October 2023. Paris. Stellantis presents something to the world that was meant to change the rules of the game in the European electric vehicle market. It wasn't another luxury SUV with a 600 km range and a price exceeding €60,000. It was a small, urban car with a starting price of €23,300 and a promise that electric mobility isn't just a toy for the wealthy. The Citroën ë-C3 was meant to answer the question that troubled millions of Europeans: can I afford an electric car? The market reaction was immediate. Automotive media practically exploded with enthusiasm. "Electric car for the people," "Dacia Spring killer," "revolution in the budget EV segment." But were these words justified? Did Citroën really create a car that would open electric mobility to the middle class? Or was it another marketing promise that crashes against the realities of daily use? After almost two years since the premiere and over half a year since the market debut in Poland, we can now answer these questions. And the answer isn't straightforward - but that's actually good. Because the ë-C3 is a car full of compromises, and it's precisely these compromises that help it hit a niche whose existence many manufacturers seem unaware of. But Let's Start with the Basics: What Actually Is the Citroën ë-C3? The Citroën ë-C3 is the fourth generation of the iconic C3 model, which since 2002 has sold 5.6 million units. It's the most important model in Citroën's lineup, representing 29% of the brand's sales volume in Europe. In 2022 alone, the C3 model captured 11% of the entire European B-segment market. But note - the new ë-C3 isn't simply an electrified version of its predecessor. It's a completely new construction, based on the Smart Car platform, created by the Stellantis group specifically for affordable electric cars for emerging markets and Europe. This platform debuted in India, where under the Citroën C3 name, tens of thousands of units are already running in the combustion version. Basic Technical Data (2025): Battery: 44 kWh (LFP - lithium iron phosphate) Motor: 83 kW / 113 HP, 120 Nm WLTP Range: 320 km (44 kWh version) 0-100 km/h Acceleration: 11 seconds Top Speed: 135 km/h AC Charging: 7.4 kW (standard), 11 kW (option) DC Charging: 100 kW (20-80% in 26 minutes) Connector: CCS2 (Combo 2) Versions Available in Poland (2025): 1. You - from 107,950 PLN 16-inch steel wheels LED headlights Citroën Advanced Comfort suspension Head-Up Display (projection on panel) Manual climate control 6 airbags Cruise control with speed limiter Lane keeping assist Emergency braking system 2. Plus - from 114,000 PLN Additionally: 17-inch steel wheels Roof rails Two-tone body (option) 10.25" screen with navigation Wireless Android Auto and Apple CarPlay 3. Max - from 125,100 PLN Additionally: 17-inch aluminum wheels 3D navigation Reversing camera Automatic climate control Inductive smartphone charging Heated and electrically folding mirrors Tinted rear windows These aren't the days when "cheap electric car" meant a spartan interior without a screen and plastic wheel covers. Citroën shows that you can produce an affordable electric car that isn't ashamed of its equipment. LFP Battery: Philosophy of Longevity Instead of Energy Density One of the most important and most controversial technical decisions in the ë-C3 is choosing LFP (lithium iron phosphate) batteries instead of popular NMC (nickel-manganese-cobalt). This is a choice that defines this car's character. Why LFP? LFP batteries are technology that's been known for years, but only in recent years has it been gaining popularity in automotive. They're produced mainly by Chinese giants like CATL and BYD. Their biggest advantages are: Longevity: LFP batteries withstand significantly more charging cycles than NMC. While a typical NMC battery starts losing capacity after 1000-1500 cycles, LFP easily handles 3000-4000 cycles. In practice, this means that an ë-C3 with 200,000 kilometers will still have 80-85% of its original battery