Tržište24. rujna 2026.

First drive in the Geely E2: an agile compact BEV with RWD and C-segment space

On a winding country road east of Landshut, I approach an empty roundabout in the new Geely E2. Here, I am supposed to exit at the opposite turnoff – right, left, right, like driving a chicane. Even though the test car is fitted with low rolling resistance Yokohama BluEarth-GT tyres in the 205/60 R16 size, it briefly dips into the outer suspension struts when steering in, then follows the steering command precisely with slight understeer – without any drive influences when accelerating out of the corner.

How is this possible? The E2 is currently the only model with rear-wheel drive in the B-segment—at least when compared to its direct competitors. These include the BYD Dolphin Surf, Hyundai Inster, VW ID. Polo, and Renault 5. However, according to Geely, the E2 is not primarily designed to excel in driving dynamics but rather to impress with its interior space – offering C-segment dimensions in a B-segment package. And this is true: at just under 1.80 metres tall, sitting in the rear left seat, my knees do not touch the backrest of the driver’s seat (adjusted to my position), nor does my head hit the roof lining.

Two power outputs at the rear; LFP cells in the floor

The E2’s powertrain comes in two output levels. The entry-level ‘Pro’ variant we drove is powered by a 60 kW (81 PS) electric motor delivering 150 Newton-metres of torque. The energy storage system here is a lithium iron phosphate (LFP) battery with a gross capacity of 35.35 kWh and a usable net capacity of 34.28 kWh. In the top end ‘Ultra’ version – also tested by electrive – the electric motor produces 85 kW (116 PS), fed by a battery with a gross capacity of 47.14 kWh (45.72 kWh net). The Chinese manufacturer also uses this configuration for the mid-range ‘Max’ trim. Even the entry-level variant performs well. During our test drives, there was subjectively no difference in acceleration between the 60 kW and 85 kW motors in urban driving.

Agile handling, but compromises on top speed

On winding country roads, the E2 clearly benefits from its rear-wheel drive and a neutral 50:50 axle load distribution. Combined with the more sophisticated European chassis tuning – which involved around 7,200 hours of development work – the E2 steers very directly from the centre position. To handle the higher loads, including motorway driving, the E2 for the European market features larger front brakes, among other upgrades.

However, one criticism emerges when looking at the top speed. All variants are electronically limited to 130 km/h. A comparison with the entry-level versions of the competition shows that the E2 falls short here: while the Hyundai Inster reaches 140 km/h, the BYD Dolphin Surf and Renault 5 Evolution have a maximum speed of 150 km/h. The VW ID. Polo even offers a top speed of 160 km/h. For a hatchback as spacious as the E2, longer motorway journeys are realistic for many users, making a higher top speed desirable.

Image: Geely

Sophisticated technology, but one-pedal driving absent

The precise handling and the small turning circle of just 9.9 metres result from the combination of rear-wheel drive and a modern multi-link rear axle. However, drivers will not find true one-pedal driving to a complete stop. While the regenerative braking intensity can be adjusted via the central display, the brake pedal remains essential in urban traffic, even at the highest setting. On the plus side, the E2 supports vehicle-to-load power supply for external devices with up to 3.3 kW of power – enough to power almost any device that can be operated from a household socket.

High efficiency in summer and impressive consumption figures

The Geely E2 demonstrated clear strengths in efficiency during our first drive. With the ‘Ultra’ variant, we achieved a maximum consumption of 17.0 kWh/100 km on a 52.1-kilometre route – from Landshut’s old town, out onto country roads and back – at very sporty driving speeds, with outdoor temperatures of 34 °C and an interior temperature of 23 °C. With the entry-level ‘Pro’ variant, this figure dropped to an excellent 13.6 kWh/100 km when driving the same route with anticipatory driving.

