Latest News:
Leaning heavily on retro nostalgia, Rob Marshall looks at the latest R5, reimagined as an EV after almost thirty years of absence from UK sales charts.
You could not have failed to notice that Battery Electric Vehicles have received a pasting recently - not all of it fair. Even so, the BEV honeymoon, in particular, is over. While the 2035 target is looking increasingly unachievable (for now), even the most sceptical technician cannot deny that electric propulsion is becoming increasingly popular.
In the new car scene, all is also not well. BEVs are seen as too expensive, hence why demand among private motorists is flatlining. A host of low-cost Chinese BEV brands are flooding the UK market to resolve the issue, causing established brands, which have committed themselves to a pure EV future, more than a few headaches. Whether these Sino-cars have suitable spare parts and data support for the aftermarket remains to be seen. Yet, their limited brand cachet means that established car manufacturers, at least, have one upper hand.
Enter Renault's 5 E-Tech, an all-electric retro car that is being hyped by its manufacturer as being a new European Star, being built in France using EU components. Perhaps a reason for hammering home this message is not solely for national pride but because another Renault Group BEV, the Dacia Spring, has lost access to French 'bonus écologique' subsidy payments, due to it being a rebadged Chinese-built Dongfeng.
Unsurprisingly, Renault has leaned heavily on its heritage, from the 5 E-Tech's bright retro paint palette and interior colour schemes to '1972' graphics inside, referencing the launch of the original cinq. Yet, beneath the superficialities, the 5 E-Tech is Renault's first car to be underpinned by the company's AmpR small chassis, indicating that more small BEVs are to come, including those from Nissan. This new
floor pan has helped restrict dimensions to just under four metres and enhances available interior space. Above all, the 5 E-Tech weighs less than 1.5 tonnes.
Power Tech...
The 52kWh battery possesses four modules, each containing 48 cells within its floor-mounted casing, compared with the 12 smaller modules found on Mégane E-Tech electric and Zoë models. It also utilises Nickel Manganese Cobalt chemistry, which Renault says offers the best energy density for its size and 220kgs weight. Providing a 248-miles range between charges, it also can facilitate 100kW DC fast charging, in which case only 30 minutes are needed to boost battery charge levels from 15% to 80%. A smaller 40-kWh battery (186 miles range), of similar construction, is planned later. A liquid thermal management system regulates battery temperatures but Renault advises that the coolant does not circulate within the battery pack but through the extruded floor. A heat pump is employed in conjunction with a high-voltage 8 kW coolant heater, which can pre-heat the interior and be controlled remotely through the MyRenault App.
The electric motor (rated at 150 horsepower, providing a 0-60mph time of sub 8 seconds, although a 120 horsepower version will follow after the car's launch) is based on those used on the existing Mégane and Scénic E-Tech electric models, although the rotor has been shortened by 3cm and is 15kgs lighter, meaning that the motors are not interchangeable. These types do not employ rare earth magnets but copper coils, instead. Yet, the AC/DC converter (which transforms 400V to 12V) has seen more radical changes, by being integrated with the charger; the reasons given for this decision are weight and space-saving.
Perhaps the most notable feature under the 5 E-Tech's skin is 11kW AC bidirectional charging. This means that the car battery can run a 220V domestic appliance, demanding up to an impressive 3,700 watts. Aside from this Vehicle To Load (V2L), Vehicle To Grid (V2G) recharging is also possible, where the owner can save on domestic energy bills, by the car feeding electricity back into the grid.
Safety tech...
Again, to shed weight and save space, the master cylinder, ABS and ESP are combined into one module. There is also no physical connection between the pedal and master cylinder, although Renault promises that the 'decoupled' braking system delivers a consistently strong pedal feel, with the switch between regenerative braking and hydraulic braking taking place seamlessly. Naturally, the driver can use the gear lever to adjust regeneration levels, as required. The brakes also lock on post-impact, to reduce the risk of another impact, caused by a secondary collision.
Renault has also crammed the little 5 E-Tech with ADAS features that you might expect to see on larger vehicles. This includes automatic emergency braking that works with reverse gear selected and emergency lane-keeping technology. Intriguingly, a steering wheel-mounted button permits the driver to deactivate up to five ADAS features at the same time, should it be desired.
This BEV also boasts several Level 2 autonomous driving features, which combine adaptive cruise control with Stop & Go and lane centring assist to keep the car's positioning biased to the nearside, to help two-wheeled vehicles overtake in urban traffic. Hands-free parking features, too.
Is it here?
Renault's 5 E-Tech will replace the Zoë and is expected to arrive on UK shores early next year. While prices have not been announced formally at the time of writing, it costs 25,000 Euros in France. The biggest battery and motors will arrive first, followed by the lesser spec models in due course.
