Review and test Renault ZOE Z.E. 40: 300 km of real electric range

At some point combustion-engined vehicles will disappear, that much seems clear for the future of the motoring world, the key is knowing when this will happen, because the rise of electric cars is not proving as big as expected and few 100% electric models are currently on the market.

The Renault-Nissan alliance has been doing its homework for years when it comes to electric propulsion, and proof of this is its range of 100% electric models that both Renault and Nissan sell. In fact, they are today’s pioneers in range (with the permission of Tesla, which is not within everyone’s reach budget). Today we got behind the wheel of the Renault ZOE Z.E. 40, a French city car which, in its latest update, is capable of homologating a range of 400 km NEDC.

Exterior and interior design: a spacious city car

Outside, the Renault ZOE’s look is very eye-catching, and despite having been on the market for years, its rounded lines and compact shape still make it a striking car, especially at the front with its simple lines dominated by the huge headlights and the LED daytime running lights along the lower section.

On the side profile, simplicity is again the protagonist, with rounded lines but no great design flourishes, and large doors with a small glazed area. The only notable detail is the rear door handles integrated into the door, giving a coupé-style design. At the rear, the most striking feature is the avant-garde touch of its fully transparent lights, which tells you this is no ordinary city car.

Inside, the ZOE is a very comfortable car, both at the wheel and in the rear seats. The driving position is high, with excellent forward visibility and everything within reach. We only missed an armrest for longer journeys. And although it doesn’t have the space of a saloon, the rear seats are adequate for two occupants, though again they sit higher than is usual in a city car.

The dashboard design is similar to other models from the brand, except for the absence of controls and buttons. In the ZOE everything is simpler, with a fully digital, colour instrument cluster standing out. From the touchscreen you can control the multimedia and navigation system, as well as access consumption and energy-saving data. The materials used inside are typical of a city car, with plenty of hard plastics, although the fit is fairly good (except for the centre console). Its boot has a capacity of 338 litres, more than enough for everyday use.

Engine and performance

The Renault ZOE is available with two engines of different origin. On one hand there is the more common one called R90, made by the diamond-badged brand itself and without fast-charging option, and on the other hand there is the Q90 of Continental origin, aimed more at intensive use (companies or public bodies) since it offers fast charging at the cost of range (it is homologated for only 370 km NEDC).

The model we tested fitted the R90 engine capable of reaching a power output of 92 CV, with 225 Nm of torque, which is especially noticeable when setting off, as all that torque is available from the very first moment.

The engine’s power is more than enough to move the ZOE with great ease in urban environments (where its agility is outstanding) and even to take to the open road and pull out to overtake with some confidence. And motorways? It is not the ideal setting to enjoy full range, but the Renault ZOE also moves with ease at legal speeds on dual carriageways, except on long uphill sections where energy consumption soars, as also happens when going above 90–100 km/h, which can halve the range.

The automatic gearbox completes a package that stands out for its smoothness, silence and constant, very linear acceleration from the start. It is a car that is especially enjoyable in town, above all when we switch off ECO mode (which limits instantaneous consumption to no more than 40 kW).

Handling

The most notable thing at the wheel of the Renault ZOE is its silence and smoothness, which make driving calmer as the days go by. In fact, the first few days, when switching it on, you have to look twice at the “Ready” message to make sure it is really on, since there is no noise or vibration at all. It is not a car designed for mountain-pass roads, but it is surprising how stable it stays in all kinds of situations, both on tricky bends and at high speeds on motorways (where the only drawback is energy consumption).

Although it is at its best in town, since it is small and, thanks to its torque being available from the first moment, the ZOE is very agile on urban routes and moves with a poise few combustion cars can match. In short, its image as a small urban car does not stop it from being fun on the road, responding to the steering with a very direct feel. The brakes, however, take some getting used to, since the first part of braking is not real braking but battery regeneration, and when more stopping power is needed the friction brakes engage, which can feel somewhat abrupt during manoeuvres.

Range and charging of the Renault ZOE

In normal conditions, the real-world range of the ZOE 40 Z.E. approaches 320 kilometres. The Renault ZOE 40 Z.E. has a battery with a capacity of 41 kWh, homologated for a range of 400 km NEDC on a single charge. We tested range in real driving conditions, taking advantage of Portugal’s extensive charging network (grouped under the Mobi.e project), which has several charging points across the neighbouring country within radii of no more than 50 km.

We carried out the range test with a full charge, a road route and two adults, at an average speed ranging between 50 and 70 km/h. After the test we found that the real-world range approaches 320 km, and even driving more economically one could squeeze out a few extra kilometres, but we wanted to drive normally. During the test, as a curiosity, the car recovered one third of the energy consumed, something a combustion car is incapable of doing.

The average consumption of the ZOE is 12 kWh per 100 km, although on motorways consumption rises to 18 kWh, halving the range to around 200 km.

As for charging, it can be done using the cable for a Schuko socket or the Mennekes connector. With a conventional charge (Schuko or low-power Mennekes) the total charging time can exceed 14 hours, while charging at a more advanced point (up to 22 kW, since it has no fast charging) can reduce the time to just over two hours. In fact, during the test we alternated between a 3.7 kW Mennekes post and a 43 kW fast post, although the charge was capped at 22 kW.

Equipment and price of the Renault ZOE

The Renault ZOE is available with three equipment levels: Life, Intens and Bose (each available with batteries bought outright or leased). Even the base trim already includes air conditioning, front electric windows, a multimedia system with touchscreen and navigation, stability control, multiple airbags, among other features. The most balanced equipment level is Intens (the one on our unit), which adds rear electric windows, a specific Arkamys sound system, keyless start, light and rain sensors, among other elements.

When it comes to the price of the Renault ZOE, there are two options regarding the battery: purchase or rental (Flexi). It is available from 20,780 euros with the battery rented (and this does not include state aid). If the batteries are owned, the price rises to 27,850 euros. Personally, renting the batteries is the more recommendable option, since besides reducing the price, the brand itself takes care of any battery problems, giving greater peace of mind.

Renault already did this with the Twizy, its first 100% electric vehicle, and is repeating it with the ZOE: renting the batteries. Although they can be bought, if you don’t drive many kilometres a year, renting is an option worth considering. For the Renault ZOE, renting the batteries can cost between 70 and 190 euros per month, depending on how many kilometres you drive.

Personal opinion on the Renault ZOE Intens Flexi

After several days at the wheel of the ZOE, it has been a car that has pleasantly surprised me. This new generation, homologated for 400 km, it is true, does not reach that range in normal use, but 300 km is easily achievable, and so we have a car with a far greater radius of mobility than other electric cars on the market, allowing journeys that until now were unthinkable in an electric car (except for the famous and unaffordable Tesla). A good charging network is still missing, as other neighbouring countries have (such as Portugal, which can be almost entirely covered in an electric vehicle thanks to its more than 500 fully accessible, free charging points), but for those seeking a car for journeys between cities or from the outskirts of a large city into the centre, it is a very interesting option.

It will also let us go away for the weekend at a 200 km range without much trouble, provided there is a charging point at the destination. Note, however, that many drivers rarely use their car for distances over 100 km. And where its use is clearest is in the business world and public administrations, since all daily routes under 200 km are perfectly manageable for a ZOE, with a more than reasonable charging time (two hours) at a good charging point.

Photos | Diego G. Moreira
Thanks to Renault Spain and Rodosa for the facilities provided in lending the vehicle.