2023-07-04 11:00:00
Appearing almost three years ago, the Citroën ë-C4 is the first stone in the 100% electric building of PSA (which became Stellantis in 2021) if we exclude the C-Zero, a clone of the Mitsubishi i-Miev. Sharing platform and mechanical elements with other cousins of the group, and in particular the Peugeot e-208 and e-2008, this 4.36 m long sedan has a 136 hp electric motor powered by a battery with a gross capacity of 50 kWh.
Modest values if we compare them to those of other compact models such as the Renault Megane E-Tech or the Volkswagen ID. 3, but which are at the level of its price, much lower: from €29,990, bonus of €5,000 deducted. On the other hand, a more efficient version, equipped with a battery of 54 kW gross and 156 hp, is already in the pipes. While waiting for the imminent test of this new generation, let’s focus on the range of the current model by measuring its consumption…
Not too heavy (1,541 kg advertised) and equipped with relatively narrow low rolling resistance tires (Michelin e-Premacy in 195 mm wide), the ë-C4 does not appear particularly greedy in electricity. His lower appetite for 13 kWh/100 km on the road lets hope 350 km before recharging. And in villewith only 11,2 kWh/100 km readings, we can even reach 400 despite the low battery capacity of 46 useful kWh.
Alas, it gets complicated on the fast lane. At 130 km/hthe ë-C4 thus claims 22,5 kWh/100 kmi.e. a range of just over 200 kmor 160 km with 80% of battery. And this in optimal conditions (little relief, outside temperature of 20°C, light wind). It is therefore better to reduce the speed directly to 120 km/h to limit consumption to 20,1 kWh/100 km and provide relays of 180 km (with 80% of “full”) to 228 km (at around 100%) (which we saw during our recent 1,000 km long-term test). Especially since the power of charge on DC fast terminals peaks at 90 kW, and for a short time according to our readings. Either branches of 35 minutes to go from 10 to 80% battery.
If the autonomy of the ë-C4 136 hp can be sufficient in town and on the road, it is clearly insufficient on long journeys. Even by limiting its speed to 120 km / h, difficult to carry out relays of more than 160 km with 80% of the battery. A value that will be further reduced in the middle of winter. Hard to accept for a family-oriented vehicle, even if the entry price of €29,990 (bonus included) is interesting. Let’s hope that the new model, with a new motor and a 54 kWh battery, will really do better…
Caradisiac measures: how we proceed…
We systematically carry out four consumption measurement cycles on the same routes: in ville with zones at 30 and 50 km/h, on route at 80 km/h maximum, and finally on highway at 130 km/h then at 120 km/h to find out if lowering the speed allows a significant gain on a long journey (and therefore the saving of one or more refills).
-Our conduct:
It is intended to be “eco-responsible”, with clear accelerations but good anticipation of slowdowns (crossroads, red lights, stop signs) to avoid unnecessary energy expenditure. In addition, strict compliance with the maximum authorized speeds is guaranteed by the use of the electronic speed limiter. Finally, to be close to everyday use and to assess the impact of heating and air conditioning on consumption, we systematically set the interior temperature to 20°C, preconditioning on the mains.
-Our measurements:
Knowing that they are carried out in a particular context (light relief, climatic conditions in particular), our measurements do not constitute absolute values but make it possible to evaluate consumption at a precise moment. We therefore systematically indicate the outside temperatures. Deduced from the number of kWh consumed over 100 km, the range depends on the useful capacity of the battery.
Finally, the charging times on the DC direct current fast terminal are evaluated using the battery preconditioning systems when our test models are equipped with them.
electrical glossary
kW : the unit of measurement of engine power of course, but also of the electric current which recharges the battery.
kWh : the unit used to determine the storage capacity of the battery. Vulgarly the power it can provide for an hour.
kWh/100 km : corollary of these units of measurement, the consumption of an electric vehicle is assessed in kWh delivered over 100 km.
AC alternating current / DC direct current charging: What are the differences?
Alternating current “AC” from household and public outlets
mains socket : on conventional sockets in the house, the charging power does not exceed 2.3 kW. It takes several days to recharge the largest batteries. The cable is still basic and provided with a casing.
Reinforced grip : more secure sockets can deliver up to 3.4 kW with the classic cable. Correct to recover part of the battery capacity of a city car overnight, but insufficient for large models.
Prise Wallbox : generally offered by dealers, they are installed at home to deliver between 7.4 kW (single-phase current) and 11 kW (three-phase current). Requires a specific cable (Type 2 mode 3), often supplied as standard. We can then recover the entire battery capacity of a compact sedan overnight.
Public terminals : public AC terminals are more powerful: up to 43 kW in three-phase with the Type 2 Mode 3 cable. But the models that can make the most of it are rare, and you often have to tick an option to have a capable charger to collect 22 kW.
The “DC” direct current of the fast terminals
Equipped with their own cables (large section) with specific plugs and generally located near major arteries, direct current fast terminals provide between 50 and 350 kW. In the best case, we can then charge up to 80% of the battery in less than 30 or even 20 minutes, at least for the most advanced electric vehicles. But be careful: charging more than 80% is of little interest, the power of the current falling beyond that.
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