capacity. Safety: LFP is chemically more stable and harder to ignite. They don't contain cobalt or nickel - metals that at high temperatures can cause chain reactions. This is important in the context of safety. Price: LFP battery production is about 20-30% cheaper than NMC. It's precisely thanks to LFP that Citroën could bring the ë-C3 price below €25,000. Ecology: No cobalt (often mined under unethical conditions in Congo) and nickel (energy-intensive extraction process) is a plus for the environment. But There Are Also Disadvantages The energy density of LFP batteries is lower by about 15-20% than NMC. This means that for the same capacity (44 kWh), an LFP battery weighs more and takes up more space. In practice, the ë-C3 with a 44 kWh battery weighs 1419 kg - that's relatively heavy for a 4-meter car. The second disadvantage is worse efficiency at low temperatures. LFP batteries lose more capacity in the cold than NMC. Citroën didn't opt for active battery heating, which may mean that in winter the range will drop by 30-40%, and fast charging will be noticeably slower. This is a compromise resulting from price - a heating system costs several thousand extra zlotys. Future: Version with 30 kWh Battery Citroën announced for 2025 a cheaper version of the ë-C3 with a 30 kWh battery, range of about 200 km and a starting price of €19,990 (about 86,000 PLN). This is a direct answer to the Dacia Spring. Smaller battery, weaker motor (82 HP), but a price that could really open electric mobility to thousands of Polish families. Who is this version for? For people driving mainly in the city, with mileage not exceeding 100-120 km daily. 200 km WLTP range means realistically about 150-160 km in city conditions in summer and about 100-120 km in winter. That's enough for the vast majority of urban users. AC and DC Charging: Where Citroën Made a Compromise AC Charging: Standard 7.4 kW, Optional 11 kW This is where one of the most important issues for future ë-C3 owners begins. By default, the car has a 7.4 kW (single-phase) onboard charger. This means: 0-100% charging at 7.4 kW: about 6 hours 20-80% charging at 7.4 kW: about 4 hours 10 minutes But there's also an 11 kW (three-phase) charger option, available for about €400 (in Germany) additional fee. With this option: 0-100% charging at 11 kW: about 4 hours 20-80% charging at 11 kW: about 2 hours 50 minutes Which version makes sense? It depends on your home installation: You only have a 230V socket (single-phase): Standard 7.4 kW version is sufficient You'll never use 11 kW power without three-phase installation With a 230V socket and our Q37, P35, B35 chargers (3.7 kW) full charging will take about 12 hours You have or plan three-phase installation (CEE 16A): Definitely worth paying extra for the 11 kW option You gain almost half shorter charging time The 11 kW option is an investment in the future - even if you don't have three-phase installation now You're not sure: Ask an electrician about your installation Check if you have 3-phase circuit breakers at home (three inputs instead of one) When in doubt, better choose the 11 kW option - you can always charge slower, but you can't charge faster than the onboard charger allows DC Charging: 100 kW is a Solid Standard Against cheap electric cars, the ë-C3 presents itself very well. DC charging power is 100 kW, which gives: 20-80% in 26 minutes (at optimal battery temperature) 10-80% in about 30-32 minutes For comparison: Dacia Spring: 30 kW DC (20-80% in about 50 minutes) MG4 Standard Range: 88 kW DC Renault 5: 100 kW DC Citroën positions itself exactly where it needs to be. 100 kW is enough to make trips longer than 200 km possible without frustration, but at the same time you're not overpaying for features you might not use. Where to charge on the road? Good news: the ë-C3 has a CCS2 (Combo 2) connector, the European standard. This means access to: Ionity: Network of fast chargers along highways, 350 kW power (ë-C3 will take max 100 kW) Orlen Charge: Expanding