Citroen e-C3 review

Citroen e-C3 review

We get behind the wheel of the Citroen e-C3 – one of the most affordable electric cars on the market…

There are many reasons why EVs are not selling as well as had been hoped, including the lack of incentives, patchy public charging infrastructure and range anxiety.

But for many drivers, it’s the upfront cost – which is why cars like the all-new Citroen e-C3 are so important.

Citroen e-C3 review

Starting at £21,990, it’s about the same price as an equivalent, well-equipped, small petrol hatchback.

And while its claimed range is a modest 199 miles, it’s more than enough for most motorists.

The fact is that the average car in the UK travels around 20 miles a day (about 140 miles per week) – and that figure is skewed by a small number of high-mileage drivers – so the reality is much less, especially in urban areas.

Citroen e-C3 review

In other words, small EVs are starting to make sense for more drivers, especially if you can charge from home and can take advantage of cheaper electricity tariffs.

The Citroen e-C3 isn’t even the cheapest five-door electric car on the market. The Dacia Spring wins that title (priced from £14,995), followed by the Leapmotor T03 (£15,995). However, the likeable Citroen is more grown-up and edges it when it comes to comfort, kit and practicality.

Like its stablemates under the giant Stellantis umbrella, which also includes Peugeot, Fiat and Vauxhall, Citroen is hedging its bets with its new compact hatchback because it’s also available with a basic petrol engine (from £17,990).

Citroen e-C3 review

Originally launched in 2002, the C3 is now in its four generation. And just to demonstrate its importance – 5.6 million have been sold globally since then, making it the brand’s best-selling model ever, even dethroning the iconic 2CV.

The Citroen e-C3 is the first electric version of the C3, which now features SUV-inspired styling, including short overhangs, front and rear skid plates, roof rails and large 17-inch alloys.

Retaining the same footprint as the outgoing model, the new car is 10cm taller, while ground clearance has also increased.

Citroen e-C3 review

First impressions are great. It’s good looking in a chunky way, feels solid and the contrasting roof colours are cool. I particularly liked the Monte Carlo Blue with a white roof option.

Inside, the e-C3 isn’t as cheap and nasty as you might think. While there are plenty of hard plastic surfaces, there’s also a swathe of fabric trim across the middle of the dashboard, while the cockpit design itself is funky and modern.

Up front, there’s a 10.25-inch touchscreen, a small, low-set, oblong steering wheel and a sleek digital driver’s display integrated into the dashboard above.

Citroen e-C3 review

The set-up works nicely, though the main infotainment screen’s graphics are fairly basic.

The cabin is surprisingly spacious and the driving position is a tad higher than you’d expect in a small hatchback, but then the e-C3 has a crossover feel.

There’s no shortage of headroom and there’s a decent amount of legroom in the back. At 310 litres, the e-C3’s boot is about average (there’s a high lip, but it is fairly deep), and if you fold down the 60:40-split rear seats, a total of 1,188 litres of storage is available.

Citroen e-C3 review

However, the standout feature of the e-C3’s interior is the level of cushioning and support provided by Citroen’s squidgy ‘Advanced Comfort’ seats.

All versions come with a generous level of standard equipment, including LED headlights, electric door mirrors,  rear parking radar, rear spoiler, cruise control, manual air conditioning, six airbags, and a suite of driver assistance and safety features.

Depending on which trim level you opt for (Plus or Max), other goodies on offer include power-folding and heated door mirrors, leather-effect steering wheel, LED rear lights, rear privacy glass, wireless charging and a rear camera.

Gareth Herincx driving a Citroen e-C3

At launch, the Citroen e-C3 is available with a 44kWh battery that’s good for an official range of up to 199 miles, with 100kW DC rapid charging providing 20% to 80% of capacity in as little as 26 minutes.

Its front-mounted electric motor produces 114bhp, which translates into a claimed 0-62mph time of 11 seconds, and a top speed of 84mph.

Those figures may sound modest, but the reality is that it’s quick enough off the line and it can hold its own on faster roads and motorways.

Citroen e-C3 review

In fact, it drives well, though of course, with its light steering and excellent visibility, it’s best suited to an urban environment.

It’s also an ideal small car for dealing with the UK’s pothole-blighted roads. In addition to the superb seats, it’s also blessed with Citroen’s ‘Advance Comfort’ suspension which soaks up imperfections and delivers a refined, smooth rode for the most part.

Despite its height and soft suspension, the e-C3 manages to corner well too with controlled body lean.

Citroen e-C3 review

I’d estimate the real-world range is closer to 150-160 miles, though if most of your driving is in built-up areas the claimed 199 miles is more than possible, especially in warmer weather.

