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Citroen finds its value niche within the Stellantis juggernaut with a likeable, practical electric hatchback

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As the various brands of the Stellantis juggernaut try to find their place and identity, Citroën appears to be morphing into the French Skoda, and the best example of that is the Citroën ë-C4, and its piston-powered equivalent the Citroën C4.

Years ago, that Skoda comparison would have been an insult, but it certainly isn’t today. Skoda takes shared mechanicals and manages to make them just that bit easier to use, less pretentious and more practical.

Comparing the ë-C4 and ë-C4 X makes me wonder if the latter was planned when the former was designed. Surely a more conventional design for the rear end of the C4, and a bigger liftback for this car, would have allowed Citroën to better appeal to a broader customer base?

The ë-C4 attempts a similar trick, taking the basis of a small car and building a bigger but cheaper one on top. So the ë-C4 has the same e-CMP platform as the Peugeot e-208 and is priced in line with that car, but it’s the size of the Peugeot e-308.

Citroën has just given it quite a comprehensive visual update to keep the family resemblance with the Citroen ë-C3, and to keep it fresh in a field with plenty of attractively priced alternatives like the Renault 5 and upcoming Renault 4, as well as the MG4 and Kia EV3.

As before, there’s also a slightly weird saloon version of the ë-C4, called ë-C4 X. It’s mechanically identical, so we’ll briefly touch on the differences where relevant.

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DESIGN & STYLING

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02 Citroen e C4 X 2025 review front driving

Towards the end of the last decade, Citroën set out on a path to give its future models an SUV look while avoiding the SUV drawbacks of a large frontal area and heavy weight that create more emissions. The Citroën C4 and ë-C4 hatchbacks were the first examples of that plan being put into action.

Quite interesting-looking, isn’t it? At 1520mm, it’s 25mm taller than a Ford Focus, and it runs tyres with up to 60-section sidewalls, which are positively balloonish by recent standards. There’s also lower-body cladding for fuller effect and a fastback sort of roofline. It’s a little shorter than the Toyota C-HR, itself barely a crossover, and again by about 25mm. 

Like so many manufacturers, Citroën has got rid of its logo on the back and replaced it with a Citroën script. Except the letters are not badges but stickers, which seems particularly cheap.

Who knew the BMW X6 would be so influential? This car has a less aggressive take on things, mind. Citroën is a company that’s often willing to make its cars look a little unusual, and that doesn’t do the C4 any harm.

For the 2025 facelift, the C4’s design was brought in line with Citroën’s latest design language, as seen on the Oli concept, and the C3 and C3 Aircross. This includes the redesigned logo, as well as a much more angular treatment for the head- and taillights that works surprisingly well with the C4’s fairly curvy shape. The rear end of the ë-C4 X remains unchanged, apart from the new-style badge.

The ë-C4 launched in 2020 with just one battery and motor combination: a 50kWh (47kWh usable) battery with a 134bhp motor. In 2024, a second, longer-range option was added. The battery cells for it have a more nickel-rich chemistry, increasing total installed capacity to 54kWh (50.8kWh usable), and range as far as 260 miles on the WLTP combined cycle. And along with that battery comes a new hybrid synchronous drive motor that makes more power 154bhp but is also more efficient.

In practice, many buyers probably won’t consciously choose one or the other, because the drivetrains are tied to the trim levels: You! and Plus come with the 50kWh version, Max with the 54kWh one.

INTERIOR

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09 Citroen e C4 X 2025 review dashboard

The Citroën ë-C4’s spacious, boldly featured and imaginatively laid-out interior helps the ambience transcend the influence of some of the cabin’s cheaper-feeling materials. There’s a wide variety of materials and finishes, from traditional graining to modern technical graining and fabrics, including a bold sash down the door. Up front, there’s a very good amount of cabin storage, with various trays, bins and not one but two gloveboxes.

For the 2025 update, Citroën has played around with the colours and materials but hasn’t made any substantive changes to the design.

With their memory foam construction, the ë-C4 X’s Advanced Comfort seats come with quite the billing. With the 2025 update, they’re supposedly even further improved, with 15mm thicker foam.

In practice, the seats and driving position are a little peculiar. The seat material is indeed very soft and gives the impression it might swallow the occupant whole, but we didn’t find them more supportive or comfortable than most other seats. Like other cars on this platform, the C4 has quite a long-arm, short-leg driving position that doesn’t suit everybody. The seats are angled in a way that lessens the effect, but does create a semi-recumbent driving position.  

Rear passengers have more legroom than in superminis like the Renault 5 and Peugeot e208, but less than in an MG4 or Kia EV3. They also benefit from a pair of air vents and a single USB port.