Polish network, 50-150 kW stations Greenway: One of the larger networks in Poland, mainly 50 kW stations Tesla Supercharger (selected locations): Since 2024 Tesla is opening part of its stations to other brands Charging Curve: What Happens After 80%? Like every electric car, the ë-C3 charges quickly up to about 80% capacity, then power drops. This is natural battery protection. The curve looks roughly like this: 0-20%: about 95-100 kW 20-50%: about 90-95 kW 50-80%: about 70-80 kW 80-90%: about 30-40 kW 90-100%: about 10-15 kW Practical conclusion: Never charge above 80% at DC stations unless you must. Charging from 80% to 100% will take as long as from 20% to 80%, and that's just inefficient. Which Ampere Point Charger to Choose for Citroën ë-C3? This is a crucial question for every future owner. The answer depends on which onboard charger version you have in your car. Scenario 1: You Have the Standard 7.4 kW AC Version If you didn't pay extra for the 11 kW option, your car has a 7.4 kW onboard charger. In this situation: Our Recommendations: Q74 (7.4 kW, portable) - from here Q74 link Perfect choice for standard version Power: 7.4 kW (1-phase 32A, red CEE32 socket) Full charging: about 6 hours WiFi app: charging monitoring, statistics, schedules You can take it on trips Solid construction IP66/IK10 (withstands being run over by a car) P72 (7.4 kW, portable) - from here P72 link Cheaper alternative without app Power: 7.4 kW 2.4" LCD display Timer, current control Simpler operation Why NOT Q11/P11? Because your car has a 7.4 kW charger and won't use 11 kW power. It's like buying a Ferrari to drive in the city with a 50 km/h limit. You'll overpay for a feature you won't use. Scenario 2: You Have the Optional 11 kW AC Version If you paid extra for the 11 kW option (three-phase onboard charger), then: Our Recommendations: Q11 (11 kW, portable with app) - from here Q11 link Best choice for 11 kW version Power: 11 kW (3-phase 16A, CEE16A socket) Full charging: about 4 hours WiFi app: full control, energy statistics, kWh limit Portability: take it on trips Version with adapters: Q11 with adapter system also allows charging from 230V socket (3.7 kW) - from here link P11 (11 kW, portable without app) - from here P11 link Cheaper option without WiFi Power: 11 kW (3-phase 16A) 2.4" LCD display Solid construction Simple, reliable Q11 vs P11 Difference: Both are portable (don't require permanent mounting, you can move them). Main differences: Q11: WiFi app, option to buy version with adapters (versatility), current adjustment by 1A even during charging P11: Lower price, simpler operation, LCD display Scenario 3: You Don't Have Three-Phase Installation (Only 230V Socket) If at home you only have a standard 230V socket and don't plan to invest in three-phase installation: Our Recommendations: Q37 (3.7 kW) - from here Q37 link Power: 3.7 kW (1-phase 16A, Schuko socket) Full ë-C3 charging: about 12 hours For whom: People driving max 50-80 km daily Overnight charging = sufficient P35 (3.7 kW) - from here P35 link Cheaper version without WiFi Solidly made Display, timer B35 (3.7 kW, simplest) - from here B35 link Most budget option Current adjustment with button No LCD display Warning! About 20% of home sockets have faulty installation (no grounding, reversed phases, insufficient wire thickness). Our chargers will detect this and won't allow charging, protecting your car and home. This is a feature, not a bug. Universal Option: Q11 with Adapters If you're not sure of your situation or want maximum flexibility, there's Q11 with smart adapter system - from here link. What does this give? CEE16A to Schuko adapter: You can charge from 230V socket (3.7 kW) Main CEE16A socket: 11 kW charging when you have three-phase installation This is a "2-in-1" solution: you have charging versatility from any source, but when you get three-phase installation, you immediately use full 11 kW. Example Citroën ë-C3 Charging Times (44 kWh) Charger Power 0-100% 20-80% For