Geely E2 Test Drive: Great Value for the Money, But Lacks Road Feel

Let’s get the most important news out of the way first: For 19,990 euros, Geely is introducing the E2, a compact electric car that doesn’t feel like a stripped-down model. The five-door model comes with five seats, a large infotainment display, plenty of storage space, and features that, with some competitors, you’d have to check off options high up on the price list to get. But this affordable Chinese car aims to be more than just a price-breaker. Rear-wheel drive, a multi-link rear suspension, and nearly balanced weight distribution are designed to give it a distinctive character on the road as well.

That claim may be understandable, but the reality is a bit more sobering. The E2 is a practical and pleasantly compact electric car for everyday use that really shines in urban settings. However, anyone expecting a car that handles corners with precision or an electric vehicle with intuitive controls will have to settle for a few compromises.

At 4.14 meters long, the E2 remains maneuverable enough for tight city centers, parking garages, and winding courtyard driveways. Its turning circle of 9.9 meters is equally well-suited to this. When maneuvering, the five-door model feels significantly smaller than its generous interior dimensions would suggest. The short overhangs help with judging distances, the cameras assist with backing up, and the light steering further reduces the effort required for parking. The fact that the E2 offers a 540-degree camera with an underbody view—depending on the trim level—might sound like a technical gimmick. But in tight parking garages, close to curbs, or between bollards, it can actually be helpful.

Visually, however, the Geely doesn’t flaunt its space-efficient design. The rounded body looks more friendly than powerful, though with black plastic trim on the sills and wheel arches, the E2 still strives for a hint of a crossover look. While this doesn’t make it an SUV, its height of 1.58 meters ensures an upright seating position and a spacious, airy feel. This is especially pleasant in city traffic: the driver isn’t seated too low, visibility is good, and when getting in or out, no one has to climb down into a low-slung compact car.

The interior is surprisingly spacious. The long wheelbase of 2.65 meters creates room in the back that’s ample even for adults. Even taller passengers will find plenty of knee and headroom behind a properly adjusted driver’s seat. The flat floor contributes to this. It makes the footwell appear more open and makes it easier to get into the middle seat, even if five adults probably shouldn’t be the preferred number of passengers for extended trips.

The E2’s practicality is particularly evident in the cargo area. There’s 375 liters of space behind the tailgate, and with the rear seats folded down, the volume increases to up to 1,320 liters. In addition, Geely offers 70 liters of storage space under the front hood. That’s more than just a selling point in the brochure. The charging cable tucks away neatly there, without constantly sliding around in the trunk. Another clever feature is an additional pull-out compartment under the rear seat bench, which holds smaller bags, toys, or kids’ stuff. The same goes for the glove compartment, which functions as a drawer rather than a flap. The rear cargo area isn’t quite perfect, though. When the rear seatbacks are folded down, a noticeable step is created. While bulky items can be stowed there, they must be lifted over a relatively high edge and then slid over the step. A adjustable split floor would have alleviated the problem.

But now let’s get going and get behind the wheel. There’s no need for a start button. After unlocking the car, simply press the brake pedal; then select the gear using the lever to the right of the steering wheel, saving you an unnecessary step. The mirror adjustment is pleasantly familiar. Instead of hiding it in the touchscreen, Geely opts for a classic joystick on the driver’s door. In everyday use, small decisions like this matter more than yet another sub-item on the features list.

The entry-level E2 Pro model has to make do with 60 kW (81 PS), which may well be sufficient for city driving, commutes, or a trip to the supermarket. For our first test drives, however, only the 85-kW version was available. It produces 116 PS, delivers 150 Nm of torque, and takes 11.5 seconds to accelerate to 100 km/h. That’s not slow by traditional small-car standards, but it’s also not the instantaneous electric surge that’s come to be expected from electric cars. Up to about 100 km/h, the Max and Ultra feel sufficiently lively; above that, the acceleration noticeably loses momentum. And at 130 km/h, it’s over anyway.

Rear-wheel drive—rarely used in this segment—may sound like driving fun, but it only partially lives up to that promise. One positive aspect worth mentioning is the clean front axle. When accelerating out of a curve or pulling out of an intersection, it doesn’t have to simultaneously transfer drive forces to the road. The E2 accelerates smoothly and without any annoying jerking. The relatively balanced weight distribution also helps ensure that the car doesn’t feel top-heavy from the start.

