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Matt Brogan13 Mar 2013
REVIEW

Renault ZOE 2013: Launch Review

Renault's fourth all-electric model is arguably the most suitable application of EV technology to date

Renault ZOE

What we liked:
>> Performance/range compromise
>> Petrol-car feel and feedback
>> Well-weighted steering

Not so much:
>> No split-fold rear seat
>> Sat Nav can be confused
>> No driver’s seat height adjustment

OVERVIEW
>> The more things change...
It’s funny how things come back into vogue. In the early 1900s, one-third of all cars were electrically powered, and now, the internal combustion engine is again facing a coup from its high-voltage rivals.

There’s at least half a dozen electric vehicles (EVs) vying for a piece of showroom action, and in Europe the idea has merit. Government incentives make the vehicles more affordable, the average daily commute is (generally) shorter, and the charging infrastructure required to keep you on the move is already well established. Across western Europe, there’s more than 20,000 public charge points already available.

So, how does yet another newcomer fit into the increasingly busy EV market?

Renault’s fourth all-electric model, ZOE, is arguably the most suitable application of EV technology to date with an apposite balance of performance, range, size and technology. ZOE is actually quite liveable and communicative to drive, too.

Simple and practical, as Renault puts it. But then again, if you believe the manufacturers, aren’t they all?

PRICE AND EQUIPMENT

>> Terms and conditions apply
In the ZOE’s home [French] market, the entry-spec model starts at €13,700 (incl VAT). That’s because the government chips in around €7000 of incentives, and because the battery is leased for around €79 per month (incl VAT).

And in many other European countries the scenario is much the same. But in countries like Germany, for example, where the incentives are virtually non-existent for ZOE, it can end up costing more than a Volkswagen Golf.

And that brings us to Australia. With no such tax breaks or government incentive schemes, the little ZOE would end up costing somewhere close to $30,000 (excluding on-road costs).

ZOE underwent hot weather testing in Australia and cold weather testing in Sweden. In total, the it has undergone the equivalent of 850,000km testing, the motor driven the equivalent of 20 years normal use.

Renault says the ZOE has a life expectancy of 12 years, the same figure it gives to its conventionally-powered vehicles.

In addition, ZOE's battery is air-cooled and comes with a lifetime warranty.

Standard equipment depends on grade. There are three variants: Life (entry), Intens (mid) and Zen (top).

Power windows, keyless start, cruise control and air-conditioning are standard across the range with higher spec models adding Renault’s new 7.0-inch R-Link floating touchscreen infotainment system, Arkamys audio system and uprated climate control system with an air ioniser and fragrance diffuser.

The HVAC [heating, ventilation and air conditioning] system was designed especially for the ZOE. While it cools the car in the same way as any other EV, the heater operates as a heat pump and consumes up to three times less energy than a conventional system, automatically adjusting the level of humidity in the cabin.

Renault has also equipped ZOE with two levels of remote apps which send state of charge, charging station location information, driving tips, pre-conditioning set-up, remote start, charge scheduling, and charge costing data.

It can also warn drivers if the charge has been interrupted or when the battery has reached a low state of charge.

MECHANICAL

>> Smart and simple
Sixty patents were filed during the ZOE’s creation, but this isn’t a complicated car to own and drive. If anything, all that hard work and clever technology has served only to make the ZOE easier to live with.

Power comes from an LG-sourced lithium-ion battery that is made up of 12 modules of 192 cells. The unit offers 22kWh of available energy and is charged via a ‘Chameleon’ cable system which plugs in to a socket behind that grille-mounted Renault 'diamond'.

The battery itself is positioned beneath the floor and weighs 290kg.

Charging time varies, depending on supply, with the domestic charge point taking between six and nine hours.

A synchronous electric motor, supplied by Continental, develops 65kW and 220Nm. It drives the front wheels via a (single speed) reduction-type transmission and will accelerate the ZOE from rest to 50km/h in four seconds and to 100km/h in ‘around 13.5’ seconds.

Top speed is electronically capped at 135km/h in a bid to preserve range.

Renault says that the NEDC cycle has proven the ZOE can achieve a range of up to 210km, though realistically this is likely to be between 100-150km, depending on weather, ancillary usage and driving style.

ZOE rides on a pseudo-MacPherson strut (front) / torsion beam (rear) suspension arrangement and is braked by regenerative braking and conventional 258mm ventilated discs up front and drums at the rear. The park brake is mechanical and the steering electric.

Despite a chunky 1468kg kerb weight, the ZOE manages a front-to-rear balance of 59:41 and is 55 per cent stiffer in terms of torsional rigidity than the standard Clio (on which it is, more or less, based). The ZOE’s centre of gravity is also 33mm lower than Clio’s.

The lower spec ZOE Life is equipped with 15-inch steel wheels while Intens and Zen models receive 16-inch alloys. Michelin developed a special EnergyTM E-V low rolling resistance tyre for the ZOE measuring 185/65 or 195/65 between variants.

PACKAGING

>> Comfortably compact
The ZOE shares its most of its underpinnings with the fourth-generation Clio. In fact, it’s built in the same plant in Flins, France.