whom? Q37/P35/B35 3.7 kW ~12h ~8h Only 230V socket, small mileage Q74/P72 7.4 kW ~6h ~4h CEE32 installation, std 7.4 kW version Q11/P11 11 kW ~4h ~2h 50min CEE16A installation, 11 kW option DC Station 100 kW ~40min ~26min On the road Before You Buy a Charger - Check Your Socket! This is the most important decision! Before buying a charger, you need to know what installation you have. Here's how to check: Option 1: You Have a 230V Socket (Schuko) This is a standard "home" socket. If this is your only option: Charging: 3.7 kW (16A) Full ë-C3 charging: about 12 hours Charger: Q37, P35 or B35 Warning: 20% of installations have defects - our chargers will detect this Option 2: You Have a CEE Socket (Industrial) CEE sockets are "industrial" sockets, red or blue: CEE 16A "small power" (3-phase): Charging: 11 kW Charger: Q11 or P11 Full charging: about 4 hours CEE 32A "large power" (1-phase, red): Charging: 7.4 kW Charger: Q74 or P72 Full charging: about 6 hours Don't know what you have? Take a photo of your socket and send it to us Ask an electrician Choose Q11 with adapters - it will work with any source Tests and Reviews: What Do First Owners Say? After almost a year from market debut, we already have first tests and reviews from real ë-C3 users. And the picture is varied. Professional Tests Francuskie.pl (January 2025): The magazine conducted a test on a 98 km urban route. Results: Start: 98% battery, 315 km range Finish: 68% battery remained Consumption: 11.9 kWh/100 km (computer indication) If the indications are true, consumption matches manufacturer declarations. Real urban summer range can reach even 370-400 km. However, the tester noticed problems with crosswinds - the body swayed slightly on the expressway. Elektrowoz.pl: The Polish portal noted the lack of a heat pump. This is a significant cost decision - a heat pump saves 30-40% energy in winter, but costs 3-4 thousand zlotys. Citroën chose resistive electric heating (like in an oven), which is cheaper but less efficient. Result? In winter, range will drop by 30-40%, from 320 km WLTP to realistic 190-220 km. This is still enough for most urban users, but when planning winter trips, remember this. ADAC (expected test 2025): German automobile club ADAC is famous for the most detailed electric car tests in Europe. A full ë-C3 test hasn't been published yet, but based on tests of similar cars (Dacia Spring, Peugeot e-208) we can expect: Real summer range (highway 120 km/h): about 220-240 km Real winter range (city): about 190-220 km Real winter range (highway): about 150-170 km Owner Reviews First voices from real users are appearing on forums and Facebook groups: Positive: "Spacious interior, no problem 4 adults on 200 km trip" "Citroën Advanced Comfort suspension really works - smooth and comfortable" "For my 60 km daily commute completely sufficient" "100 kW DC charging is a game-changer at this price - first long trip stress-free" "Finally an electric car that doesn't look like a space vehicle" Negative: "Winter range dropped 35%, from 310 km to 200 km" "Upholstery in base version is hard plastics, bit budget" "No heat pump is saving in the wrong place" "Head-up display is marketing nonsense - it's just projection on plastic, not windshield" "Software is dumb, I prefer Android Auto" Neutral: "This isn't a car for 700 km trips in one day, but for my urban needs it's great" "113 HP is plenty, 11 seconds to 100 is normal" "310 liters trunk is OK, but no more" Battery Degradation: What We Know Here it starts promisingly. LFP batteries are famous for longevity. Tesla Model 3 tests with LFP batteries show that after 200,000 kilometers degradation is about 8-12%. This means that after 5-7 years of intensive use, ë-C3 will still have about 280-290 km real range instead of the original 320 km. For comparison, NMC batteries lose 15-20% capacity in the same period. LFP is a long-term investment. Tips for maximum battery life: Charge to 80%, not 100% (unless planning a long trip) Don't discharge