It was early morning in the Nesselberg. Mist clung to the spruce trees like soft gauze, and the damp earth gave off that forest scent I’ve always associated with autumn rides through the Lower Saxon uplands. The trails were quiet, the air was still, and a faint beam of sunrise caught the copper paint of the car parked at the edge of a gravel layby. That’s where the story of the Citroën ë, C4 X began for me.
The car looked like it wasn’t sure what it wanted to be , and in a way, that’s exactly its charm. Citroën calls it a crossover between a compact sedan and an SUV. At first glance, you might take it for a slightly awkward SUV coupe, maybe a notchback with ideas above its station. But spend a day in it, especially around the winding forestry roads of the Nesselberg, and you’ll understand that it’s something more specific: a car designed for comfort above all else, in a shape that defies easy categorisation.
I had the 100 kW (136 hp) electric variant , the early Shine Pack version , fully charged and preconditioned for the test. It wasn’t here to impress with 0, 100 sprints or Nürburgring lap times. It came to glide. And glide it did.
A Design That Questions Categories
At 4.60 metres long, the ë, C4 X sits in a space that’s longer than the regular C4 hatch (4.36 metres) but shorter than Citroën’s flagship C5 X (4.80 metres). Its silhouette flows from a high shoulder line into a tapering tail, merging SUV height with sedan poise. There’s a bit of visual sleight of hand going on: the ride height and plastic cladding whisper SUV, but the trunk cut and sloping C, pillar nod clearly toward sedan DNA.
From the front to the B, pillar, it’s indistinguishable from the standard ë, C4 , same bonnet height, same lighting signature, same quirky French character in the grille design. But beyond that, the notchback steps in, and with it a fairly sizeable boot , 510 litres, no less. That’s more than most hatchbacks, though access isn’t as flexible. You can fold the seats down, sure, but the small trunk opening makes loading anything like a mountain bike an awkward proposition. Tetris skills required.
That said, for my test setup , one folding gravel bike and a kitbag , it just about passed the practicality test, but I did find myself wishing for a proper hatch when trying to heave the bike frame through the narrow aperture. For bulky loads, the regular ë, C4 hatchback is a better pick.
Effortless Comfort, the Citroën Way
Citroën’s engineers have clearly gone to town on the suspension setup. It’s not just soft , it’s curated softness. The Advanced Comfort active bump stops, a unique Citroën invention, work with a tuned damping setup to soak up imperfections with a floaty grace that feels totally out of sync with the average compact EV.
As I cruised along the undulating roads threading through the Nesselberg, the car handled ripples and potholes like they were afterthoughts. The body did float a bit at times , you won’t mistake this for a tightly controlled German ride , but that wasn’t the point. This was a car designed for people who want every journey to feel like a calm exhale.
Inside, it’s the same philosophy. The Shine Pack trim of the test car came with thick, padded “Advanced Comfort” seats that were honestly among the best I’ve sat in recently. Supportive, not overly bolstered, and covered in soft, textured material that reminded me of French linen. The cabin materials feel less premium than a German rival, but they’re clever , soft, touch where it matters, and visually clean throughout.
The dashboard features a mix of analogue controls and a large 10, inch touchscreen. There’s a physical volume knob (thank you, Citroën) and useful shortcut buttons for HVAC and drive modes. The touchscreen handles everything else , a bit sluggish at times, but functional. The onboard navigation, paired with Apple CarPlay and Android Auto, covered all my test needs without complaint.
The Drive: Relaxed Power, Honest Range
The 100 kW motor , Stellantis’ bread, and, butter drivetrain shared across multiple models , delivers 136 hp and 260 Nm of torque through the front wheels. It’s not a fast EV by any means. Citroën claims 0, 100 km/h in 9.5 seconds, and my real, world testing backed that up. More importantly, the car’s low, speed responsiveness made it feel nimble around town and perfectly adequate for highway merging.
Driving around Nesselberg’s mixed terrain , a blend of village roads, forest climbs, and a short autobahn stint , I averaged 17.2 kWh/100 km. That’s very close to the official WLTP consumption of 15.0 kWh/100 km, considering elevation changes and some spirited rural driving. Range was about 310 km in mixed use, which aligned with the ADAC numbers and matched my expectations from the 50 kWh (gross) battery.
For most drivers, especially those using this as a commuter or family EV, that’s more than sufficient. Charging is possible via 11 kW AC at home or up to 100 kW DC fast charging, which brought me from 14% to 78% in just over half an hour on an Ionity charger. Realistically, you can do weekend getaways without anxiety, as long as you plan your stops , but it’s not a road trip monster.
Practicality and Everyday Use
One of the main draws of the ë, C4 X is its blend of comfort and practicality. There’s ample room up front , I’m 1.86 m tall and had space to spare , and rear legroom was generous too. Headroom in the back was a bit tighter, especially under the sloping roof, but kids and average, height adults will have no complaints.
The boot space, as mentioned, is decent on paper but compromised by the sedan, style trunk lid. Underfloor compartments house the Type 2 cable and emergency gear neatly, and there’s even a ski pass, through for longer items. But don’t expect wagon levels of flexibility here.
One frustration was visibility. The thick rear pillars and relatively small rear window, combined with a high boot line, made reversing a touch difficult. Thankfully, parking sensors and a reversing camera (standard on higher trims) helped mitigate that.
Citroën ë, C4 X Specifications
To maintain reliability, we reference only Citrohttps://www.citroen.in/ën’s official online resources for technical specifications.
| Specification | Details |
| Motor | 100 kW (136 hp) electric motor |
| Torque | 260 Nm |
| Drive Type | Front, wheel drive |
| Battery Capacity (Gross/Net) | 50.0 kWh / 46.0 kWh |
| WLTP Range | 360 km |
| Real, world Range (ADAC) | ~310 km |
| Acceleration (0, 100 km/h) | 9.5 seconds |
| Top Speed | 150 km/h |
| Charging AC/DC | 11 kW AC / 100 kW DC |
| Boot Space | 510 litres (1,360 l seats folded) |
| Length x Width x Height | 4600 x 1834 x 1525 mm |
| Curb Weight | 1,659 kg |
| Base Price (Shine Pack) | €41,340 |
| Warranty | 2 years |
Conclusion: A Quiet Rebel in a Noisy Market
Driving the Citroën ë, C4 X through the woods and ridgelines of the Nesselberg taught me something: not every EV needs to be revolutionary. Sometimes it’s enough to be distinct. This isn’t the most powerful, nor the most practical, nor the most tech, loaded EV on sale. But it delivers something too often lost in the electric transition , a genuine sense of calm.
Citroën’s comfort, first philosophy works brilliantly here. It’s a car that asks less of the driver and gives more back in terms of ride quality and quietness. Yes, the boot could be more usable, and the infotainment system needs refinement. But the combination of decent range, good efficiency, and a unique design makes the ë, C4 X a standout for anyone who values comfort over cornering speeds.
In Germany’s crowded electric compact market, the ë, C4 X dares to go its own way. If you want a car that feels different , truly different , this might just be it.
Is the Citroën ë, C4 X a hatchback or a sedan?
Technically, it’s a sedan with a notchback trunk, but it borrows visual cues from hatchbacks and SUVs. Think of it as a blend , a crossover sedan.
How long does Citroën ë, C4 X take to charge?
With a fast charger (DC 100 kW), 10, 80% takes about 31 minutes. On an 11 kW AC wallbox, a full charge takes around 5 hours.
How does the ë, C4 X compare to the regular ë, C4?
It offers more boot space and a different design, but less flexibility. Ride quality and drivetrain are identical.
