic Cryptic Crossword.
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