In faster corners, however, the Geely remains more of a comfortable everyday car than a particularly precise compact car. The European tuning has noticeably improved the steering compared to the Chinese version. It turns in more willingly and understeers less early on. However, feedback remains limited. Especially at low speeds, the steering is very light—almost too light. In Sport mode, the resistance increases slightly, but the feel around the center position doesn’t become particularly firm. The driver knows where the car is going, but has less of a clear sense of what the front wheels are doing on the road at any given moment.

The suspension also fits into this picture. In town, its comfortable setup suits the E2’s character well. The car handles bumps, manhole covers, and cobblestone streets smoothly. The long wheelbase prevents the body from bouncing nervously over every bump. On faster country roads, however, the suspension setup feels too soft. On undulating pavement, the body moves more than is befitting a rear-wheel-drive car with a multi-link rear suspension. Anyone who takes corners with momentum or tackles a series of tight turns aggressively will also notice how early the ESP steps in to restore stability. It does so safely, but at times quite forcefully.

The brakes also don’t quite match the car’s modern feel. In Normal mode, the pedal lacks feedback; in Sport mode, modulating the braking becomes at least somewhat easier. It’s puzzling that the regenerative braking can be adjusted via the central display in the settings Auto, Low, Medium, and High. A solution using steering wheel paddles would have been more practical, since adjusting this setting while driving isn’t a function you’d want to navigate through menus for. And even at the highest regenerative braking level, true one-pedal driving isn’t achieved. The E2 does not decelerate on its own to a complete stop, so you often have to reach for the brake in city traffic.

The cockpit follows the now-common layout. An 8.8-inch instrument cluster sits in front of the driver, while a 14.6-inch touchscreen takes center stage. The menus are generally organized in a logical way, and the virtual shortcut buttons adapt to the vehicle’s current status. Once you’ve gotten the hang of it, you can find many functions quickly. Nevertheless, as mentioned, the impression remains that the screen has to handle too many tasks. In a compact car primarily used in urban environments, a clearer separation between buttons for frequent functions and a display for more complex settings would be more convenient. Voice control is also of limited help. It can open or close the windows, but there are switches in the door for that as well. For more in-depth questions or intelligent assistance, however, it’s not a viable alternative—there’s no integrated AI feature. At least the system is supposed to be kept up to date via over-the-air updates.

When it comes to the battery, it’s worth looking beyond the base model. The E2 Pro starts with a 35 kWh battery and a WLTP range of up to 252 kilometers. The 60 kW DC charging power is sufficient for city driving, but makes stops along longer routes a test of patience. Geely expects that most buyers will opt for the E2 Max anyway, which features an 80 kW (116 PS) powertrain starting at 23,990 euros. It comes with a 47 kWh battery, up to 345 kilometers of WLTP range, and 80 kW DC charging power, which is supposed to charge the battery from 30 to 80 percent in about 28 minutes. That’s quite solid, but by no means a record. The onboard AC charger also operates at only 6.6 kW. While the battery may be fully charged overnight at a wallbox, this remains a problem at public AC charging stations with time limits.

The top-of-the-line Ultra model, with the same powertrain and battery, costs 26,990 euros. It comes with, among other things, alloy wheels, a power tailgate, ambient lighting, wireless smartphone charging, a rain sensor, and a more comprehensive camera system. This makes the Max the most sensible choice: a larger battery, a more powerful motor, and heated seats and steering wheel—all without paying extra for features that don’t fundamentally change the car’s practicality.

The Geely E2 is no master of cornering and no champion of tactile controls. Its steering remains too imprecise, the brakes provide too little feedback, and the regenerative braking is too weak for relaxed one-pedal driving. But it scores points where small-car buyers often weigh their options most carefully: in terms of space, storage, standard features, and price. With an eight-year or 200,000-kilometer warranty on the vehicle and battery, Geely also offers an unusually long warranty period. The E2 Max is the more interesting variant. It transforms the affordable entry-level model not only into a city car but also into a practical commuter and second car for people who regularly drive beyond the city limits. (aum)

Geely E2 Max Specifications

Length x Width x Height (m): 4.14 x 1.81 x 1.58
Wheelbase (m): 2.65
Drivetrain: Electric motors, 80 kW (116 PS), rear-wheel drive, 1-speed automatic transmission
Max. torque: 150 Nm
Top speed: 130 km/h
Acceleration 0 to 100 km/h: 11.5 sec.
Average WLTP consumption: 13.4–14.7 kWh
Battery capacity: 47.14 kWh
Range (WLTP): 345 km
Max. charging power: 6.6 kW AC / 80 kW DC
Curb weight / Payload: 1,440 kg / N/A
Trunk volume: 375 liters / 1,320 liters + 70 liters (front)
Towing capacity: N/A
Price: starting at 23,990 euros