Latest news with #Renault4E-Tech
Hypebeast
18-05-2025
- Automotive
- Hypebeast
Renault Debuts Rugged 4 Savane 4x4 Concept
Summary Renaulthas unveiled the all-new 4 Savane 4×4 Concept at Roland-Garros 2025, showcasing a bold restyling of its iconicRenault 4tailored for modern-day adventurers. Inspired by the original Savane editions of the mid-20th century, the new concept combines retro spirit withEVtech and off-road prowess. This all-electric concept features dual motors — one on each axle — delivering full-time all-wheel drive for serious off-road capability. It rides nearly 0.6 inches higher than the standard Renault 4 E-Tech and has front and rear tracks widened by 0.4 inches. The Savane sits on 18-inch wheels wrapped in chunky 225/55 Goodyear UltraGrip Performance+ tires. The Jade Green exterior is accented by gloss black bumpers and arches, while the roof is wrapped in pixel-camouflage fabric. 3D-printed shock-absorbing bumper components and a bold '4Savane' badge complete the rugged look. Inside, the Deep Brown textile interior is both refined and functional, featuring quilted number 4 motifs and houndstooth detailing on the seats. The dashboard continues the theme with tonal stitching and a glowing 4Savane logo. The concept also highlights the potential of the AmpR Small EV platform for four-wheel drive B-segment electric vehicles, just as Renault prepares to launch the next-gen MICRA EV. The 4 Savane 4×4 will be on display throughout the French Open.
The Advertiser
16-05-2025
- Automotive
- The Advertiser
2025 Renault 4 E-Tech review: Quick drive
Is the Renault 4 – either the 1961-1992 original or this modern electric recreation – a hatchback or an SUV? It's not immediately obvious, is it? The original Renault 4 is reckoned to be the first truly popular hatchback. Not only did it rack up more than eight million sales, but it's also the fourth best selling car of all time, and the best-selling Renault ever. Nonetheless, some claim that, thanks to its long-travel suspension, boxy body and its proven ability to tackle rough terrain the Renault 4 was the original, uncrowned SUV. For its modern-day reinvention, the all-electric Renault 4 E-Tech is somewhere in the same ballpark. The chunky styling, copious amounts of bash-proof black plastic trim, and the upright stance seem to indicate that it's an SUV (it's the same height as the Renault Captur, but has more ground clearance), but the proportions and general character make it more of a hatchback. It has the same relationship to the Renault 5 E-Tech as the Captur has to the Clio: same bits underneath, but taller and roomier within. There's no confirmation yet whether the Renault 4 E-Tech electric will come to Australia, but should you be banging down the door of your local dealer, insisting you get a chance to buy one? Read on to find out. In European terms, the Renault 4 E-Tech will start comfortably under the €30,000 mark — that's the equivalent of A$52,000 or less. With the Megane E-Tech hatchback currently starting at a price of $54,990 before on-road costs, that would be in the right ballpark for a Renault 4 here. Nothing is confirmed yet, but Renault Australia is known to be keen to bring both the R4 and R5 here at some point. It's likely that's at least a year away though, as Renault is already scrambling to fulfil orders in Europe for the R5. If the R4 does make a return to these shores, it will be something of a homecoming, as the original Renault 4 was built in Renault Australia's factory in Heidelberg, Victoria from 1962 to 1966. The Renault 4 E-Tech's interior is very much that of the Renault 5, but slightly larger and taller. It uses the same digital instrument cluster (7.0-inch for base models, 10.0-inch for higher-spec versions) and the same 10.0-inch infotainment touchscreen, running the impressive Google-based software. Thankfully that screen is backed up by some proper physical buttons for the climate control functions, which makes life much easier but you can have too much of a good thing – the profusion of column stalks to the right of the steering wheel to control drive modes, wipers and audio – takes a bit of getting used to. However, the R4 is much roomier than the R5. In the front, there's not much to choose between the two save for a touch more headroom, but in the back there's a great deal more usable space. Tall adults will struggle to even fit in the back of the R5, let alone get comfortable, but they will fit in the back of the R4, although you'd still struggle to call it properly spacious. It's more adequately practical. Boot space is quite impressive, however, and at 420 litres up to the luggage cover, there's slightly more space on offer than you'd find in most direct competitors. Better still, the load sill is very low – a nod to both practicality and to the low sill of the original Renault 4 – and it means that not only will loading up be less of a strain on your back, the boot also makes a nice place to sit, perhaps for a picnic. There's a bonus 55-litre space under the floor, which is designed for charging cable storage, and the lid for that is divided in two, which in theory makes it easier to get into if you've got a boot full of luggage or shopping. The lining of that underfloor storage also lifts out so it can be cleaned or used as a handy container. There's a pair of stretchy elastic straps (complete with French tricolours) at each side of the boot, for holding taller items in place, and the usual hooks and tie-downs. There is an entry-level Renault 4 E-Tech with a small 40kWh battery and a 90kW electric motor, giving it a theoretical range of up to 308km, but that's a car we've yet to test. Our drive in Portugal included only the 'Comfort Range' model, with the 52kWh battery, a 110kW electric motor (driving the front wheels, of course) and a potential range of up to 409km. That official number turns out to be fairly realistic. Over