Interestingly, there’s no ‘B’ button for increasing regenerative braking on the gear selector (a Stellantis fixture until now). Instead, there’s a ‘C’ (for comfort) button.

So, disappointingly, the regenerative braking levels can’t be adjusted and there’s no one-pedal driving mode.

Ultimately, the e-C3 is very capable and good value for money. A car that will help bring all-electric motoring to the masses.

Verdict: The new Citroen e-C3 is an affordable and appealing small EV with an accent on comfort and practicality.

Citroen UK

Leapmotor T03 review

Leapmotor T03 review

New car, new brand to the UK. We get behind the wheel of the dinky Leapmotor T03 hatchback…

Unlike most of the other new car brands from China, Leapmotor is a joint venture with Stellantis – the group which already includes Peugeot, Vauxhall, Fiat, Citroen, Jeep – to name but a few.

So, rather than having to set up from scratch, Leapmotor is leveraging Stellantis’ experience, which includes access to dealerships and an after-sales network.

Leapmotor T03 review

Leapmotor is launching in the UK with two all-electric cars – the pint-sized T03 hatchback and mid-sized SUV, the C10.

I’ve driven both, but this week I’m concentrating on the awkwardly-named T03 (a cute moniker might have been an idea, but there you go).

Priced from just £15,995, it’s the UK’s second-cheapest EV, at just £1,000 more than the Dacia Spring.

Leapmotor T03 review

I’m not 100% sure about the T03’s kerb appeal. While it’s not ugly, it’s certainly no Fiat 500, and there’s a hint of Daewoo Matiz about it.

One thing is for sure – it’s a strong all-round package. Thanks in part to its height (it’s taller than the Fiat 500e and Dacia Spring), it’s surprisingly spacious, with plenty of headroom throughout, and just enough legroom for adult passengers in the back.

Boot space is a cosy 210 litres, rising to 880 litres with the rear seats folded, so enough for a small shopping trip or carry-on luggage.

Leapmotor T03 review

Leapmotor has kept things simple with the T03. It’s only available in one (well-equipped) specification – all you do is choose the colour (Light White, Starry Silver and Glacier Blue).

For such an affordable hatchback, the list of goodies includes 15-inch alloys, a 10.1-inch central infotainment touchscreen, 8.0-inch digital driver’s display, panoramic sunroof, reversing camera, climate control, electronic parking brake and keyless start.

Safety and driver assistance tech, such as blind spot detection, lane departure warning, adaptive cruise control and autonomous emergency braking (AEB), is all standard too.

Leapmotor T03 review

The heart of the little T03 is a 37.3kWh battery which offers a claimed 165 miles of range (more in city driving).

The electric motor on the front axle pushes out 94bhp and 117lb-ft of torque, which is enough for a 0–62mph time of 12.7 seconds and a top speed of 81mph.

The only obvious signs of cost-cutting are the lack of rear wiper, plasticky interior and lack of steering wheel reach adjustment. That said, it seems well put together, the infotainment tech available is impressive for a car in this sector and the doors close with a satisfying clunk.

Leapmotor T03 review

Sadly, my sat nav froze during my test drive and some of the infotainment screen text seemed on the small side to me, so it’s not perfect and there would seem to be a few early glitches.

It should also be noted that there’s currently no Apple CarPlay or Android Auto compatibility. That could be sorted with an Over-the-Air (OTA) upgrade, but it may be a red line for some customers. In the meantime, there is Bluetooth connectivity.

Once you get used to the fairly high seating position, the first thing you notice on the move is an irritating whine from the electric motor. Thankfully, it disappears over 20mph, but it’s not quite the whisper-quiet experience of many EVs and road/wind noise is noticeable the faster you go.

Leapmotor T03 review

On the road, the Leapmotor T03 bowls along surprisingly well. It’s not the fastest EV out there, but absolutely fine for nipping around and there’s enough power to keep up with most traffic, even at motorway speeds.

A combination of its light weight (1,175kg), small footprint, wheel-at-each-corner design and tight turning circle result in a pleasant driving experience, even if it’s well short of putting a smile on your face.

The suspension is a tad stiff, but it soaks up most of the potholes. For the most part it feels settled and all-round visibility is good.

Leapmotor T03 review

It’s wisely been fitted with a set of classy Continental tyres, so there’s decent grip, while the steering is light. Delve inside the touchscreen and you’ll find three steering settings – Comfort, Standard and Sport. They are worth a try, with Sport just edging it for me.