At 380 litres, the boot occupies a similar territory relative to rivals. The ë-C4 X expands that to 510 litres, though it is accessed via a notchback-style bootlid rather than a hatch. It’s a shallower space than the C4 hatchback offers but still quite long and wide and well able to swallow bigger suitcases and storage boxes, although it’s a little sparsely provisioned. (There are no power sockets or retention nets.)

Infotainment

All versions of the car get a 10.0in touchscreen infotainment system and a digital instrument cluster (5.5in originally, and on You! trim, 7in from 2025). Both are fairly clear, and you can customise them to show what you find useful.

Apple CarPlay and Android Auto are both wireless and well-integrated. Voice control works consistently well when entering navigation destinations, and the navigation system plots routes intelligently and with good live traffic information.

Unlike on Peugeot models with effectively the same interface, the Citroën C4’s screens aren’t cluttered with climate controls, since there are separate physical buttons and dials for these.

This shared Stellantis interface is never the zippiest, but the touchscreen on our 2025 test car was particularly laggy and unresponsive – some of the worst we’ve found recently. This was not the case on earlier test cars, so may have been a glitch on that particular car.

ENGINES & PERFORMANCE

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00116 Citroen e C4 X 2025 review

There are two pedals and a small, simple gear selector in the ë-C4, plus the option of a B mode, which gives greater lift-off deceleration but doesn’t allow for one-pedal driving; there’s always creep at low speeds, and there’s always some throttle-off regen. There are no controls for finer adjustment of battery energy regeneration, though, and while that keeps the driving experience simple, there are times when you miss them.

The car has plenty of instant pick-up around town and as you accelerate up to the national speed limit – at which point the 134bhp of the standard models begins to feel weedier. Even so, there’s very respectable performance and great drivability everywhere until that point.

You wouldn’t call either the accelerator or brake unpredictable, but both lack a bit of progression. The brake pedal is very soft.

With the top-level model, the extra motor power isn’t so apparent when the ë-C4 is picking up from low speeds, but it does deliver useful extra performance above 50mph, where that hybrid synchronous motor would also deliver most of its yield on improved running efficiency, you’d bet.

The catch is that you have to remember to use Sport driving mode or press through the kickdown switch in order to tap into the extra high-speed performance. If you don’t, motor power is capped at the same 134bhp of the standard car, and torque is the same 192lb ft at any rate.

RIDE & HANDLING

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17 Citroen e C4 2025 review driving

The low-effort, comfort-centred dynamic character that Citroën aims for with its cars has been given another outing with the ë-C4 X and executed fairly competently, although not exceptionally well.

Handling precision hasn’t been totally cast aside, though, because the truth is that this simply wouldn’t feel like a modern family car if it went down the road anything like a 1980s BX or even the 1990s ZX we referenced earlier. There is softness and absorption about the ride gait, but there aren’t extremes of float or body roll. Transverse ridges that work the suspension identically across the axles are absorbed really gently but asymmetrical axle inputs like sunken drains and smaller bumps aren’t dealt with so calmly.

Grip levels are medium light, but still strong enough to allow the car to carry brisker cornering speeds around smoother bends. Steering that’s particularly light at low speeds is recalibrated for greater weight at higher ones, and especially so in Sport mode. So there’s no great risk of any sense of flightiness or sensitivity about the car’s handling – but equally, no risk of any contact patch feel either.

Get too ambitious with your rate of progress (that electric powertrain doesn’t make it easy) and you will find the margins of the car’s roadholding quite subtly but effectively guarded by its always-on stability control system. The car is stable and understeers at the limit, but the electronics don’t allow you to find that out without a lot of commitment.

Comfort and Isolation

This is where the ë-C4 X feels like it should have excelled. In the end, it’s good – if a little way short of exceptional.

Having low rolling resistance for a modern passenger car and being fairly aerodynamic, it is generally quiet-riding. On Millbrook’s high-speed bowl, the ë-C4 X generated 62dBA of cabin noise at a 50mph cruise, where an ID 3 an MG 4 were 2dBA and 3dBA noisier (in less clement test conditions in the MG’s case).

Road surface noise is quite low, wind noise likewise. But Citroën’s hydraulic bump stops don’t always seem adept at filtering out ‘bump-thump’-style axle noise as the car crosses ridges and broken asphalt, so the suspension can at times feel a little under-damped and excitable.

