ŠKODA CITIGOe iV is officially unveiled

ŠKODA CITIGOe iV is officially unveiled

ŠKODA, the Czech automaker of the Volkswagen Automotive Group finally unveiled its electric car that will enter into production later this year.

Most specifications were already known, but there are some good and bad surprises.



Let’s see the press release.


› ŠKODA’s first all‑electric production vehicle in its 124‑year history
› The zero‑emission city speedster is fitted with an electric motor with a power output of 61 kW
› 36.8‑kWh lithium-ion battery enables a range of up to 265 km in the WLTP cycle

By launching the ŠKODA CITIGOe iV, the Czech car manufacturer is embarking on a new era – 124 years after it was founded. As the first ŠKODA production vehicle, the four-seater city car is powered exclusively by a 61‑kW electric motor. This means the CITIGOe iV is powered not only purely by a battery, but also without generating any emissions. The 36.8‑kWh lithium‑ion battery allows for a range of up to 265 km in the WLTP cycle – meaning the CITIGOe iV is perfectly equipped for traffic in modern cities. Series production of the environmentally friendly city speedster will begin in the second half of 2019.


ŠKODA CITIGOe iV highlights


Lane Assist as standard is a nice surprise, I hope that AEB (Autonomous Emergency Braking) is also present, since it’s very important to avoid collisions.


Zero‑emission, nimble and spacious despite compact dimensions, the ŠKODA CITIGOe iV is a perfect vehicle for modern cities. Despite being just 3,597 mm long and 1,645 mm wide, the smallest ŠKODA also offers a spacious interior for four passengers and a boot capacity of 250 l. The boot can easily be increased to 923 l by folding down the rear seats. The front‑wheel‑drive CITIGOe iV is ŠKODA’s first all‑electric production vehicle and features an electric motor with a power output of 61 kW. The maximum torque of 210 Nm – which is relatively high due to the drive concept – is available straight away, as is typical for electric motors. The short burst from 60 to 100 km/h therefore takes 7.6 seconds, while the CITIGOe iV can accelerate from 0 to 100 km/h in 12.5 seconds. Its top speed is 130 km/h.


ŠKODA CITIGOe iV technical overview


The ŠKODA CITIGOe iV is powered by a 60-Ah lithium-ion battery with a capacity of 36.8 kWh.
The battery in the chassis floor measures 1.1×1.7 m and is just 0.3 m high. It consists of a total of 168 cells and allows for a range of 265 km in the WLTP cycle. When the power runs out, the battery can be recharged to 80 per cent in 1 hour using a CCS (Combined Charging System) charging cable connected to a 40-kW DC fast charger. Using a 7.2-kW AC wall box, the battery is charged to 80 per cent in 4 hours 8 minutes, or 12 hours 37 minutes using a 2.3-kW home-charging station. Both the Combined Charging System and the cable required for AC charging come as standard in the Style trim variant and are optional for the ŠKODA CITIGOe iV Ambition. Should this charging option not be available, the ŠKODA CITIGOe iV’s battery can also be recharged using a standard household plug socket.


ŠKODA CITIGOe iV technical overview


While the range and battery capacity is no surprise, there is something that I wasn’t expecting.

The firstborn Volkswagen e-up had a battery pack made with 25 Ah prismatic cells from Sanyo/Panasonic, with a total of 204 cells in a 102s2p configuration, which gave it a capacity of 18,7 kWh (204 x 25 Ah x 3,667 V). I thought that the ŠKODA sibling would use the same configuration but with 50 Ah battery cells from Samsung SDI – or even CATL – to double the capacity. I was wrong.

While it’s clear that this electric car is still on the NSF platform, Volkswagen probably no longer uses PHEV2 prismatic cells, instead it seems to use the same 60 Ah pouch cells of the Audi e-tron. Using the same battery cells would make sense considering that ŠKODA and Audi belong to the same Volkswagen Automotive Group.

Audi e-tron battery


The adoption of more energy dense cells is good news, however the battery configuration with less cells in series is a bit disappointing, since it reduces DC fast charging rate. Instead of the 102s2p configuration of the original Volkswagen e-up, now the configuration is 84s2p, this explains why it takes one hour to recharge 80 % of the battery at a DC fast charger.

The 60 Ah cells seem to be from LG Chem, but I’m not sure. I’ll leave it to Jeff Nisewanger to find out 🙂

If they are from LG Chem, it’s almost certain that the battery pack has some kind of TMS (Thermal Management System) – required by LG Chem for warranty purposes.


Ralf K. mentioned another valid possibility, which is the use of 60 Ah PHEV2 battery cells from Samsung SDI – we can see them on the roadmap below.

Samsung SDI at the North American International Auto Show (NAIAS) 2017


Anyway, the most important factors to determine this electric car’s success are price and availability. The price we already know to be around 19.000 €, but availability is still unknown. Volkswagen will likely prioritize production of the electric triplets (Volkswagen e-up, SEAT e-Mii and ŠKODA CITIGOe iV) to its own carsharing projects that are expanding in Europe, at least at first. Having this said, with its WLTP range of 265 km, I think that this will be the best city car in Europe for a while, electric or not. What do you think?

Here you have the full presentation where it’s mentioned that the price will be “well below under 20.000 euros”.


Thanks Pajda for the heads up.