There are also three drive modes (again hidden inside the infotainment system) – Eco, Comfort and Sport. As ever, stick to Comfort, which offers the best balance of economy and ‘performance’.

Sadly, there are no flappy paddles to adjust the brake regeneration behind the steering wheel, so it just varies according to the drive mode selected (Eco for max), and you won’t find a one-pedal option. On the plus side, the brakes in general are fairly progressive.

Leapmotor T03 review

Regen will claw back a bit of energy lost during braking and coasting, but naturally you’ll have to plug in for a full charge.

Most owners will charge overnight at home, but if you’re on the move, a 30 to 80% top-up using a rapid charger should take just over half an hour.

I’d need to spend a week with the T03 to come up with a more accurate real-world economy estimate, but I achieved around 3.5 miles/kWh during my test drive on mixed roads, so I reckon a 120-mile range is possible on a run – and closer to 200 miles in slow city driving.

Leapmotor T03 review

Inevitably, the Leapmotor T03 will be compared with the Dacia Spring. Just from first impressions, I’d say the T03 has more space for passengers, better quality materials are used and it seems more solid. It also has a longer range and it comes with a four-year warranty.

All in all, Leapmotor and Stellantis should be commended for helping to bring affordable electric motoring to the masses.

Verdict: The Leapmotor T03 isn’t quite the cheapest, but it is the best value EV on the UK market. Surprisingly spacious, comfortable, well-equipped and with a respectable range, it’s an ideal zero emissions urban runabout.

Leapmotor UK Leapmotor T03 review

Alfa Romeo Junior review

Alfa Romeo Junior

We get behind the wheel of the first electric car from iconic Italian brand, Alfa Romeo…

If all had gone to plan, Alfa Romeo’s debut EV would have been called the Milano. However, after a political row, the company had to dip into its heritage to resurrect the Junior moniker.

You see, Alfa Romeo isn’t the thoroughbred Italian than it once was because it’s now part of the giant Stellantis group, which also includes Citroen, Peugeot, Fiat, DS, Jeep and Abarth.

Alfa Romeo Junior

So, the Junior is built some distance from Milan at the Tychy plant in Poland, and it shares its platform with the Jeep Avenger and Fiat 600, which are also manufactured there.

The good news is that the Alfa Romeo Junior (also available as a mild hybrid) is one of the best compact SUVs on the market.

The EV version, marketed as the Junior Elettrica is priced from £33,895, and there’s a choice of three models – the Elettrica, Elettrica Speciale and Elettrica 280 Veloce.

Alfa Romeo Junior

All three use the familiar Stellantis 54kWh battery pack. However, the electric motor in the Elettrica and Elettrica Speciale develops 154bhp, while the range-topping Veloce is uprated to 278bhp. Drive on all three is via the front wheels.

In acceleration terms, that’s 9 seconds compared to 5.9 seconds for the Veloce to reach 62mph from standstill. The downside is that the official range for the latter drops from 250 to 215 miles.

The Elettrica is well equipped and comes standard with 18-inch alloys, rear parking sensors, LED lights, auto wipers, a 10.25-inch infotainment with Apple CarPlay and Android Auto, 10.25-inch driver’s display and safety kit including AEB, Adaptive Cruise Control and Active Lane Assist.

Alfa Romeo Junior

The Speciale adds privacy glass, an electric driver’s seat, a180-degree camera, a hands-free tailgate, sports styling tweaks and keyless entry with proximity access technology.

The top-rung Veloce gets 25mm lower suspension, red brake callipers, 20-inch alloys, leather steering wheel, and sports pedals.

I tested a mid-range Elettrica Speciale in stunning Brera Red, with a contrasting black roof.

Slotting in below the Tonale and Stelvio SUVs in the Alfa Romeo line-up, the Junior is an attractive car, managing to look both delicate and aggressive.

Alfa Romeo Junior

There’s even a new take on the scudetto – or shield – up front. The ‘shield grille’ is now embedded with the Alfa Romeo logo. Personally, I think it looks like a 3D printing exercise and some of the Alfa Romeo identity has been lost in the process, but judge for yourself.

Inside, it’s very driver-centric, with the large infotainment screen angled towards you.

The seats are comfortable and supportive, while visibility is good at the front and sides, but trickier at the back thanks to the rising window line and chunky rear pillars. Thankfully, every Junior comes with rear parking sensors for parking manoeuvres, while the Speciale and Veloce get a rear-view camera too.

Alfa Romeo Junior

The infotainment is a mixed bag. It’s by no means best in class in terms of graphics, layout and response times, but it does the job and you can always connect your phone via Android Auto or Apple CarPlay.

