Sunday Star-Times

Renault’s ultimate city dweller

The Zoe could be the perfect city car. Just don’t stray too far from that city, writes Damien O’Carroll.

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The Renault Zoe has been an undeniable success for the French company since its launch in 2012, quickly becoming the bestsellin­g EV in France, while also being the best-selling EV in the world in 2015 and 2016.

But the charming little EV was never going to replicate that success here in New Zealand and the reason for that is entrenched deep in its DNA – the Zoe was conceived and designed as a city car, to buzz around high-traffic, densely populated European cities with maximum efficiency and minimum fuss.

So when you bring it to a country with a total population around the same size as a single European city, and where people still actually use the ‘‘what if I want to drive from Auckland to Wellington non-stop?’’ question as an argument against EVs, it was always going to struggle.

Pricing didn’t help its cause either, with the diminutive Zoe initially landing here at a hefty $75,000, putting it not that far from the larger BMW i3 when it first launched here.

But now the Zoe is in runout in preparatio­n for the new model landing here shortly, so Renault New Zealand has slashed a handy $9k out of the Zoe’s latest price tag of $68,990. And while $59,990 still doesn’t make it cheap, Renault NZ has made no secret of the fact that you could easily twist their arm to go even lower on one of the few examples left on sale.

That makes the Zoe the cheapest new EV you can buy and drive off the showroom floor in New Zealand today. But does that make it a worthwhile purchase?

That depends a lot on your attitude towards EVs (and particular­ly the price premium they demand), but also how you would actually use it.

Driving the Zoe around a city is a pure, unadultera­ted delight. Pick up is brisk as you would expect from an EV, while the steering is feather-light and nicely responsive (albeit weirdly springy just off-centre), making it perfectly suited to a busy urban environmen­t. Which is, after all, exactly what it was designed for.

Renault also designed the Zoe to be as user-friendly as possible, with nothing in the way of EVcentric gimmicks, multiple drive modes or even comprehens­ive energy-flow displays – it is as straightfo­rward as it is possible for a car to get, let alone an EV.

And I loved it for that – the Zoe’s simplicity and ease of use are second to none, and add that to its predominan­tly guilt-free running (that coal and gas-fired power station at Huntly is a lurking reminder on that Auckland to Wellington run that driving an EV isn’t exactly 100 per cent guilt-free), and it almost literally is the perfect city commuter.

The Zoe’s limitation­s start to show pretty quickly when you step outside the city, however.

While it is brisk off the line and happily perky around town, the Zoe quickly runs out of breath at speeds higher than 80kmh – as evidenced by its particular­ly dismal zero to 100 time of 13.5 seconds, a disproport­ionate

amount of which is used to get that last 20kmh – which you might think would limit its ability to overtake other cars, but it really doesn’t matter because you probably won’t be doing that anyway.

This is because, while impressive­ly silent at urban speeds, things get increasing­ly noisy at open road speeds and, as well as the increased road and wind noise, the electric motor develops an irritating hum at around 95kmh that means you generally find yourself sitting at around 90kmh, simply because it is less irritating.

A larger limitation for open road trips, however, is the fact that the Zoe only comes with a Type 2 connector, meaning the quickest it can charge from zero to 100 per cent is 2 hours and 40 minutes using a 22kW, 3 phase, 32 amp wallbox. The slowest – using a 3-pin plug into a wall socket – is a colossal 27 hours.

This also leaves it incompatib­le with a decent chunk of the national charging network, so while the Zoe has a decent 300km or so range, you won’t be wanting to do that Auckland to Wellington run anytime soon.

While this sounds like a relentless wall of negativity that the Zoe is driving headlong into, that is only because all of those issues only arise when you use it in direct contradict­ion to what it was actually designed for.

The Zoe is definitely not a car for the apparently massive group of people who regularly need to do record-setting runs between Auckland and Wellington, but for people living in the cities at either end of that route, it could well be the perfect daily commuter.

The lack of DC fast charging is less of a drawback around town (and even becomes nonexisten­t if you simply plug it in at night, even on a slow three-pin trickle charge), and the Zoe’s cheerful zippiness and agile city car abilities make it a delightful little thing to weave around a busy city in.

It’s easy to see why it has been so popular in large cities, but it is equally easy to see how it would never take hold outside them either.

 ?? PHOTOS: DAMIEN O’CARROLL/STUFF ?? The current Zoe is coming to the end of its life cycle. The new one should be here shortly.
PHOTOS: DAMIEN O’CARROLL/STUFF The current Zoe is coming to the end of its life cycle. The new one should be here shortly.
 ??  ?? The Zoe’s interior is pleasantly simple and comfortabl­e, but the driver’s seat is oddly high.
The Zoe’s interior is pleasantly simple and comfortabl­e, but the driver’s seat is oddly high.

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