On a winding country road east of Landshut I approach an empty roundabout on the new Geely E2. Here I have to exit through the opposite detour: right, left, right, like in a chicane. Although the test car is equipped with low rolling resistance Yokohama BluEarth-GT tires in size 205/60 R16, when entering the steering it briefly sinks into the outer shock absorbers and then exactly follows the steering command with a slight understeer, without any influence of the driving when accelerating out of the corner.
How is this possible? The E2 is currently the only rear-wheel drive model in the B segment, at least compared to its direct competitors. These include 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 it’s true: at just under 1.80 meters tall, sitting in the left rear seat, my knees do not touch the backrest of the driver’s seat (adapted to my position), nor does my head hit the headliner.
Two power outlets at the rear; LFP cells in the soil.
The E2’s powertrain comes in two power levels. The base ‘Pro’ variant we drove is powered by a 60 kW (81 HP) electric motor delivering 150 Newton-meters of torque. The energy storage system is a lithium iron phosphate (LFP) battery with a gross capacity of 35.35 kWh and a useful net capacity of 34.28 kWh. In the top-of-the-range ‘Ultra’ version, also tested by the electric company, the electric motor produces 85 kW (116 HP), powered 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 basic variant works well. During our driving tests, there were subjectively no differences in acceleration between the 60 kW and 85 kW engines in urban driving.
Agile handling, but compromises 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 most sophisticated European chassis tuning, which involved around 7,200 hours of development work, the E2 turns very directly from the center position. To withstand higher loads, including highway driving, the E2 for the European market features larger front brakes, among other improvements.
However, a criticism arises when looking at the maximum speed. All variants are electronically limited to 130 km/h. A comparison with the basic versions of the competition shows that the E2 falls short on this point: while the Hyundai Inster reaches 140 km/h, the BYD Dolphin Surf and the Renault 5 Evolution reach a top speed of 150 km/h. The VW ID. The Polo even offers a maximum speed of 160 km/h. For a hatchback as spacious as the E2, longer highway trips are realistic for many users, making a higher top speed desirable.
Sophisticated technology, but absent one-pedal driving
The precise handling and the small turning circle of just 9.9 meters are the result of the combination of rear-wheel drive and a modern multi-link rear axle. However, drivers won’t find true one-pedal driving until coming to a complete stop. While the intensity of regenerative braking can be adjusted via the central display, the brake pedal remains essential in urban traffic, even in the highest position. On the plus side, the E2 supports vehicle-to-load power delivery for external devices with up to 3.3 kW of power, enough to power almost any device that can operate from a home socket.
High efficiency in summer and impressive consumption figures
The Geely E2 demonstrated clear efficiency strengths during our first drive. With the Ultra variant we achieved a maximum consumption of 17.0 kWh/100 km over a route of 52.1 kilometers (from the old town of Landshut to country roads and vice versa) at very sporty driving speeds, with an outside temperature of 34 °C and an inside temperature of 23 °C. With the base ‘Pro’ variant, this figure dropped to an excellent 13.6 kWh/100 km when traveling the same route with forward driving.
Even more impressive was a 64 kilometer trip on the A92 motorway from Landshut to Dingolfing and back: here the Ultra achieved a consumption of only 13.3 kWh/100 km with a speedometer of 130 km/h, just below the limiter. In this way, the WLTP consumption values of 15.5 to 15.9 kWh/100 km (which also include load losses) can even be reduced in real driving. The official range ranges between 252 and 345 km, depending on the battery.
Exploring DC Charging Curves of LFP Batteries
At a DC fast charging station, the base Pro charges at a maximum of 60 kW, while the Max and Ultra variants charge 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, power consumption increases rapidly to a level of just under 60 kW (small battery) and 80 kW (large battery), respectively. This level is constantly maintained up to approximately 50 percent state of charge (SoC). Beyond this point, the charging curve decreases, dropping to around 40 kW (small battery) or 60 kW (large battery) between 60 percent and 70 percent SoC, and then dropping significantly after 80 percent.
In this way, the practically relevant charging range of 20 to 80 percent SoC can be completed in 23:35 minutes for the large 47 kWh battery. The smaller 35 kWh battery takes 23:08 minutes to charge from 20 to 80 percent. In an AC wall box, the built-in charger limits consumption to a maximum of 6.6 kW, meaning a full AC charge takes between 5.3 and 7.1 hours. A smart solution: Geely includes an EnBW starter package for German customers, which covers the basic rate of the Mobility+ L tariff for twelve months and enables DC charging at German EnBW stations for 39 cents per kWh.
A tidy interior with decent storage volume
The interior of the compact vehicle, only 4,135 meters long, stands out 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 preconditioned via an app on all three trim levels.
During daily use, however, there are occasional problems with the software: for example, when adjusting the volume, the sound is initially muted long before the system plays the new 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 usual trunk capacity of 375 to 1,320 liters, there are practical additional storage compartments, such as a 28-liter space under the rear seat and a 70-liter trunk under the front bonnet, which in everyday life serves much more than just the charging cable.
Three trim levels to choose from
The basic ‘Pro’ variant offers extensive equipment as standard. This includes a large 14.6-inch center display, an 8.8-inch driver’s display, automatic climate control, a rearview camera and electrically adjustable leatherette seats. The mid-range ‘Max’ version not only features a larger battery and more powerful motor, but also adds a heated steering wheel and front seats for added comfort on cold days. Meanwhile, the range-topping ‘Ultra’ stands out visually with 16-inch alloy wheels and two-tone paint. It also pampers occupants with amenities like a power tailgate, a 540-degree panoramic camera, inductive smartphone charging with up to 15 watts, 256-color 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 drive system and agile handling thanks to rear-wheel drive set clear benchmarks in this price range. The criticisms we identified (mainly the limited top speed of 130 km/h, the lack of one-pedal driving and minor software quirks) hardly carry any weight given the price. The safety concept is also top-notch, with a five-star rating in the latest Euro NCAP crash test (2026 protocol). The basic Pro starts at just €19,990. The Max with the longest range is priced at €23,990, while the top model, Ultra, is available from €26,990.
