As a child, I used to read ‘The Eagle’, a defiant boys’ comic. One of its strips featured ‘Dan Dare’ (of the 21st Century…sic). Its eye-to-the-future presented airborne cars, driverless vehicles and alternative propulsion systems, some of which have come to fruition, as we course through the start of the century.
While most of the cartoon vehicles depicted were fairly outlandish, even then, many of the alternative fuel vehicles of the past couple of decades can hardly have been described as ‘advancing design precepts’, unless grotesque and plug-ugly were the primary conditions. In some respects, garnering attention has been a guiding principle and avoiding normality, as an acceptable tenet, has seemed to be as far removed from the remit as possible.
Yet, Renault, having revealed a concept example of the Zoe at the 2010 Paris Motor Show, launched limited numbers of the car through its French dealer network around two years later. Notable for its Clio-like dimensions and pretty face, complete with cheeky dimples, within which were placed the LED daytime running lamps, the car was remarkably conventional in appearance, despite being a 22kWh lithium-ion battery-powered electric vehicle.
Keen pricing, albeit with a monthly, mileage-based rental programme for its battery pack, was another aspect of its broadly acceptable ordinariness. In driving terms, the Zoe was a little charmer, being as quick off the mark as electrically-powered cars can be, although early issues would always surround its potential cold weather, operational mileage limit of around 65 miles, which improved to around 90 miles in summer. Despite range anxiety issues, Zoe was something of a quiet sales success.
In 2016, Renault launched a higher-powered version (41kWh) that not only gave some extra on-road verve but also improved its range expectations to around 190 miles. The Zoe soon became the best-selling EV in Europe and, in 2017, it managed to hang onto its title for the third consecutive year, with more than 50% of all retail sales of EVs in France being a Zoe model. Over 100,000 examples have been sold and the demand for the car remains at a positive ebb.
Renault’s commitment to EVs is admirable and developments continue apace, as evinced by the introduction of the much-enhanced R110 electric motor. Now rated at 80kWh, a satisfying mix of vastly increased range of up to 250 miles and much zestier performance are sure to bolster growing sales of the Zoe. An attractive range of body colours and a new purple interior package supplement the consumer attractions.
Costing from £14,245, with a monthly fee of £85 for the battery rental (a variable rate based on mileage, in this case three years and 10,500 miles), Renault has overcome the traditional barrier to sales impetus of high pricing for EVs. It is a positive statement, because even lithium-ion batteries age and carry a recharge memory, which can make them less than 80% efficient after a succession of plug-ins. At the end of the contract, you simply trade-in the old pack and replace it with a new one.
As part of the deal, Renault will provide you with a domestic wall-charger that will refill the battery in a mere four hours using the car’s seven-pin plug. However, unlike some plug-in systems, there is no means of hooking the car up to a conventional three-pin socket. Yet, with the vastly improved range and the fact that most EVs are used for commuting only, as long as you do not reside more than 125 miles from your place of work, there is unlikely to be a recharging problem arising.
The relative conventionality of the Zoe continues with its placement of the electric power unit beneath a front bonnet and, where the fuel tank might go ordinarily, below the rear seats of a compact family hatchback, the battery pack is now sited. The resultant weight distribution is such that, with a marginal front-end bias, the car handles much like any front-wheel-drive hatchback. Tipping the scales at around 1,465kgs, it is slightly heftier than cars of similar dimensions, which is to be expected, when you consider the weight of the batteries.
However, with conventional MacPherson strut-type front suspension and a torsion beam rear set-up, the ride quality is broadly similar to a Clio, while general handling and grip levels are comparable. Riding on Michelin eco-tyres that reduce rolling resistance (an added benefit in an EV), the effects of markedly stiffer sidewalls are felt through the steering, which means that the ride quality is less compliant than a Clio but never to the point at which it can be considered as detrimental to progress.
Starting the car, without having the accompanying churning of a starter motor to put life into an internal combustion engine, is unnerving to begin with. However, you soon become accustomed to inserting the key-card, depressing the ‘Start’ button, then the accelerator pedal and moving off at a satisfyingly brisk rate. Thanks to the ‘instant-verve’ provided by electricity, initial hard acceleration can be smile inducing. There is an external ‘noise’ created at low speeds, which is as much aimed at getting pedestrian attention to an otherwise noiseless car, as it is gifting it some additional character.
Operational costs are based on little more than the battery rental and what it costs to trickle-charge the battery pack, which is minimal (about the same as leaving on a garage light for a few hours). Although the driver’s seat is not height-adjustable, the steering column adjustment will compensate for 99% of driver changes. With innumerable similarities to the Clio model, the interior detailing is neat and stylish, the conventional instrument dials replaced by a TFT full-colour screen displaying speed, trip details and battery status.
