Your {M} in the table, the cable in the last column
Start with the table. Your model is in the first column and the lead to order is in the last, and the row links through to that car's own page for the charge port position and the real charging times.
Citroen spans two connector eras. The C-Zero and pre-2021 e-Berlingo Multispace are Type 1; the e-C3, e-C4, e-Dispatch and e-SpaceTourer are Type 2.
The two eras, and how to tell them apart
Settle it by eye if the paperwork does not. Five pins in a round housing is Type 1, seven pins with a flat upper edge is Type 2, and no product exists that converts one into the other.
Both Type 1 Citroens put AC and DC on different flanks, which is easy to miss. The C-Zero has its Type 1 flap on the offside rear quarter; the e-Berlingo Multispace has its on the offside front wing.
Why the home figure is the one to read
The column to trust is the third one. It states what each car takes from an ordinary British house rather than what it could take in a country where three phases reach the meter. Those two numbers are often different and the difference is never the cable.
How the models differ, and where it matters
The modern Type 2 cars all reach 7.4 kW at a British house, and a 32 amp cable carries all of it, across the e-C3, e-C4, e-Dispatch, e-SpaceTourer and the C5 Aircross. The Type 1 cars sit near 3.7 kW, so there is nothing for a 32 amp cable to do beyond future proofing.
Citroen deserves credit for something no other maker here does. Its own van price list warns in writing that the optional 11 kW three phase charger "will actually charge your vehicle more slowly than the standard 7.4 kW single-phase onboard charger" on one phase. That is a maker telling customers not to buy its own upgrade.
Port position splits by body style rather than by era. The cars use the nearside rear; the e-Dispatch charges from the nearside front three quarter panel near the front wheel, which on a five metre van is genuinely good news.
Getting the length right
The run matters, not the car. Park as you normally would, walk the distance from the charge point to the socket, and add a metre or two. That number is what to order.
A nearside rear socket on a small hatchback is the easiest case here and five metres often does. The e-Dispatch, charging from the front, also takes less than its length suggests if you nose in.
What you are actually buying
Build is common across the range. Moulded and sealed to IP67, tinned copper throughout, flexible below freezing, covered for two years, delivered free on the next working day.
Type 1. It needs a Type 2 to Type 1 lead, and its CHAdeMO socket is on the opposite flank from the Type 1 one.
Should I buy the optional 11 kW charger for an e-Dispatch?
Not for single phase charging. Citroen own price list warns that on one phase the 11 kW three phase charger is slower than the standard 7.4 kW single phase unit.
What does an e-C4 charge at on a home wallbox?
Roughly 7.4 kW, because a house supplies one phase and a 32 amp charge point on it reaches that figure and no more.
Where is the charge socket on an e-Dispatch?
Nearside front three quarter panel, near the front wheel. That is unusual on a van and it shortens the cable run if you park nose in.
Which lead for an e-Berlingo Multispace?
The pre-2021 car is Type 1 and needs a Type 2 to Type 1 lead at about 3.7 kW. The later e-Berlingo is a Type 2 car.
