The Geely E2 is a small electric hatchback that Geely sells in China as the Xingyuan (also known as Geely Geome Xingyuan), where it is the best selling car in the country. Geely says it sold about 460,000 of them in 2025 and more than 800,000 worldwide in under two years. It has now reached Europe, and we drove it in Germany during the German Car of the Year tests, where I am a member of the jury.
The short version: it is a smart, spacious and unusually well built little car for the money. The tuning is still soft and the infotainment needs rethinking, but neither takes away from a very convincing urban electric car.
Space and build quality
The E2 is 4,135 mm long, 1,805 mm wide and 1,580 mm tall, with a 2,645 mm wheelbase. That makes it closer to a compact family hatchback than to a traditional city car, and the interior shows it. There is generous room in the rear, with about 890 mm of rear legroom, a flat floor and a 375 litre boot.
The real surprise is the build quality. Fit, finish and the general feeling of solidity are well above what the price would suggest, and clearly better than most rivals at this level.
The car is also very comfortable, which suits the way most people will use it.
On the road
The E2 is easy to drive and relaxed rather than sporty. The tuning remains fairly soft and distinctly Chinese in character: the suspension favours comfort over body control, and while Geely says the chassis has been calibrated specifically for Europe, the car still leans and floats more than a Renault 5 or a Volkswagen would. Over rough surfaces in town the comfort is a real advantage.
The drivetrain is modest. The E2 Pro has a 60 kW (82 hp) rear motor, while the Max and Ultra versions have 85 kW (116 hp), both with 150 Nm and rear wheel drive. The larger version needs about 11.5 seconds from 0 to 100 km/h, the Pro around 14.2 seconds, and top speed is limited to about 130 km/h. This is a car for the city and for the occasional trip out of town, not for long motorway stints.
Range and charging
There are two LFP batteries. The Pro has a 35.35 kWh pack with 252 km of WLTP range (368 km in the urban cycle). The Max and Ultra have a 47.14 kWh pack with 345 km of WLTP range (497 km urban) and an official consumption of 15.5 kWh/100 km. Independent estimates put the real world mixed range of the larger battery at around 280 km, which is in line with the good range I experienced on the test.
Fast charging is where the E2 is least ambitious. DC charging peaks at 60 kW on the Pro and 80 kW on the larger battery, with Geely quoting roughly 25 minutes from 30 to 80 per cent. AC charging is limited to 6.6 kW. For daily use and the occasional day trip that is enough, but it is not a car built around fast long distance charging.
Infotainment and controls
This is the weakest part of the car. The infotainment system needs to be rethought: during the test I was unable to change the language, which says a lot about how the menus are organised.
As in many Chinese cars, too many functions are buried in the touchscreen, and the E2 would benefit from more physical buttons for everyday controls. These are areas Geely can improve, at least in part with software updates.
Price and availability
In euro markets the E2 starts below €20,000. The entry level E2 Pro is listed at €19,490 in Belgium on an introductory offer (regular price €21,490) and at €19,990 in Germany. The larger battery version costs more, at around €23,990 in Germany. That places the E2 right next to the Renault Twingo, which starts at €19,500 in EU-countries, and well below the Renault 5, which starts at around €24,900.
For our readers the key point is that the E2 is not currently planned for Scandinavia. It is, however, expected to arrive in Sweden in 2027 at the earliest, and a price close to the euro figures would make it one to watch in the Nordic small car segment.
