Material quality is mostly pretty strong, and in the areas where it isn’t, the design and finish choices are interesting.

The rear offers the same knee room as in the C4, with a little extra space in front of your noggin, because the seatback is more reclined, which presumably also does the headroom a favour, although it’s by no means generous in this slope-backed car.

Like the C4 that has spawned it, the ë-C4 X is meant to have SUV-like proportions with few of the downsides like a big frontal area giving poor aerodynamic efficiency. In fact, with a drag coefficient of 0.29Cd, this car must be cleaner of back than the hatch, because it will go five miles further on a charge. It carries 50kg over the hatch, at 1621kg, but that’s less of an issue for EV range, because of regenerative braking.

Citroën is aiming to major on comfort these days, and the ë-C4 X is a mature drive. The steering is smooth and relaxed, consistent in weight and response. The ride feels isolated too.

You will probably have heard about Citroën’s Progressive Hydraulic Cushions, a suspension component that smooths out bumps in certain damping phases (between compression and rebound and/or vice versa, depending on set-up). Fitted with them as standard, the ë-C4 X feels smooth to me and resists the quick pitches and rates of roll that I find a problem in the ICE C4 but less so in the electric version. Weird, given that it’s heavier, but there you go. It’s a pleasing consistency that’s shared by the ë-C4 X.


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