Renault ZOE

Electric cars have so far been showcased as fantastic machines, futuristic in form but with their feet clearly grounded in the present. I never really understood why it was necessary for electric cars to have such fantastic designs, like they were straight out of a Jules Verne classic. Were manufacturers trying to sell a slice of tomorrow, today? And if that were the case, why not apply it to all their cars? The Toyota Prius is such an odd design, both inside and out. So is the e2o and the Nissan Leaf and the Mitsubishi i-Miev. Thankfully the Zoe isn’t that, it’s as practical to look at as it is to drive. In more ways than one it’s what electric cars should be all about, a car that everyone relates to because it fits the general idea of a car. Not something that’s so futuristic it attracts more questions than answers.

The Renault Zoe comes close to that notion of a regular hatchback packaged with the future. It’s an electric car, but looking at it you’d just think it’s a beautiful hatchback with well designed proportions and a confident stance. One short drive later and it’s not hard to see why this car is gaining so much attention globally as one of the highest selling electric cars in the world.

The Zoe was introduced roughly around a couple of years ago though work on the car began some four years earlier. The Zoe is part of Renault’s larger strategy to provide electrification for European and other global markets. This comes backed by immense investments they’ve made in battery technologies and infrastructure. Today apart from the Zoe you also have the Fluence, the Twizzy and even the Kangoo, a cargo van powered by electric motors, under the Renault umbrella. And these cars are working to show that electrification isn’t just a spark in the dark.

The Zoe was built specifically as an electric car, to be fitted with an electric power train and never with an IC engine. And yet it’s not a fantastic design. Yes, it is a fantastic design, it’s just not tripping the light fantastic. It’s a good looking hatchback with a striking front face complemented by a narrow grille, wraparound headlamps and a sculpted bumper which all appear to be sweeping back radially from a central point on the grille.

It’s just a little over four metres in length, has a wide profile and though not too tall, the cabin is spacious enough for four. It’s built on the Clio platform which means you get a proper no nonsense hatchback and because the batteries are placed under the floor pan, you get a generous boot and enough space for full sized adults. The interiors have a high gloss reflective ceramic like finish and a creamy theme with chrome accents make the cabin appear roomy and cheerful. It’s also got a Renault proprietary entertainment device which allows you to download apps and stay connected.

The thing about it though is the way it drives, which feels just like any regular hatchback except that it’s quiet and refined, simply because it does not have any pistons banging away inside cylinders. The electric motor called the 5AGEN2 is a synchronous motor with a rotor coil. It produces a peak 88 horsepower between 3,000-11,500rpm in full power mode and 60 horses in Eco mode. But it’s got a prodigious 220Nm of max torque that kicks in at just 250rpm and is available all the way up to 2,500rpm. Now this low rpm torque effect is characteristic of all electric cars enabling them to accelerate hard and fast. The Zoe does feel quick off the mark, but this is an everyday commuter car meant for urban low speed areas.

With an eye on maximising efficiency from those batteries, acceleration has been balanced out. So while it touches 50kmph in just four seconds, the next 50 takes it 9 seconds more. This is because of the way it’s geared. The transmission is a single speed reduction gear with one forward ratio that’s intended to maximise efficiency. Top speed achieved is limited to around 130kmph.

What matters more though is the driving range and in urban areas, the lithium ion batteries are capable of providing a range of around 100km in winter months and 140km during summer. The 192 battery cells stacked in 12 modules placed in the floor pan have a total 400 volt capacity. Recharging them takes nine hours through a 3kW single phase 16A power source. A 22kW three phase 32A charge point can quick charge the cells to 80 per cent of their capacity in one hour.

Driving this baby around feels no different from any other car. The electric power assisted steering is light and precise. The low rolling resistance 185-65 R15 Michelin Energy E-V tyres provide good grip and road noise insulation. The monocoque chassis with the independent suspension is stiff and comfortable enough for mild urban commuting with some highway duty thrown in as well. But most of all the Zoe feels secure and planted and stable thanks to proper metal body panels like a proper car would. It weighs 1.4 tonnes kerb which is incredibly heavy for a small hatchback like this. And yet it isn’t an issue, because it’s got that low down torque to keep it moving at the same pace as the rest of the traffic in urban areas. Even on motorways, it’s got enough juice to keep pace with faster moving traffic.

The Zoe feels pretty impressive and I had the opportunity to drive it at a track where I could get a feel of the handling. And surprisingly this car does not feel as heavy or lethargic as its kerb weight indicates. The batteries are placed under the floor pan so that balances out the CG issues. It’s suspension is also quite stiff, which means better body control but a stiff ride. Braking is adequate but the regenerative braking makes it feel a bit weird.

There are however a few issues with this car and that’s the cost of ownership. In England and some parts of Europe, you have to lease the battery from Renault and this costs roughly around `7000 per month over and above the cost of the car. If you do not pay the amount, Renault can using an online system to prevent the battery from charging.

Then, the charger isn’t a regular three-pin plug but a proprietary charging point which means you can’t take this car over long distances and recharge the batteries anywhere, like say at a friend’s place. So it does not entirely address the range anxiety issues.

Overall, the Zoe is still finding favour with consumers fast, it’s one of the highest selling electric cars in the market today. As far as cars go, for the urban commuter the Zoe is a brilliant option but unfortunately in the Indian context electric cars still have a long way to go. It’s not just the range anxiety but also the lack of supporting infrastructure and then there is the ownership cost. The Renault Zoe then is a lovely car, but yet a distant dream for the Indian market.