Purely electric supplies have been a rarity so far, and if one has already appeared, its typical feature was a small range, which pushed them only into the role of city delivery cars. Citroën ë-Jumpy is one of the representatives of the new generation of these vehicles, it comes straight with a pair of batteries with a capacity of 50 kWh and 75 kWh. We had an extended version of XL with a battery with a capacity of 75 kWh in a configuration for 9 people. The vehicle uses Group technology, which we know from the Peugeot e-208, e-2008, Opel Corsa-e and other models. Thanks to this, you will find the same electric motor with an output of 100 kW and a torque of 260 Nm, which drives the front axle. However, the engine has a different permanent transmission and the maximum speed is limited to 130 km / h. The same options are available for charging with an output of 100 kW for DC charging and 11 kW with a built-in three-phase charger. The battery is located under the floor and in our version consists of five modules. The vehicle is equipped with a heat pump and additional heating to provide heating and air conditioning.
Even when you get in the car, it is clear that the price was played here, although a look at the price list reveals that, despite the Spartan equipment, some of it is extra. Extra features at an additional cost include automatic air conditioning, a multimedia system with navigation and support for Apple CarPlay and Android Auto, manually operated sliding doors on both sides, rear wing doors with glazing, parking sensors, rear camera, heated front seats and the Look design package . The equipment was also an ordinary cruise control. Thanks to the equipment, the price of the car reached 48,304 euros. If I compare it with the recently tested Mercedes-Benz e-Vito Tourer, it is 31,000 euros less, although Mercedes still offers a more sophisticated interior, higher equipment and higher performance. Citroën will not dazzle in this respect, on the other hand, thanks to the lack of equipment, upholstery and only simple non-adjustable seats, the vehicle is lighter, which has a positive effect on consumption and payload. The tested 9-seater version, despite the range of up to 340 km that we have actually achieved, is especially suitable for short transfers, whether for hotels, organizations or companies. Long tracks, of course, can handle, thanks to fast charging and quite decent, but for such purposes I would recommend a version with a maximum of 7 seats, which provide better comfort for passengers. Apart from the double bench next to the driver, where only thinner figures are more comfortable to ride, you won’t enjoy much comfort in the second row, where despite having enough space, you have nowhere to insert the toes, because the front seat consoles are filled to the floor. In addition, you have no support on your hands in the extreme places, as you are relatively far from the door and the top handles are probably missing as part of the savings. Thus, paradoxically, passengers have the greatest comfort in the third row. The possibility of moving the benches in the longitudinal direction would help, but unfortunately it is not here. Thanks to the extended version, the luggage compartment is also large enough, it’s just a pity that its floor is plastic, just like in the whole car, and if you don’t fasten your luggage with mooring ropes or nets, it will ride all over your car. These things, of course, are based on classic combustion versions, but some would be easy to solve if the manufacturer wanted to.
However, we are more interested in the propulsion system. If you are used to dynamic driving on electric cars, forget it here, of course. One hundred kilowatts of electric motor power gives only very lukewarm dynamics with a vehicle of more than 2,300 kilograms. While starting, the feeling of acceleration comes and sometimes even writes in the tires, but with increasing speed, the dynamics disappears. However, ë-Jumpy does not have a racing ambition and the priority is to transport higher loads. Therefore, driving within the city and in districts is ideal, where it is not a problem to achieve consumption up to 18 kWh / 100 km, which is a very good value for such a car. On the other hand, at highway speeds, the influence of aerodynamics is already significant, but also the fact that the engine spins at the peak of its speed, so it is not a problem to reach 30 to 38 kWh / 100 km. This, of course, rapidly reduces the range and from the district of 300-340 km you get to 150-180 km. However, ë-Jumpy is not intended for this. In the districts, I also tested driving a vehicle loaded with 6 people, which will probably be a fairly common scenario (in addition, getting only 9 people to drive is not easy). Even in this case, the vehicle coped without any problems with driving in extremely hilly terrain on the route Vyhne – Banská Štiavnica – Hodruša-Hámre. It went uphill without any problems, from the hill you can use a relatively powerful recuperation after switching on mode B, so the vehicle can be controlled with only one pedal. A minor anomaly is that if you use cruise control, the vehicle cannot automatically engage recuperation to slow down when driving downhill. You must have mode B engaged, then it uses recuperation. Driving in ë-Jumpy is quite pleasant, despite the weaker dynamics, the drive is sufficient for all common situations. Of course, when driving, it is necessary to take into account the higher weight of the car, which is known especially when braking. Automatic air conditioning is powerful, but it is a pity that it has vents only in the front, so in the rear rows, its effect is not so significant. However, sliding doors also include ventilation windows, which can sometimes be useful. Audio has also been saved and the speakers are only located at the front. Despite the fact that the car drives quietly, it is not enough for more serious listening in the back rows. The multimedia system is simple, but the touch screen is of sufficient quality and thanks to the support of Android Auto and Apple CarPlay, even if only by cable, a number of other functions can be used. The manufacturer also supplies an application for remote connection to the vehicle, but it is still far from usable and will need to be worked on.
During the test, we achieved a total consumption of 23 kWh / 100 km, while with a more moderate driving through the districts and without air conditioning, it was not a problem to reach 17.8 kWh / 100 km. On a 100 kW charger, the vehicle was charged from 10 to 80% in 38 minutes, which is less than stated by the manufacturer.
Battery capacity 75 kWh (usable 68 kWh), driven front axle, engine power 100 kW, 260 Nm, DC charging max 100 kW, AC 11 kW 3f, CCS socket, acceleration from 0 to 100km / h 13.3 s, max. speed 130 km / h, range WLTP 330 km, consumption WLTP 20.6 kWh / 100 km
+ Range over 300 km, transport capacity, charging options, support for Android Auto and Apple CarPlay, easy operation
– Broken application for mobile, air conditioning and audio only on the front
Model price (EUR with VAT): 41 360 EUR, test vehicle: 48 304 EUR
• Consumption in the test (kWh / 100 km): 23.1
• Range in the test (km): 340
• AC charging power on 11 kW 3f charger (kW): 11
• AC charging power on 22 kW 3f charger (kW): 11
• Max. DC charging power, charger 50 kW (kW): 50
• Charging time 10-80% (min): 62
• Max. DC charging power UFC charger 350 kW (kW): 99
• Charging time 10-80% (min): 37
Source: Nextech by www.nextech.sk.
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