The system’s saving grace is the row of real buttons below the touchscreen with key features including temperature, fan speed and volume. If only the likes of Tesla and Volvo would do the same, because physical controls for essentials are easier and safer than prodding and swiping a screen on the move.

Build quality is good, but the overall experience would be classier if there were a few less hard plastic surfaces in the cabin.

Alfa Romeo Junior

Rear passenger space is reasonable, so it’s just possible for me to sit behind an adult of the same height (5’11”), but it would be a tad cosy for a long journey.

Boot space is OK with 400 litres (or 1,265 litres with the 60/40 seats flipped). There’s also a small ‘frunk’ under the bonnet – ideal for storing your charging cable.

So far so good, but it’s when you get behind the wheel of the Alfa Romeo Junior that it starts to become, er, speciale.

Alfa Romeo Junior

Unlike most electric crossovers, the driving position is very good. The seat can be lowered so you don’t feel perched, as is often the case.

This pays dividends once you’re on the move, because you immediately feel more involved with the car and the overall driving experience.

With a decent turn of speed, plus light, yet sharp and accurate steering, it’s nippy and easy to drive in town.

Overall ride quality is on the firm side, but not uncomfortably so, chiming with the Junior’s sporty driving characteristics.

Alfa Romeo Junior

Push it on more challenging roads and it handles well. Body lean is well controlled and there’s decent traction. If the brakes were more progressive, it would be even better.

Weighing in at 1,545kg, it’s relatively light for an EV, so it does feel agile, but if you want more of a hot hatch experience you’ll have to pay £42,295 for the Veloce which has more power, a lower ride height, beefed-up suspension, stiffer anti-roll bars, bigger brakes and uprated tyres.

Like other Alfa Romeo cars, the Junior gets DNA (Dynamic, Natural and Advanced Efficiency) drive modes, which adjust steering weight, throttle response and brake feel.

As ever, Dynamic is fine for fun, short bursts with maximum power on tap and Advanced Efficiency dulls the engagement factor, so best to stay in Natural for the best blend of performance and efficiency.

Alfa Romeo Junior

The other thing to say about the drive modes is that there’s mild regenerative braking in A and N, and none in D. If you want higher regen, you’ll have to switch the gear selector to B, but it’s not quite the one-pedal effect.

Talking of recharging, every Junior has a standard heat pump, which should help with winter battery efficiency, but my experience after a week of mixed driving is that the real-world range from the 154bhp Elettrica Speciale is closer to 200 miles, which is a bit disappointing.

And if you do have to stop (you will on a long journey), Alfa Romeo quotes a 10-80% charge time of 30 minutes at speeds up to 100kW DC.

Ultimately, the Alfa Romeo Junior Speciale isn’t perfect, but it’s brimming with character, and it does deliver an engaging drive, unlike most of its rivals.

Verdict: If you’re looking for an electric compact SUV that is fun to drive, stands out from the crowd, offers good value and is well-equipped, then the Alfa Romeo Junior should be high up on your shortlist.

Alfa Romeo UK

Omoda E5 review

Omoda E5 review

We road test the all-new, all-electric Omoda E5 family SUV…

Omoda is a new brand to the UK and is owned by Chery, one of the largest car manufacturers in China.

The Omoda 5 is a mid-sized family SUV, available with either a 1.6-litre petrol engine or an EV (badged Omoda E5).

The former is pitched as a rival to the Kia Sportage, MG HS and Nissan Qashqai. Starting at just £25,235, it represents a lot of car for the money.

Omoda 5 and Omoda E5

My focus here is on the electric version (branded E5), which is priced from a very competitive £33,055 and has a claimed range of 257 miles.

The Omoda E5 has the likes of the Volkswagen ID.3, Hyundai Kona Electric and Kia Niro EV firmly in its sights, along with its fellow Chinese imports, the BYD Atto 3 and MG ZS EV.

The Omoda 5 siblings can be distinguished by their grilles. The E5’s is nicely smoothed off, while the 5 sports a prominent mesh.

Omoda E5 review

Other than that, it’s a high-riding SUV which looks most similar to a Qashqai. In fact, it’s about the same size too.

There are two trim levels – Comfort and Noble. Inside, the Omoda E5 gets a 12.25-inch infotainment system alongside a high-definition instrument cluster display with essential driving information.

It works well enough, but as with many rivals, there’s far too much going on in the centre touchscreen and not enough physical buttons.

Omoda E5 review

Other highlights include a heated, synthetic leather multi-function steering wheel, six-way power adjusted driver’s seat and integrated headrests as standard.

