Item: Citroen e-Berlingo
Rating: 3

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It seems like a lifetime ago when the multi-purpose vehicle was the predictable choice, if not the given choice, for those who needed a large car to haul their children and the paraphernalia that came with them.

In the people-carrying sphere, van-based examples have never quite managed to reach the upper echelons of the MPV class.

Their role is far more straightforward than that of car-like MPVs, needing to be rugged, simple and hassle-free but forgo any luxuries or refinement.

Hoping to change this stereotype is the latest Citroën e-Berlingo, which has been tweaked to boost range and driver appeal.

When you consider its price, positioning and dynamic priorities, it stacks up relatively well against the now reduced field of other MPVs on sale.

It also presents itself as a solid alternative to dearer crossovers and SUVs that have now replaced the MPV as king of the school car park.

But is there still a place for the MPV in modern motordom, and how does Citroën’s electric offering fare compared with the competition?

Verdict

Model tested:

Rating: 6

Citroen e-Berlingo

Despite the new battery, this no-nonsense van-based MPV remains limited in its capabilities

Good

Cavernous interior is flexible and practical

Cushioned and pliant in most settings

Undercuts closely related rivals on price

Bad

Short range limits use

Interior lacks material richness

Not the most dynamic to drive

DESIGN & STYLING

Pros

Familar, boxy design enhanced by neat facelift

Max trim has decent level of kit

Cons

Large frontal area and blocky shape limits aero efficiency

Still very close in looks to the Peugeot and Vauxhall

While Citroën’s focus has been on upping the range and usability of the ë-Berlingo, it has gained some various styling revisions to bring it into line with the rest of the brand's line-up.

The fresh-faced MPV now sports Citroën’s new oval-shaped logo and three-segment LED light design, with inspiration taken from the radical Oli concept first shown back in 2022.

Of course, there's only so far Citroën can go with parent firm Stellantis’s big-selling compact passenger van, which it shares with Fiat, Peugeot, Toyota and Vauxhall.

It's still very much a Berlingo, with its short snout, boxy silhouette and large windows. But park it next to the closely related Peugeot e-Rifter or Vauxhall Combo Life Electric and you might struggle to tell them apart.

It has a more distinctive look than its predecessor, though, and at least Citroën has made the effort to offset the MPV from its van sibling with its sharper headlights and chromed bumpers.

There are also some Citroën hallmarks in the form of Airbumps on the doors, which are of a similar vein to those that first appeared on the C4 Cactus back in 2014.

The changes aren’t all superficial. Citroën has sought to assuage some ë-Berlingo’s range issues by fitting the car with a larger 52kWh lithium ion battery.

It promises up to 213 miles of range, a 20% uptick compared with its predecessor, which could muster only 171 miles on a charge.

Entry-level Plus trim opens the range and comes with a fairly limited kit roster that features 16in steel wheels, air conditioning, rear parking sensors, dark grey upholstery and some safety equipment.

Range-topping Max trim is the one to have, which gets 17in alloy wheels, dual-zone climate controls, a 180deg reversing camera and a brighter, airier interior look.

You can also choose between to different wheelbases: the standard-wheelbase M is fitted with five seats, while the longer XL model comes with seven seats.

INTERIOR

Pros

Spacious and flexible throughout

Huge boot can swallow anyhting

Logical dashboard layout with some handy physical buttons

Cons

Lacks material quality with lots of hard plastics

Limited interior technology

Infotainment touchscreen not the most responsive

The sheer size of the ë-Berlingo’s cabin will make you wonder why so many people opt for an SUV or estate car over an MPV: it's vast inside, with heaps of head room and leg room both front and rear.

The rear seats are a little narrower for adults, but there’s more than enough space to find a comfortable seating position, even if you’re tall.

You can fold the back seats independently if you choose the Max model; it's a split bench in the lower-rung Plus.

You will rarely need the extra space the folding the seats afford, because the 775-litre boot can swallow just about anything.

There’s a pragmatic feel to the ë-Berlingo’s cabin, too, as shown by its logical dashboard, uncomplicated infotainment touchscreen and physical buttons for the secondary controls.

There are some well-placed switches for the climate controls and the 10in digital instrument cluster is clear and configurable.

Sitting high and proud on top of the dash is that 10in touchscreen, and while its features are limited, it's pretty easy to get along with. We would like it more if it was a little more responsive to inputs, though.

Smartphone mirroring comes as standard on both cars and we had no trouble connecting an iPhone to Apple CarPlay.

Citroën has clearly listened to the criticism that continues to swirl around EU standard GSR2 safety systems by fitting a physical button that takes you to a menu where you can easily switch off the irritable speed-limit warning bong.

Don’t expect to find many luxurious touches inside, though. Materially it's pretty short on quality and cheap, hard plastics are in strong supply.

Our Plus test car was rather unadorned inside, but at least the uninviting plastics gave it air of robustness and durability, which is really all you want from an MPV.

The range-topping Max does try to enhance things with some brighter upholstery, but it too lacks material richness.

ENGINES & PERFORMANCE

Pros

Easy to make swift easy progress

More than enough grunt for town and motorway driving

Cons

By no means quick

Some regen modes are a bit agressive

It will come as little surprise that the ë-Berlingo is an easy, straightforward car to drive.

This isn’t an EV with swathes of torque and power to get your pulse going, but then buyers of affordable electric MPVs will hardly expect that.

Powering the front wheels is a permanent magnet synchronous motor that makes 134bhp and 191lb ft of torque for a sedate 0-62mph time of 11.5sec.