But there’s more to the story than that. Packaging requirements -- a big, heavy underfloor battery, a wider, more stable front track, and cargo space requirements – mean the ZOE also borrows some of its architecture from the larger Megane. In this way, the platform is best thought of as ‘mixed-modular’.

The model is comparable in size to the likes of Clio, Volkswagen Polo or Kia Rio measuring 4084mm long, 1730mm wide and 1562mm high. It rides on a 2588mm wheelbase.

Cabin dimensions are bigger than you’d credit. Thanks to sensible placement of the ZOE’s electro-mechanical package boot space is a generous 338 litres and 1225 with the rear seat folded flat.

Unfortunately the rear seat is not split, however.

The driver’s seat rails are angled uphill as you move the seat forward, meaning you also rise closer to the roof the shorter you get. It seems to make sense, and the underfloor battery means there’s little option here, but if you’re a shorter driver who likes to sit lower in the car, you’re plumb out of luck.

Back seat space is surprising. The boxy, upright posture of the car means you can sit comfortably inside, with adequate head and knee room. However, despite having belts for five, the rear bench only realistically offers space for two adults.

SAFETY

>> Small car safe
With the full gamut of electronic driver aids, four airbags, crumple zones, three-point inertia reel seatbelts, anti-whiplash head restraints, and even a sound generator to warm unsuspecting pedestrians as to its presence, ZOE has safety covered.

Ninety ZOE vehicles were crash tested during development, ensuring the vehicle’s structure would protect its occupants sufficiently, and also maintain the integrity of the battery. The battery itself was subject to a series of ‘abusive’ tests, including being submersed in water, crushed, penetrated (nail test), overloaded, dropped and being set on fire.

In EuroNCAP testing the ZOE scored an adult occupant protection rating of 89 per cent and a child occupant score of 80 per cent. Safety assist systems scored equally highly at 85 per cent with pedestrian collision rated at 66 per cent.

COMPETITORS

>> Green machines
Locally the ZOE’s natural competitors include the Mitsubishi i-MiEV (also sold in Europe as the Citroen C-Zero and Peugeot iOn) or the slightly larger, Nissan LEAF.

A raft of new EV models are on the way, like the all-electric Ford Focus and BMW i3, but again, these are slightly larger than the Clio-sized ZOE.

Hybrid offerings like the Honda Jazz Hybrid and Toyota Prius c are also worthy inclusions, and may offer that extra ‘something’ for buyers not yet prepared for the outlay or mindset change associated with pure EV ownership.

ON THE ROAD
>> Moving in the right direction
The EV market is starting to get a little traction in Australia, which has delivered the opportunity to sample the ZOE’s rivals. Most of these feel similar to one another in that they don’t have the feel and feedback of a ICE-powered car, and usually suffer from the additional weight they’re forced to carry.

But not the ZOE.

The weight and feedback of the Renault's steering is reminiscent of a hydraulic system. It loads consistently as you turn into a bend and returns to centre predictably and with appropriate pace. On-centre it’s happy to sit, and doesn’t ‘wander’ like many over-assisted electric units can.

Braking is equally well modulated -- in what it has to be said is a real turn around for EV brake pedal feel. Many EVs have unusual and inconsistent pedal pressure which is exacerbated by regenerative braking systems. The ZOE melts all of these factors into a one smooth action, providing ample assistance, and coherent feel.

The throttle is similarly well-attuned and has a neat ‘step’ function when the ‘transmission’ is set in ECO mode to let you know when your accelerating in a way that will decrease your range.

The gearshift has a usual PRND set-up, no braking mode here. The regenerative braking function’s ferocity is instead dictated by the use of ECO mode, being more active when switched on and quite leisurely when switched off.

It’s pleasing that despite the ZOE’s considerable weight it still feels light on its feet. The car’s front-to-rear balance and composed suspension see it turn-in sharply and accurately, maintaining exceptional body control and confident the entire time, even in the very wet conditions encountered on our launch drive.

The ZOE feels as though it could corner a lot harder than we dared attempt on public roads, and also impressed with its ability to soak up most of the lumps and bumps we encountered. Bigger potholes did catch it out, but with such a small chassis and so much weight, we guess there’s only so much a €14K car can be expected to do.

Acceleration is swift but the progression of speed is both linear and well mannered. There’s no surging or surprises here. We found that accelerating from standstill or during roll-on to be equally progressive and pleasantly smooth.

The seating position, as we discussed earlier, is a little tall for some tastes, but otherwise relates well to the steering wheel, pedals and ancillary controls. Visibility is good, for the most part, though we did note that the A-pillar position, much like Clio, can obscure your sight line when approaching roundabouts, a problem made worse by wipers that don’t sweep quite as far as they should.

But as complaints go that about where it ends. The ZOE is exceptionally quiet, the HVAC, navigation and audio systems work very well, and we really liked the premium R-Link system offered in high-spec Zen variants. The clarity of the TFT instrument panel is far better than you’d expect in a car of this price and is concise of function.

As the newest EV on the market it's probably not a surprise that the ZOE is a lot better than its rivals. What is a surprise is just how much better it is AND just how good it is for the price.

Sure, it’s going to be expensive if it ever makes it Down Under, but the future looks brighter if this is the direction EVs are set to take.

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Written byMatt Brogan
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