The Rammert forest in southern Germany might not be the most famous destination, but when you’re winding through its lush ridgelines and forest paths in a nearly five, and, a, half, meter long electric minibus, you’ll remember it for more than the trees. And that’s exactly where I found myself on a crisp spring morning: behind the wheel of the Citroën ë, Spacetourer XL with the bigger 75 kWh battery. An enormous electric van with an equally large task ahead, convince me that electric power belongs in a nine, seat family hauler.
It’s easy to dismiss something this big and blocky as a glorified airport shuttle. But after two days, three fast charging stops, one accidental forest road detour, and seven bike racks later, I realized there’s more to the ë, Spacetourer than meets the eye. Still, is it enough? Let me walk you through this very human, very electric journey.
The ë, Spacetourer’s Looks Don’t Shout EV, They Whisper Vanlife
You wouldn’t spot the Citroën ë, Spacetourer in a crowd of diesel Spacetourers unless you were specifically looking for the charging port on the front left fender. It looks old, school. The upright, workmanlike stance of this van hasn’t changed from its combustion roots, and that’s kind of the point, it’s familiar, which may help cautious buyers dip their toes into EV waters.
My test van was the XL version, stretching 5.3 meters long and finished in Platinum Grey Metallic. In the narrow forest passages of Rammert, it felt like piloting a ferry down a creek. But outside tight paths, especially in open towns like Rottenburg or on the B27 highway, the Spacetourer glides with ease.
Slide the doors open, and it’s a minibus utopia. Seats for up to nine (my test version had eight), huge windows, trays, cubbies, armrests everywhere, it’s unmistakably geared for real people doing real trips. Luggage? With the rear seats folded, I loaded two mountain bikes, three duffel bags, and a cooler without removing the wheels.
How Does It Drive? Think Smooth, Think Silent, But Think Heavy
The powertrain under the Citroën ë, Spacetourer isn’t going to blow your socks off, but that’s not its goal. It’s a 100 kW (136 hp) motor up front, pushing 260 Nm of torque to the front wheels. Zero to 100 km/h? A leisurely 12.1 seconds. It tops out at 130 km/h, deliberately capped to keep energy use sane.
But here’s the kicker: the driving experience in town and on country roads is relaxing, almost luxurious. In Rammert’s dense woods, crawling through damp gravel trails and coasting past moss, covered birch trees, the absence of engine noise gave the van a meditative calm. I found myself whispering out of habit when passengers climbed aboard.
Despite weighing 2.4 tonnes, the electric torque gives enough punch for urban traffic. From a stoplight in Tübingen to overtaking on a rural hill climb, the acceleration was always adequate. And regenerative braking makes descending forest hills smoother, even though it’s not adjustable like in some other EVs.
Suspension, wise, the ë, Spacetourer is no magic carpet. You feel the rough edges of potholes and manhole covers. But over long bumps and gravel, it “floats” in a very van, like, pillowy way. Handling? Don’t even ask. It’s a bus. You don’t carve corners, you plan them.
Battery Anxiety Is Real, Even With the 75 kWh Pack
Here’s where things get complicated. I was driving the 75 kWh battery version (with around 70 kWh usable). On paper, it boasts a 314 km WLTP range. In reality, especially on chilly mornings in Rammert, I was seeing closer to 230, 250 km. On one particularly cold morning (around 4°C), the trip computer showed 42.1 kWh/100 km after 40 minutes of rural driving.
Let that sink in. That’s a consumption figure that even electric SUVs would be embarrassed by. With passengers and luggage, the story gets worse. A family holiday to the Black Forest? Expect frequent stops and plan charging around playgrounds and food courts.
Charging performance, though, was decent. On a 100 kW DC fast charger near Reutlingen, I saw a peak of 92 kW and averaged 78 kW from 10% to 80% in 38 minutes. That’s good. But on a Type 2 AC charger, you’ll wait nearly seven hours to fill up the big battery from empty. Not ideal when you’re a hotelier with guests waiting.
