Citroen eC3

Unlike other low-cost EVs, the eC3 only comes with one battery size: a 29.2kWh lithium-ion pack. The advertised range is 320km (ARAI), however as with other EVs, anticipate substantially less.

Citroen does not provide a wall box charger, therefore charging from 10% to 100% at home on a 15A socket would take 10.5 hours. You can speed things up by charging it on a DC fast charger, but even here, rates are limited to a sluggish 7.2kW and it will take around an hour to charge from 10% to 80%.

Citroen claims that you can DC fast charge the car every time because of the general lower charging pace. Others advise utilizing regular AC charging most of the time to extend battery life.

The battery's cooling system is to blame for the slower charging pace. The eC3 features an air-cooled unit, which, unlike others that employ liquid cooling, isn't always a bad thing.

Batteries heat up only while charging and draining quickly, and the eC3 keeps both at a moderate pace. Even on a DC fast charger, charging speed is reduced, and discharge needs are also reduced, due to a motor that produces a modest 57hp - torque is a more reasonable 143Nm - and draws power slowly. The maximum speed is similarly capped at 107kph.

The performance, is not the goal of e-C3. When you press the accelerator, the power delivery is rather sluggish, and acceleration is far from the normal rapid reaction you get with an EV; yet, after approximately 30kph, you do move a little faster. Citroen claims a 0-60kph time of 6.8 seconds and a peak speed of 107kph, putting it below the Tiago EV in terms of statistics and sensation.

Fortunately, switching to Eco mode has little effect on performance, and there is little difference between the two settings. The electric Citroen C3 also includes brake energy recovery at a predetermined level, with a retardation sensation similar to engine braking on a conventional ICE car.

Aside from the slow off-the-line response, it would be perfectly adequate as a small city hatchback. The electric Citroen is very quiet, with little to no motor whine, and is naturally smooth with an even power flow due to the lack of a traditional gearbox.

The steering isn't one-finger-twirl light, but it's just perfect, and the weight conveys confidence over the few curves we encountered. However, body roll is evident, and it's apparent that the eC3 dislikes being hurried.

The suspension is clearly designed for comfort, which is a Citroen trademark. Again, we will be able to assess ride quality in the real world, but anticipate the standard fuel version to have adequate bump absorption and a pliant ride.

The eC3 has the same upright posture as the ICE, with all of its crisp and clever elements like the Chevron emblem that runs elegantly over the front dividing into the DRLs.

The grille is the same open unit - not sealed, like on an EV - and the bonnet has those wonderful deep creases. Our test vehicle was the bright orange one with the optional white contrast elements, which I particularly enjoy on the side paneling.

The variations between the ICE and EV variants are subtle, with the latter simply having 'e' and eC3 badging and a charging port flap carved into the right front fender. The eC3 even has a blank petrol filler flap, but it doesn't open here. However, if you look closely, you'll note that the car sits lower between the wheels due to the battery pack installed underneath.

The ground clearance has been lowered from 180mm to 170mm, although it is still enough. The floor has also been raised by 70mm, and while you do sit in a knees-up posture in the back, you can stretch out your legs quite a bit with plenty of room and space beneath the front seats.

The battery pack is a single unit housed fully within the car's wheelbase, unlike the Tiago EV, which has a greater 2,540mm wheelbase. The Tata has an extra unit located behind the back axle where the spare tyre would sit, hence the eC3 keeps a spare wheel. The boot space remains the same as the ICE model at 315 liters.

Citroen claims that the C3's CMP platform was always developed with electrification in mind, therefore the eC3 hits the market six months after the ICE version. The battery was also packaged nicely, according to the manufacturer. However, there is no frunk (front trunk) because the motor and controller unit take up that area.

Inside, the electric and ICE variants are identical, with the exception of the lack of a gear lever. Instead, there's a little toggle switch for selecting driving direction and a button below for selecting Eco mode.

There's plenty of storage throughout the interior, and the dash features the same smart contrast-styled panel that comes in grey or bright orange. The steering wheel remains the same as before, but with some odd cubic-styled parts, while the compact black and white instrument panel gets a few more panels for range and charging.

The 10.2-inch screen is wide and crisp, and it comes with nice-sounding speakers as well as wireless Android Auto and Apple CarPlay support. Seats are also carried over, so they are comfortable from front to back. There is ample head- and legroom for four passengers, but the cabin is too tiny for five adults.

Also same is the equipment level, however this is not a positive thing. Yes, there's the huge touchscreen, and thankfully, unlike the petrol version, the eC3 now features a day/night adjustment for the IRVM, but there are still a lot of essentials lacking.

There is no rear wash wiper or defogger, a manual AC, manual ORVM adjustment, and rear power window controls that are shared. On the ICE version, this seems scant, but on the electric C3 - which will sit at a higher price - this lack of kit will only appear starker.

A connection package with characteristics like geo-fencing and intruder warning is making reparations in some ways, and certainly, it will make its way to the fuel automobile.

It's difficult to draw conclusions without knowing the pricing. So consider this a dipstick result with a few clear takeaways: performance is frustratingly bland, and the car is under-equipped and lacks the wow factor that EV customers would expect.

On the positive side, it's comfy and fashionable. So it all boils down to cost. Too far away from the Tiago EV will limit its potential; priced near to it, and a nice fight will ensue.

Customers will not be put off by Citroen's Tiago EV competing against the eC3. While the EV industry has yet to mature and segment into distinct sub-segments, both will be regarded as electric hatchbacks best suited to city driving.

Hence a starting price of less than Rs 10 lakh for the Live version and Rs 12 lakh for the higher Feel trim would give the eC3 a decent chance in the real world, where we will drive it shortly and tell you the final decision.