On many aspects, they worked together with the Renault F1 team. The Renault engineers have demonstrated that they do know what it is to build an electric vehicle. Photo by Maarten Vinkhuyzen | CleanTechnica. This configuration was not welcome in most (all?) countries. They even had the bright idea of offering the 40kWh version without DC fast charging. The Renault marketing whizz-kids decided that for Europe, batteries of 40kWh and 60kWh would be good enough. Those are the batteries you can find in the Ariya. The CMF-EV toolkit contains two battery modules, one with a 63kWh battery and one with a 87kWh battery. It’s probably from a marketing drone thinking it can sell one version on the reputation of another version, not realizing that people like to know what they are buying, and that confusing your customers is never good for sales. Now the moniker E-Tech is used for all “electrified” models. Renault did call its hybrid and plug-in hybrid models E-Tech models and the fully electric models Z.E. The first two models are the Renault Megane E-Tech fully electric and Nissan Ariya. This CMF-EV modular toolkit is expected to be the platform for at least 15 models the Renault–Nissan–Mitsubishi Alliance is bringing to market later in this decade. Renault and Alliance partners Nissan and Mitsubishi developed a new dedicated battery electric vehicle (BEV) platform for the C-/D-segment. Renault Megane E-Tech going to charge at a Fastned station. Upgrading it with a bigger battery and bettery charging system from cousin Dacia Spring could double or triple sales. It suffers from a battery that is too small and no DC fast charging, making it only fit for urban use. The Twingo ZE is a fun-to-drive little city car. The successor for the aging Zoe is expected in 2024, a retro model that hopefully will receive a kind reception in Renault’s homeland of France. The only part of transport where there is a theoretical niche for HFCEV powertrains, heavy trucking, was long ago sold to Volvo. They are dabbling in hydrogen fuel cell technology as a possible alternative for battery electrics. ![]() New management has tried to go the way of PHEVs at the same time that the market is saying goodbye to this technology. At the gatherings of the Earth’s mighty, like the famous one in Davos, its CEO was announced as “Mister EV.” Its Zoe model was the best selling BEV in Europe, with just over 100,000 vehicles delivered in 2020.Īlas, those glory days are over. It started working towards electric mobility in earnest over two decades ago. Nice.Renault does not need an introduction. Oh, and you’ll get a free wallbox charger for your house, courtesy of BP Chargemaster. Lines also include an Active Emergency Braking System as standard. There’s lane-departure warning, traffic sign recognition and automatic high and low beam, while R.S. All get a hefty 447-litre boot in Sport Tourer form and come with a suite of standard safety systems. On the Megane, though, the only options are Iconic or R.S. That means on the Clio and the Captur you’ll be able to buy the powertrain no matter what trim level you can afford. Well, Renault says it wants to democratise hybrid power with its E-Tech systems. That’s impressive for something with a 0-60mph time in single figures, and although it might not appreciate completely on-the-edge driving, the Megane retains most of that efficiency even if you get excited with your right foot. ![]() In Sport Tourer form Renault claims this Megane manages 217.2mpg on the WLTP test and emits only 30g/km of CO2. They’re really rather good is what they are. Renault should shout about it and make a feature of it. ![]() The steering is well weighted too, and there’s a linear feel to the brake pedal despite its regenerative properties.Īll-in-all you can sense that this hybrid system is an extremely clever one, even if it’s meant to be a cheaper alternative, and it being made obvious really isn’t an issue. There are three drive modes – the aforementioned ‘Pure’ as well as Sport (does what it says on the tin) and MySense which optimises for efficiency in hybrid driving. It’s nothing to be alarmed about though, and listening to the drivetrain to work out what it's doing at which point in time becomes an interesting way to pass the time. The engine speed will generally match road speed pretty well and only sounds a little strange as it keeps spinning just a second longer than you’d expect after lifting off.ĭrain the battery and you’ll also get a slightly different noise as the four-cylinder ICE transforms into a generator – sending its power directly to the battery to ensure you’ve got enough charge to always start the car in EV only mode. Gearchanges are smooth and there’s far less of a rubber band rev effect than you’d get with a CVT-equipped hybrid system.
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