Citroën Thinks Smaller Batteries, Charged More Often, Leads To Less Time Wasted!

Citroën's ë-C4 Packs A 50 kWh Battery...

As the auto industry transitions over to electricity, automakers are changing our ways of thinking and getting into different habits. Choosing a smaller, less expensive battery, with a high-charging capacity, and charging it quickly and more often, ends up being more economical meaning you are continually disadvantaged by a heavy, expensive battery whose total range is only rarely fully leveraged. That is the thought of the Citroën brand

2022 Citroën ë-C4. (Citroën).

The ë-C4 was designed in such a way as to make both everyday trips and long journeys easier: in addition to making short everyday journeys more practical, ë-C4 has everything needed to provide customers with complete peace of mind over longer distances as well:

  • A limited battery size means less weight, the result being lower consumption
  • Optimized charging times thanks to DC charging capability using 100 kW fast charging
  • Improved electricity consumption thanks to heat pump innovations, the addition of a hygrometric sensor, and an optimized transmission system.
2022 Citroën ë-C4. (Citroën).

Surprising though it may seem, stopping more frequently and for shorter periods is more effective when covering long distances, rather than stopping for longer periods. This can be explained by the charging curve that, on an electric car, declines as the battery level increases. To optimize charging times over your journey and enjoy the maximum charging power of the battery, it is advisable to start charging the battery when its charge level is low and when it has reached its optimal operating temperature (after a drive on a motorway for example).

2022 Citroën ë-C4. (Citroën).

Indeed, as is the case when filling a glass with water, the charging speed is faster at the beginning than at the end of charging: hence, it takes more time to charge the battery from 80 to 100%, than from 0% to 80%. Users don’t just enjoy faster charging times: they also benefit financially, since charging costs at terminals are calculated in minutes on most of the fast-charging networks in France.

Citroën says that the ë-C4 offers the ideal solution for daily commuting.

2022 Citroën ë-C4. (Citroën).

For daily journeys, the battery can be charged via a traditional socket or via a Wall Box when you get to the office in the morning or when you get home in the evening. Charging times and range are completely satisfactory, meaning peace of mind. With an approved range of 357 kilometers (222 miles) measured using the WLTP cycle, there is no need to charge the battery every day.

With a 50 kWh battery, the ë-C4 makes it particularly easy for making the switch over to electric thanks to the contained purchase cost. Furthermore, its compact design and reasonable weight do not impact the size of the passenger compartment or consumption during daily use. It delivers a driving performance of 136 horsepower (100 kW) and 260 Nm (192 lb.-ft.) of torque thanks to its optimized weight.

2022 Citroën ë-C4. (Citroën).

The ë-C4 has the following charging times…

  • Public 100 kW Quick Charging Station – Charged to 80% in 30 minutes or 100 kilometers (62 miles) in 10 minutes.
  • 32-Amp WallBox Unit – Between 5 hours (three-phase with the optional 11 kW charger) and 7 hours and 30 minutes (single-phase).
  • Domestic Socket – Between 15 hours (reinforced socket) and more than 24 hours (standard socket).

Source: Citroën

Robert S. Miller

Robert S. Miller is a diehard Mopar enthusiast who lives and breathes all that is Mopar. The Michigander is not only the Editor for MoparInsiders.com, 5thGenRams.com, and HDRams.com but an automotive photographer. He is an avid fan of offshore powerboat racing, which he travels the country to take part in.

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Makes sense in certain circumstances to have a smaller battery with more frequent charge cycles, however in rural areas it would be a considerable issue as the charging infrastructure will be all but non existent (based on the majority of Wales). Am i mistaken in thinking that battery life is counted in charge/discharge cycles? If so, will it mean a shorter working life for Citroen powepacks?

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I think this is the completely wrong approach, and seems more like a stupid excuse for the current limitations of the e-CMP platform.

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The limitations of one's electric vehicle such as battery capacity, power, range and allowable vehicle class will be determined by an owner/operator's social credit score. Access to to a charging network will also depend on an individual's social credit which will be constantly monitored by the authorities.

My score will not be very high because I wrote this post.

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50kWh battery is to small for a C-seg Xover car, but ok for the e208-Corsa e B-Hatch sibblings. The limitation is the poor eCMP platform…

But the larger EMP2 is also poor designed for BEV… the futur e308 will have only 54kWh of battery and a poor 154hp FWD motor…
Former PSA were very late in BEV tech… they put more models on market, but with very poor technology…

At least, Stellantis will be ok on D and upper Seg. with the BEV Giorgio version with a 105kWh battery pack and powerfull motors (from +400 to +1200hp). Thanks to former FCA technologies… ;)

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Yup, precisely iDrive. But they shouldn't sugar-coat that on marketing speak.

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