More info:



Pedro Lima

Leave a Reply


I still cannot believe this will cost less than 20000 Euro. If true, well then, I feel bad for those people who have just bought a brand new expensive ICE

I understand that feeling. We have been scammed by automakers for so long, that is hard to believe anything they say, especially when it’s good news. – But if SKODA can sell the 5-door ICE Citigo in Czech Republic with a starting price of 8.120 euros (209.900 CZK), I don’t understand why the electric version with a relatively small battery would cost twice as much or even more. The 36,8 kWh battery costs VW no more than 4.000 euros and electric motors are cheap, cheaper than complex internal combustion engines. – Moreover, VW needs to sell electric cars real soon… Read more »


Hi Pedro, that was a good read.

You said the battery costs no more than 4000 euro, do you have any source on that? Genuinely curious as to why do they cost double more than the base ICE counterpart.

Hi Tommy, here the source is VW.

comment image.webp

Manuel Luis Gomes

They can still sell it and buy an electric one!!

Jonas Jovial

Another vaporware from the VW group…

Paulo de Almeida

Don’t be ignorant! The VW e-Up has been on sale in the EU since 2014!!

Jonas Jovial

Go to a VW seller and try to buy one…


correction: Not MQB platform. That platform was too expensive for the Up!

You’re right. It’s the New Small Family (NSF) platform, thanks for the correction!


If I can get this car for 19000 € or even 2-3000 € more I will buy one in september when they start selling the car in Sweden. A small car like this have much cheaper spare parts and tires too.

But it sounds to good to be true, hope I am wrong

The automakers completely brainwashed us and now we think that electric cars have inevitably to be expensive and that 19.000 euros is cheap for this small electric car, because automakers have been lying about battery costs for a long time. The ICE version costs a little more than 8.000 euros in its domestic market and the small battery costs VW no more than 4.000 euros. – In my opinion considering production costs in its most basic version it shouldn’t cost more than 12.000 euros. Nonetheless, electric driving is so much better than ICE that compensates paying extra. – I wonder… Read more »


Pedro, excellent overview as always. I have just two remarks.
AEB (autonomous emergency braking) was an option for the triplets from the beginning of their production. AEB in triplets uses laser sensor in mirror holder and it is active up to 30 km/h. So now they probably upgrade this system also with the Lane Assist function by adding camera i think.
The second is that triplets never used MQB platform but dedicated NSF(New Small Family) platform also known as AA or PQ12 platform. https://en.wikipedia.org/wiki/Volkswagen_Group_New_Small_Family_platform.

Thanks for the input Pajda.


In Denmark the automatic emergency break was standard from the beginning, the 30 km/h limit does however limit the usefulness of it.


I have to say that I am disappointed. It took them six years to upgrade the battery and now that they finally did they decreased the charging rate considerably. I surely hope they did put a TMS in and a heat pump for colder regions would be nice. The 7.2 kW AC charger is that a one phase or two phase charger?
For AC charging I would be more interested in the charge time for 0 – 100%.

I don’t know, but it might share the same charger with the Volkswagen e-Golf, which is two phase.

Since it’s a city car I think that more important than the DC fast charging capabilities, is the on-board charger. A 22 kW option would be great to quickly charge at common public EVSEs.

If the upgraded smart EQ forfour to be unveiled in September maintains the 22 kW on-board charger and gets the rumored 30 kWh battery, it’ll be a good alternative to the VW triplets.

Paulo de Almeida

The charging rate of the e-Up has been always 40kw, and .2 kW AC !!! This a small city car … with a 36,8 kWh battery to charge speed is FAST ENOUGH ! Faster then a Nissan Leaf or Renault Zoe since the Skoda does not suffer from #rapidgate “


Paulo de Almeida: The charging rate is decreased, if you charge a 18,7 kWh battery with 40kW you have a C rate of over 2, if you charge a 36,8 kWh battery with 40 kW your C rate is just over 1. If you want to keep the same C rate to need to double the charging power when you double the capacity. How often do you drive 260 km in the city? If you want to use the car only for city driving you don’t need fast charging and the current model has enough range, but if you want… Read more »


Great article. And this looks like a great entry level vehicle. Just one small note. The etron is not on the MEB platform. It sits on a heavily modified MLB evo platform. The ID3 I believe will be VW’s first (of many) MEB vehicles.

Thanks for the correction.


Hats off to you Pedro, as always great articles.

Ralf K.

My educated guess: I think, they keep using PHEV2 cells – but now get hi-energy cells (instead of hi-power cells) with 60 Ah from Samsung SDI.

Current e-Up battery is 17s modules with 6s2p each. See https://www.youtube.com/watch?v=5VSiHxETfDc
13s in the lower plane, and 4s in the upper one.

They could have dropped the three center modules in the middle (keeping balance or replacing them with other stuff like the AC charger) and achieve 14s of 6s2p. This way they could keep all their modules assembly automation, as well as robotics programming for building the packs.

Thanks Ralf, that’s a very valid possibility, we can see in the image below that Samsung SDI has the 60 Ah cells in PHEV2 format.

comment image.webp

I added it to the article.


Why phev cells over bev



Eddie: “VDE-PHEV2” defines a format of prismatic cell, but it is little tricky because there are available two modifications of internal chemistry/design in this format. _ First design is suited for PHEV and so it have greater charge/discharge rate and overall robustness, but the drawback is lower energy density (today it is 37 Ah, newer 42 Ah and maybe even 50 Ah). 37 Ah cells in PHEV modification are used in VW hybrids (passat GTE, Golf GTE and recently presented Škoda Superb iV and Audi) _ Second design is suited for BEV and it have the best available energy density… Read more »


Thanks Ralf, this is also a good explanation. But my scepticism says that using 60Ah in VDE-PHEV2 format today will be “too progressive for automotive industry”. I know that 50Ah and even 53Ah cells in VDE-PHEV2 standard are already in mass production by many chinese battery companies. But I do not know if 60Ah cell is already available in mass production too.