There is currently a canyon in the world of electric cars. On one hand, new car buyers can choose from a growing selection of budget EVs, such as the Dacia Spring and Leapmotor T03. However, drivers looking for something a little larger currently have to pay around £8,000 to £10,000 more for a more conventional supermini like the Renault 5 E-Tech or Vauxhall Corsa Electric.

Many car brands are currently trying to bridge this gap. Volkswagen and Renault are both working on sub-£17,000 superminis to add to their range, while BYD is reworking a model called the Seagull for the European market.

However, the race to make a cheap all-electric supermini has already been won by Citroen, who recently launched the fourth-generation C3. In addition to the petrol-powered model, which starts at £18,305, the e-C3 range starts at a very reasonable £22,095.

The model is already proving to be a hit among French buyers, being the country's best-selling electric car in February 2025. However, the model still faces tough competition from slightly more expensive rivals.

So, is the Citroen e-C3 the bargain we all need to help us make the switch to an electric car? I spent a week behind the wheel of one to find out.

Styling:

In my opinion, the best-looking electric models are all superminis, and the Citroen e-C3 really follows this trend. Compared to the old C3, it's quite a bit boxier and features sharp angles and lines throughout. The C-shaped front light clusters and glossy black bars spanning across the front and rear really help to make it distinctive.

It's also around 10cm taller than the outgoing version, which, in turn with the squared-off front end, flat bonnet, and ridged black wheel arches, help to make the little Citroen more SUV-like.

That said, I'm not so keen on the new Citroen logos, which put the famous French chevrons inside a vertical oval that doesn't really fit with the rest of the model. Moreover, a few friends of mine were a little unsure of the little French flags on the C-pillars and front bumper - a bold move for a Slovakian-made car sold in the UK!

Interior:

Just like the exterior, the Citroen e-C3's dashboard manages to be modern and relatively distinctive compared to rivals. Whilst the squared-off steering wheel is a little reminiscent of the Austin Allegro, I'm a fan of the full-width ridge in which the instrument panel appears.

Whilst the majority of the interior is coated in black materials, the e-C3 manages to feel rather lively, thanks in part to the white fabric used on the upper sections of the seats - crucially, all the bits that would be difficult to mark.

Nevertheless, it's the small touches in the Citroen's cabin that are the least likeable - particularly the red tags found on each door's armrest that feature different two-word phrases, such as 'be cool' and 'have fun'. Unique, yes, but there's something a little odd about getting motivational speeches from a car.

Practicality:

Whilst the Citroen e-C3's seats are exceptionally comfortable and supportive, few cars of its size are exactly spacious, particularly for rear occupants. Despite just about being able to fit in the back, my knees dug into the seat in front of me, and my head was grazing the headlining.

That said, the boot is very fair, offering 310 litres with all five seats in place. This is quite a bit more than Stellantis' own Vauxhall Corsa Electric but substantially less than the BYD Dolphin, which gives passengers an extra 35 litres.

With the rear seats folded, drivers can boost the e-C3's load capacity to a hefty 1,188 litres. That said, whilst I approve of the split-folding rear bench, the backs of the seats are still at a considerable angle when they are folded 'flat'.

Features:

Citroen currently makes two versions of the new e-C3: the Plus at £22,095, and the Max at £24,490. Given that both are very reasonably priced for an electric car from a mainstream brand, neither are exactly lavish but still offer more or less everything a buyer would expect.

All examples come equipped with 17-inch diamond-cut alloy wheels, two-tone paintwork, a 10.25-inch touchscreen with Apple CarPlay and Android Auto, rear parking sensors, and the French company's Advanced Comfort suspension system.

For the extra £2,395, drivers can get heated front seats and steering wheel, a wireless smartphone charger, automatic air conditioning (rather than manual), and a reversing camera. If I could add one thing to the Max's list of features it would be a set of front parking sensors, with the boxy front end making tight parking spaces hard to negotiate.

Performance

From launch, all Citroen e-C3's use a 43.7kWh battery (a little smaller than the pack found in the Peugeot e-208 or flagship Renault 5 E-Tech) and a 113bhp electric motor that drives the front wheels.

Despite having a top speed that has been limited at 84mph, the little Citroen's 0-62mph acceleration time of 10.4 seconds means that it is quite a bit slicker off the mark than an equivalent petrol model.

The e-C3's range is also very fair - covering up to 199 miles per charge according to WLTP tests, although 150 miles is a more reasonable figure in real-world traffic. Drivers who can find a fast enough charger can also replenish the battery from 20 to 80 percent in just 26 minutes.

Driving:

I'm a stickler for a car with good ride quality, and the Citroen e-C3 really delivers. Whilst it is hardly as sophisticated as the company's acclaimed hydropneumatic system introduced in the 50s, drivers manage to avoid feeling the impact of any bumps in the road - they simply glide over them.

The slight downside of this is that the e-C3's body does tend to roll when cornering at speed. That said, it's nowhere near as bad as my classic 2CV and still feels predictable and nicely weighted.

Also very pleasant is the e-C3's acceleration. Unlike many of the latest electric models, there are no drive modes the owner can select; however, the little Citroen glides up to speed in no time. The regenerative braking is also not configurable, but a small amount was present when I eased off the accelerator.

The Citroen e-C3 certainly fits into tight spaces, but I have encountered electric hatchbacks that are more manoeuvrable - the Renault 5's turning circle being about 30cm less. Combined with the car's bulky shape, I found myself taking particular care when parking.

Conclusion:

The Citroen e-C3's biggest goal is not to make an electric car for the lowest possible price. It's really to create a cheap EV that has all the same levels of refinement that drivers expect from a new family car.

In that sense, the e-C3 is quite an achievement. Sure, drivers will find some hard and scratchy plastics inside and the entry-level version is somewhat frugal with its standard equipment, but it's all packaged in a very neat and trendy design.

In that sense, perhaps the Citroen e-C3's biggest rival will be the growing number of pre-owned electric cars, which often offer more equipment for the money but not quite the same levels of charm.