With the reservations noted earlier, Citroën’s front seats offer decent space, adjustability and comfort, with the driver’s side offering some motorised adjustment and adjustable lumbar support in the case of our test car, which had an optional seat upgrade. The lane keeping system makes for fairly relaxed long-distance motorway driving (although you will want to turn it off on winding A-roads) and its other driver aids are mostly unintrusive.

Assisted driving notes

The entry-level ë-C4 X has Citroën’s Standard Safety Pack, which includes a lower-tier autonomous emergency braking system with pedestrian detection and lane departure warning. Only on Max-trim cars is this upgraded to include AEB with cyclist detection and radar.

Max also get adaptive cruise control and blind spot monitoring. The former is a standard-issue Stellantis system that isn’t the quickest or smoothest, but by no means the worst we’ve tried.

The other systems work well enough, but as usual the lane keep assist and overspeed warning are far from perfect and frequently annoying. A prod of a button just under the infotainment screen brings up a menu via which you can disable them fairly easily.

MPG & RUNNING COSTS

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01 Citroen e C4 2025 review front driving

The ë-C4 X is quite a lot of electric car to be available from £27,360. With one or two exceptions, most EVs at the price point are supermini-sized and only one or two offer cabin space fit for two rows of adult passengers.

Curiously, the booted ë-C4 X is quite a bit cheaper than the ë-C4 hatchback, which costs from £27,650 in inferior You! trim.

The version you really want is the Max, which costs £31,505 as an ë-C4, or £30,150 as an ë-C4 X. Max trim adds equipment such as heated seats, front parking sensors, a variable-height boot floor, and most significantly, the bigger battery pack and more efficient drivetrain.

Even so, that puts it in the same ballpark as a high-spec Renault 5, which is much nicer car in every way, but also a much smaller and less practical one. It undercuts the MG 4 Long Range in Trophy trim by a small margin and the Kia EV3 58.3kWh by a bigger one.

It’s frustrating that the upgraded powertrain only comes with the most expensive trim, because in our experience it is the far superior option. We averaged 3.7mpkWh in mixed usage with it, and even over 4.0mpkWh when navigating slower traffic, compared with low 3.3mpkWh in the entry-level version. That means the 54kWh version will be cheaper to run, and has much more usable cruising range – 188 miles versus 155.

VERDICT

20 Citroen e C4 2025 review static

Four years into the Citroën ë-C4’s lifecycle, the market around it has changed. On one side, there’s an influx of appealing supermini-sized EVs such as its sibling the ë-C3, and the brilliant Renault 5. On the other, there are slightly larger hatchbacks and crossovers such as the MG4 and Kia EV3.

But with good price management, the ë-C4 has found itself offering something approaching the space and practicality of the latter at the price of the former. The ë-C4 X saloon remains an odd duck, but an even more attractively priced one.

There are gripes: its focus on comfort isn’t entirely successful, and the ë-C4 also suffers from a sluggish multimedia system. It’s also annoying that the drivetrain you want is tied to the top trim level.

That makes a Renault 5 or Kia EV3 much nicer cars, but one is significantly less practical, and the other is more expensive. It seems the ë-C4 has really found its place.

Illya Verpraet

Illya Verpraet Road Tester Autocar
Title: Road Tester

As a road tester, Illya drives everything from superminis to supercars, and writes reviews and comparison tests, while also managing the magazine’s Drives section. Much of his time is spent wrangling the data logger and wielding the tape measure to gather the data for Autocar’s in-depth instrumented road tests.

He loves cars that are fun and usable on the road – whether piston-powered or electric – or just cars that are very fit for purpose. When not in test cars, he drives an R53-generation Mini Cooper S.

Matt Saunders

Matt Saunders Autocar
Title: Road test editor

As Autocar’s chief car tester and reviewer, it’s Matt’s job to ensure the quality, objectivity, relevance and rigour of the entirety of Autocar’s reviews output, as well contributing a great many detailed road tests, group tests and drive reviews himself.

Matt has been an Autocar staffer since the autumn of 2003, and has been lucky enough to work alongside some of the magazine’s best-known writers and contributors over that time. He served as staff writer, features editor, assistant editor and digital editor, before joining the road test desk in 2011.

Since then he’s driven, measured, lap-timed, figured, and reported on cars as varied as the Bugatti Veyron, Rolls-Royce PhantomTesla RoadsterAriel Hipercar, Tata Nano, McLaren SennaRenault Twizy and Toyota Mirai. Among his wider personal highlights of the job have been covering Sebastien Loeb’s record-breaking run at Pikes Peak in 2013; doing 190mph on derestricted German autobahn in a Brabus Rocket; and driving McLaren’s legendary ‘XP5’ F1 prototype. His own car is a trusty Mazda CX-5.