below 20% regularly Avoid fast DC charging in winter on cold battery (if possible, warm the car before charging) Park in shade in summer - batteries don't like heat above 35°C Route Planning Example: Warsaw to Krakow (290 km) Start: 100% battery (320 km range) After 200 km: Stop for charging in Piotrków Trybunalski (Orlen Charge) Charging: 20% to 80% in 26 minutes (ë-C3 with 11 kW option) Finish: Arrival with 40% battery Realistically you can do this route without charging, but better to stop once than arrive "on fumes." Bottom Line: Who Is the Citroën ë-C3 For? After analyzing all data, tests and reviews, we can draw several key conclusions: ë-C3 Is For You If: You drive mainly in the city or on routes up to 200 km daily You can charge at home (though 230V socket is sufficient) You're looking for a spacious car for 4 people (this isn't a micro-citycar like Dacia Spring) You value comfort over performance (Citroën Advanced Comfort suspension is a real advantage) You want an electric car at reasonable price below €30,000 You care about longevity - LFP batteries will last longer than the car itself ë-C3 Is NOT For You If: You regularly drive over 300 km daily - this isn't a long-distance car You need a large trunk - 310 liters is OK, but no more You want premium quality finish - this is a budget electric car, not Mercedes You live in cold climate and drive mainly highway in winter - no heat pump plus highway equals 150-170 km range You expect advanced technology - this is a simple, honest car without frills Verdict The Citroën ë-C3 isn't a revolution. It's evolution - small steps in the right direction. Is it an "electric car for the people"? In a sense, yes. Starting price of 108,000 PLN is still a lot, but looking at Polish realities (average salary, cost of living), it's as close to "affordability" as you can get without buying a Chinese Dacia Spring. The biggest advantage of the ë-C3 is lack of madness. This isn't a car trying to be everything to everyone. It's an honest B-segment electric car that does its job - comfortably transports 4 people for 200-250 km, charges overnight at home, and once a week you park at a DC station and in 30 minutes top up for a longer trip. Is this enough? For 80% of users - absolutely yes. Sources (1) autoGALERIA - "Citroen e-C3 2024 to tańsza jazda na prądzie. Oto elektryk dla ludu"(2) samochody.pl - "Nowy Citroen C3 - ceny, wymiary i specyfikacja"(3) Polisoteka Moto - "Citroen e-C3 - dane techniczne, opinie, ceny"(4) wyborkierowcow.pl - "Citroen e-C3 Max (2024 - ) - dane techniczne"(5) nowyosobowy.pl - "Citroen e-C3 2024 zaprezentowany"(6) e-vehicles.pl - "Citroen e-C3 - Cena, Opinie, Specyfikacja i Dane Techniczne"(7) Chargemap - "Everything you need to know about charging the electric ë-C3"(8) samochody.pl - "Citroën ë-C3 - tani elektryk z Francji"(9) Francuskie.pl - "Pierwsza jazda: Czy Citroën e-C3 to miejski ideał?"(10) Auto Katalog - "Nowy Citroen e-C3 (2024) - cena"(11) Elektromobilni.pl - "Elektryczny, miejski ë-C3 za mniej niż 90 tys. zł"(12) e-mobilni.pl - "Citroen e-C3 2025. Wersje, silniki, ceny"(13) EVKX.net - "Citroën ë-C3 - Full Specs, Features, Range & Comparison"(14) Wallbox Discounter - "Need an Citroen e-C3 EV Charger?"(15) Mobility Portal - "The new Citroën ë-C3 is now available for order"(16) EVspecs - "Citroën ë-C3 - tech specs and prices"(17) Electrifying - "Citroen e-C3 Review & Buying Guide 2024"(18) electrive.com - "Citroën ë-C3 available to order from 23,300 euros"(19) Elektrowoz.pl - "Nowy Citroen e-C3 kontra Dacia Spring"(20) Francuskie.pl - "Nowy tani Citroën ë-C3 wkrótce trafi do oferty" Check Our Chargers For standard 7.4 kW version: Q74 - portable charger 7.4 kW with app P72 - portable charger 7.4 kW For optional 11 kW version: Q11 - portable charger 11 kW with app Q11 with adapters - universal charger 11 kW P11 - portable charger 11 kW For charging from 230V socket: Q37 - portable charger 3.7 kW with app P35 - portable charger 3.7 kW B35 - portable charger 3.7 kW (basic)