Noble variants add faux leather sports seats with four-way adjustment for the front passenger. All models get an eight-speaker Sony audio system, Apple CarPlay, Android Auto and a 50W wireless charger conveniently positioned in the centre console.

The suite of standard safety and driving assistance features includes Lane Change Assist, Lane Departure Warning and Prevention, Blind Spot Detection, Forward Collision Warning, Autonomous Emergency Braking, Rear Cross Traffic Brake, and Door Open Warning.

Omoda E5 review

More importantly, the Omoda E5 is powered by a 150kW (204bhp) electric motor and a 61kWh BYD ‘Blade’ battery, and thanks to a relatively svelte kerb weight of 1,710kg (for an EV) it’ll do 0-62mph in 7.2 seconds.

Fuel efficiency is a claimed 3.8 miles/kWh which should give a real-world range of 234 miles. I’d need to drive it for a week or so to find out for myself, but it certainly seems realistic after a day of driving on mixed roads.

While the fastest charging speed is just 80kW on a rapid charger, that’s still enough for a 28-minute top-up from 30-80% in a decent 28 minutes. That said, the charging port is in the nose, which makes life simple at public chargers.

Omoda E5 review

The first thing I noticed when entering the Omoda E5 is that the seating position is on the high side for me. Consequently, visibility is pretty good and even where it’s limited (the chunky rear pillars and small hatch window), there are cameras and sensors to help you manoeuvre.

Soft-touch surfaces and the general quality of materials in the cabin is good. Space for rear passengers is adequate, but the floor is high so it’s not the most natural seating position. Luggage capacity is a reasonable 380 litres, expanding to 1,075 litres with the back seats flipped down.

And it’s the boot that houses one of the E5’s biggest surprises – a full-size spare wheel for that extra peace of mind, and unheard of in an electric vehicle where every kilo counts!

Omoda E5 review

On the road, the ride is on the firm side. You can feel a lot of lumps and bumps on the road, and on poor surfaces it is possible to get jostled around in the cabin. On the plus side, body lean is well controlled in more challenging corners.

I drove it mainly in the rain, and while grip generally is good, it’s easy to spin the front wheels if you’re too heavy with your right foot when pulling away from junctions. Oh, and it’s swift, without being stupidly fast like some EVs these days.

At higher speeds, wind and road noise are more noticeable, especially around the door mirrors. Other than that, it’s as refined as any other EV.

Omoda E5 review

The steering is fairly precise, and there are two weight settings. Brake regeneration goes one better (low, medium or high) and it’s possible to adjust the brake sensitivity (high or low).

The only issue is that all these settings are adjusted via the centre touchscreen. For me, steering wheel paddles to adjust the brake regen would be a godsend, for instance.

There are three drive modes (Eco, Normal and Sport). Sport is fine for short bursts, but you’ll probably stay in Normal because it’s easier and it’s a good balance of power and efficiency.

Overall, driving the Omoda E5 is unlikely to put a smile on your face, but it’s a perfectly respectable EV to drive, at its best cruising on the motorway or fast A roads.

Finally, the Omoda E5 comes with peace of mind because you get a tempting seven-year, 100,000-mile warranty, plus an eight-year, 100,000-mile warranty for the main battery.

Verdict: The Omoda E5 is decent debut car from a new brand to the UK and definitely worth a test drive. Well-equipped, safe, pleasant to drive, and with a decent real-world range, the E5 is great value for money and comes with a generous seven-year warranty.

Omoda UK

Meet the all-new, all-electric Skoda Elroq

Home / Auto News / Meet the all-new, all-electric Skoda Elroq

Gareth Herincx

33 mins ago
Auto News

Skoda Elroq

Skoda has released the first official pictures of its Elroq compact SUV.

The camouflaged prototype looks like a cross between the bigger Enyaq and similarly-sized, conventionally-powered Karoq. It will have a range as high as 348 miles and charging times as quick as 28 minutes.

The first Skoda model to adopt the new ‘Modern Solid’ design language, it will combine comfort with practicality and value-for-money.

Skoda Elroq

The introduction of the Elroq marks the beginning of Skoda’s new EV offensive, which will see the launch of six battery-electric cars over the coming years.

There’s no official word on UK pricing yet, but we’d expect the range to start below £40,000. Rivals will include the Volvo EX30, Ford Explorer and upcoming Kia EV3.

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Gareth is a versatile journalist, copywriter and digital editor who’s worked across the media in newspapers, magazines, TV, teletext, radio and online. After long stints at the BBC, GMTV and ITV, he now specialises in motoring.

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