Interior Functionality: A Living Room on Rails
This is where the ë, Spacetourer XL justifies its price. Space. Variability. Usefulness.
My test van had three rows of individual seats, all on rails, all removable. Need to haul gear? Pull the rear row out in five minutes and slide the second row forward. Need a mobile office? Face two rows toward each other and deploy the pop, up table. Want to car, camp? Fold the seats flat and roll out a mat. It’s more modular than a Swiss Army knife.
There’s also tons of headroom and visibility. The ride height feels commanding, and kids love the side window views. Parents will love the sliding doors, especially in tight parking spots. The cabin is quiet, even on the autobahn, and the materials, while basic, are durable. There’s no plush velvet or wood grain here, but it’s honest and easy to clean.
The infotainment? Meh. The 7, inch touchscreen is laggy. It has Apple CarPlay and Android Auto, which is all you need. The built, in nav is slow and outdated. Just plug in your phone and move on.
Safety: Pay More, Get More
Citroën doesn’t throw in advanced driver aids for free. Basic stuff like tire pressure monitoring and ESP are standard, but if you want lane keeping, blind spot assist, or active emergency braking, you’ll need the €1,100 “Safety Package.”
It feels stingy, especially at this price point. And let’s be honest, drivers of family vans often prioritize safety more than speed or acceleration. I wish more was included by default.
Still, on the autobahn or around tight village roads, the Spacetourer feels stable. The steering is light but predictable, and the high seating position makes navigating traffic easy. It’s not a tech showcase, but it doesn’t feel unsafe.
Specifications Table: Citroën ë, Spacetourer XL (75 kWh)
To guarantee precision, all technical data is sourced directly and instantly from Citroen’s website.
| Specification | Details |
| Engine Type | Electric |
| Power | 100 kW (136 hp) |
| Torque | 260 Nm |
| Acceleration (0, 100 km/h) | 12.1 seconds |
| Top Speed | 130 km/h |
| Battery Capacity (gross) | 75.0 kWh |
| Battery Capacity (usable) | ~70.0 kWh |
| Range (WLTP) | 314 km |
| Real, world Range (tested) | 230, 255 km |
| Consumption (WLTP) | 26.9 kWh/100 km |
| Real, world Consumption (winter) | 35, 42 kWh/100 km |
| Charging (AC) | 11 kW , ~7 hours |
| Charging (DC fast) | Up to 100 kW , 10, 80% in ~38 mins |
| Dimensions (L x W x H) | 5309 x 1920 x 1935 mm |
| Curb Weight | 2,382 kg |
| Payload | 588 kg |
| Braked Towing Capacity | 1,000 kg |
| Luggage Volume | 2,011 , 3,300 liters |
| Base Price (XL, 75 kWh) | €69,400 |
Conclusion: A Gentle Giant That’s Just Not There Yet
After two full days with the ë, Spacetourer in Rammert, I didn’t want to give the keys back. But not for the reasons you think. It wasn’t the electric drive that won me over, it was the space, the peace, the quiet glide through forest trails, and the incredible versatility.
But would I buy one? Not yet.
Electric vans need more range. Not everyone wants to calculate charging stops with military precision before a family road trip. And at over €69,000 for this XL variant, you’re paying premium money for what is, at its core, a sensible tool.
It’s a beautiful vision of what vans can be, but like the narrow woodland trails I explored, the ë, Spacetourer walks a fine line. And right now, it still feels more like a shuttle bus for hotels and airports than a ready, for, anything family adventure machine.
Is the Citroën ë-Spacetourer XL fully electric or hybrid?
It’s fully electric with no combustion engine or hybrid assistance. You choose between 50 kWh or 75 kWh battery versions.
Can Citroën ë-Spacetourer XL tow a trailer?
Yes, up to 1,000 kg braked, which is decent for an electric van.
Is Citroën ë-Spacetourer XL Spacetourer suitable for long road trips?
Yes, but only with careful planning and access to fast charging. Impromptu journeys or backroad exploring without chargers nearby could be risky.