Even more impressive was a 64-kilometre motorway trip on the A92 from Landshut to Dingolfing and back: here, the Ultra achieved a consumption of just 13.3 kWh/100 km at a speedometer-indicated 130 km/h – just below the limiter. The WLTP-rated consumption values of 15.5 to 15.9 kWh/100 km (which also include charging losses) can thus even be undercut in real-world driving. The official ranges are between 252 and 345 km, depending on the battery.

DC charging curves of the LFP batteries explored

At a DC fast-charging station, the entry-level Pro charges at a maximum of 60 kW, while the Max and Ultra variants charge at up to 80 kW. A look at the actual charging curves reveals a very similar pattern for both battery sizes, with a stably modulated charging curve. For both the 35 kWh and 47 kWh batteries, the power intake quickly rises to a plateau of just under 60 kW (small battery) and 80 kW (large battery), respectively. This level is maintained constantly up to around 50 per cent state of charge (SoC). Beyond this point, the charging curve declines, dropping to around 40 kW (small battery) or 60 kW (large battery) between 60 per cent and 70 per cent SoC, and then falling significantly after 80 per cent.

The practically relevant charging range from 20 per cent to 80 per cent SoC can thus be completed in 23:35 minutes for the large 47 kWh battery. The smaller 35 kWh battery takes 23:08 minutes for the same 20 per cent to 80 per cent charge. At an AC wallbox, the onboard charger limits the intake to a maximum of 6.6 kW, meaning a full AC charge takes between 5.3 and 7.1 hours. A clever solution: Geely includes an EnBW starter package for German customers, covering the basic fee for the mobility+ L tariff for twelve months and enabling DC charging at German EnBW stations for 39 cents per kWh.

A tidy interior with decent storage volume

The interior of the compact car, which is just 4.135 metres long, scores points for its simplicity and clarity. The proprietary Flyme Auto operating system works seamlessly with Apple CarPlay and Android Auto and structurally bears a strong resemblance to the Volvo and Polestar brands. Geely efficiently leverages its synergies here – to the benefit of both the company and its customers. For example, the E2 can be pre-conditioned via an app in all three trim levels.

Image: Geely

1/15
2/15
3/15
4/15
5/15
6/15
7/15
8/15
9/15
10/15
11/15
12/15
13/15
14/15
15/15

During daily use, however, there are occasional software snags: for example, when adjusting the volume, the sound is initially heavily muted before the system plays the newly set level at its actual volume. Fortunately, since the system supports over-the-air updates, improvements should come quickly.

On the other hand, the E2’s storage space is unmatched by the competition. In addition to the regular boot capacity of 375 to 1,320 litres, there are practical additional storage compartments, such as a 28-litre space under the rear seat and a 70-litre frunk under the front bonnet – which is useful for much more than just the charging cable in everyday life.

Three trim levels to choose from

Right off the bat, the entry-level ‘Pro’ variant offers an extensive range of equipment as standard. This includes a large 14.6-inch central display, an 8.8-inch driver display, automatic climate control, a rear-view camera, and electrically adjustable artificial leather seats. The mid-range ‘Max’ trim not only features the larger battery and more powerful motor but also adds a heated steering wheel and heated front seats for greater comfort on cold days. Meanwhile, the top-end ‘Ultra’ stands out visually with 16-inch alloy wheels and a two-tone paint finish. It also pampers occupants with amenities such as an electric tailgate, a 540-degree panoramic camera, inductive smartphone charging with up to 15 watts, 256-colour ambient lighting, and an upgraded audio system with six speakers.

Strong price-performance ratio

The Geely E2 makes a convincing overall impression in the B-segment at first glance. The spacious interior, efficient powertrain, and agile handling thanks to rear-wheel drive set clear benchmarks in this price range. The criticisms we identified – primarily the limited top speed of 130 km/h, the lack of one-pedal driving, and minor software quirks – barely carry weight given the pricing. The safety concept is also top-notch, with a five-star rating in the latest Euro NCAP crash test (2026 protocol). The entry-level Pro starts at just €19,990. The longer-range Max is priced at €23,990, while the top model, Ultra, is available from €26,990.