The ë-Berlingo has enough pep for nipping around town, and while it feels a little laboured getting up to speed on a slip road or when overtaking on a motorway, it has enough performance to align with its MPV brief.

It's brisk enough when you pull away from standstill, but you have to accelerate reasonably hard. And it holds its speed just fine at a cruise, but don’t expect any more than that.

Pleasingly, you’re able to adjust the regenerative braking via the rudimentary paddles behind the steering wheel.

The highest trailing-throttle regen setting is a little too aggressive for our liking, however, and the brake pedal is far too spongy when you apply an extra dose of resistance with your foot.

RIDE & HANDLING

Pros

Soft springing irons out lumps and bumps

Easy to drive at a relaxed pace

Cons

Fussy and fidgety ride a higher speeds

Vague steering

The soft-edged ë-Berlingo retains the mild-mannered driving dynamics of its predecessor, being cushioned and pliant in most settings.

There’s a fuss and fidget at higher speeds and plenty of jounce and head toss on rural back roads.

As a van-based MPV there’s plenty of roll, too, which comes hand in hand with the generally supple ride. In urban environments, it's very easy to pilot: the steering, while somewhat vague off-centre, is more precise near the straight ahead.

Of course, this isn’t the sort of car you would expect to deliver any sort of engagement or driver appeal, and ultimately the ë-Berlingo rides and handles just fine if you stay within its limits.

And despite its van-based roots, its soft set-up is very much in keeping with Citroën’s broader model line-up, which has long put comfort high above dynamic appeal – which is no bad thing.

Around town, it potters along without issue, ironing out lumps and bumps well. Rolling refinement is fine here too, but expect some more wind roar from that large frontal area when driving along the motorway.

MPG & RUNNING COSTS

Pros

Cheaper than technically related rivals

Good rapid-charging capability

Cons

Short range ties it to city hops

Not very efficient

Prices for the entry-level Plus model start from £31,135, while the Max commands a slight premium at £33,650.

Both versions of the ë-Berlingo undercut the e-Rifter on price, although the Peugoet’s cabin is a little more refined in terms of feel and layout. The Citroën is marginally cheaper than the Combo Life Electric, too.

The marginal uplift in battery capacity may have upped the range on paper, but in reality it still limits the ë-Berlingo's capabilities.

With a mix of urban jaunts and a trip down the motorway, the ë-Berlingo achieved just 2.8mpkWh, giving a test range of around 150 miles, which is some way off the 213 miles that the 52kWh battery is claimed to deliver.

Admittedly, our test was during pretty chilly conditions, but even in warmer temperatures we would expect only an extra 20 or so miles of range.

And of course you would only want to travel around 140-150 miles if you were confident of finding a reliable charger at your destination.

Speaking of charging, the ë-Berlingo can be rapid-charged at rates of up to 100kW, which means a boost from 10-80% should take around 30 minutes.

If you risk pitching up at overcrowded or unreliable chargers, you would be wiser to factor in 100- to 120-mile hops, which effectively makes the ë-Berlingo a city-bound MPV – and puts it way off the 500-mile touring range of the petrol and diesel versions, which have now returned to the Berlingo fold after a brief hiatus.

VERDICT

Verdict

Model tested:

Rating: 6

Citroen e-Berlingo

Despite the new battery, this no-nonsense van-based MPV remains limited in its capabilities

Good

Cavernous interior is flexible and practical

Cushioned and pliant in most settings

Undercuts closely related rivals on price

Bad

Short range limits use

Interior lacks material richness

Not the most dynamic to drive

In sum, the ë-Berlingo is a thoroughly decent vehicle, but its bandwidth of usability restricts its capability as a big family hauler.

As an alternative to an SUV or estate, this MPV is certainly desirable from a practicality standpoint, and while lacking in material richness and quality, its rugged and durable design will appeal to some.

We can’t fault its spacious and practical cabin, comfortable ride, ease of use and affordability, but its shortage of range will be a bind for many.

It’s a very practical thing – except in one all-important aspect.

TECHNICAL SPECS

Model tested:

E-Berlingo XL Feel

Price:

£30,495 (after government grant)

Electric motor/s:

Permanent magnet electric

Drive battery:

50kWh

Driveline layout:

Single-motor, front-wheel drive

Model tested

E-Berlingo XL Feel

Price

£30,495 (after government grant)

Electric motor/s

Permanent magnet electric

View all specs and rivals

Drive battery

50kWh

Driveline layout

Single-motor, front-wheel drive

Power

136bhp

Torque

192lb ft

0-62mph

9.0sec

Top speed

84mph

Kerb weight (DIN)

2440kg

Range

182 miles

Max. charge rate

50kWh

Power

136bhp

Torque

192lb ft

0-62mph

9.0sec

Top speed

84mph

Kerb weight (DIN)

2440kg

Range

182 miles

Max. charge rate

50kWh

Sam Phillips

Title: Staff Writer

Sam joined the Autocar team in summer 2024 and has been a contributor since 2021. He is tasked with writing used reviews and first drives as well as updating top 10s and evergreen content on the Autocar website.

He previously led sister-title Move Electric, which covers the entire spectrum of electric vehicles, from cars to boats – and even trucks. He is an expert in new car news, used cars, electric cars, microbility, classic cars and motorsport.

Sam graduated from Nottingham Trent University in 2021 with a BA in Journalism. In his final year he produced an in-depth feature on the automotive industry’s transition to electric cars and interviewed a number of leading experts to assess our readiness for the impending ban on the sale of petrol and diesel cars.