a full day's driving, taking in highway, city streets and winding country roads, we managed to average slightly better efficiency than Renault's claim (we scored 14.9kWh/100km overall, compared to the official 15.1kWh/100km WLTP figure) which suggests that, in mixed driving at least, that 400km is achievable. As with any electric car, long journeys on fast highways will deplete the charge a bit faster, and at the 120km/h permissible on some Portuguese roads, the useable range falls to more like 220-250km. Overall then, we reckon that around 360km is a safe, real-world bet between charges. There's also a handy vehicle-to-load function, which allows you to plug other electric devices into the R4, using an adaptor. Performance from the 110kW motor is perfectly fine. The Renault 4 is notably light for an EV, tipping the scales at a reasonable 1462kg, so that motor, and its 245Nm of torque, is plenty. The 8.3-second 0-100km/h time doesn't look all that impressive on paper, but on the road the R4 feels brisk enough for most purposes. There's a detente at the bottom of the accelerator pedal's travel, which when pushed through gives you access to a quick burst of maximum performance for overtaking, which is welcome. Just remember that switching into Eco mode in the 'Multi Sense' driving modes reduces the power coming from the motor and so restricts your speed on faster roads. There's also little point in activating Sport mode. There is one-pedal braking for low-speed driving around town, something you can't yet have on theR5, but to be honest the R4's brake pedal feels so firm and responsive (not something you can sayabout all EVs…) that just using your own foot is the better option. Unsurprisingly, there's a close relationship to the R5 under the skin (the two cars are built on the same 'AmpR Small' platform) and that means sophistication that you might not expect from a car like this. And it means that the R4 E-Tech feels quite good to drive. Quite good is a little way south of the genuinely fun and brilliant way a Renault 5 E-Tech drives, but that's the price of a longer wheelbase, a longer rear overhang, a taller body, a little more weight, and softer suspension and steering settings. Incidentally, if you're wondering how the taller and heavier R4 manages roughly the same electric range as the R5, it's essentially down to the tyres – the R4 uses dedicated EV-specific, energy-saving tyres, whereas the R5 uses sportier rubber for a more engaging drive. Which is pretty much how it plays out on the road. The R4 shares the R5's fast, light steering and its firm, yet well-damped suspension, but there's not quite as much communication with the driver. That said, it's quite happy being punted along a twisty country road, but the overall character and personality means that it seems happier when being driven gently, while you take in the view. The stiff springs mean that big, transverse ridges send a hefty 'whump' up into the cabin, but the rest of the time the ride is quite well judged. The steering is quick enough that you have to recalibrate your own inputs a little at first, but you soon get used to it, just rolling your wrists a little to point the R4 through most corners. Visibility is only OK, though, which isn't great in town. The roof is quite low set, which means taller drivers must duck a bit to see all around them. Still, that makes for a good excuse to pick the option of the 'Plein Sud' full-length canvas sunroof, really… Given that the Renault 4 E-Tech isn't confirmed for Australia, local specifications are unavailable. In Europe it gets the following as a base. 2025 Renault 4 E-Tech equipment highlights: The Renault 4 E-Tech has not yet been assessed by ANCAP or Euro NCAP, so we do not know precisely how safe it might be. The Renault 5 E-Tech has been tested by Euro NCAP, and came away with a four-star score, notably a low score for Renault which was the first company to ever get a full five-star score from the safety organisation. The Renault 5 was marked down for poor speed assistance, and occupant status monitoring. It remains to be seen whether Renault can improve those items before the R4 is tested. Standard safety equipment includes: Assuming you're on a good 16c-per-kWh electricity rate at home, you could fully charge the R4 E-Tech for as little as $8.32. Try seeing how far you get on $8.32 worth of petrol… Renault Australia's standard warranty is an impressive one – five years, with unlimited mileage for most models. There's also an eight-year/160,000km warranty for the battery, and five years' roadside assistance. The only question mark is over servicing plans. Theoretically an electric car should be cheaper to service, but so far there's no specific service plan for Renault's only EV in Australia, the Megane E-Tech. The Renault 4 E-Tech is less immediately loveable than the Renault 5 E-Tech. Then again, that is true of most cars, but the R4 is more of a slow-burn kind of car. You start to spot more and more delightful design details the more time you spend with it, and even if the R4 isn't quite as sparkling to drive as the R5, it's still way ahead of many rivals in terms of how rewarding it is behind the wheel. It may not ever hit the giddy heights of eight million sales, but this is another electric Renault that is well-deserving of your Everything Renault Content originally sourced from: Is the Renault 4 – either the 1961-1992 original or this modern electric recreation – a hatchback or an SUV? It's not immediately obvious, is it? The original Renault 4 is reckoned to be the first truly popular hatchback. Not only did it rack up more than eight million sales, but it's also the fourth best selling car of all time, and the best-selling Renault ever. Nonetheless, some claim that, thanks to its long-travel suspension, boxy body and its proven ability to tackle rough terrain the Renault 4 was the original, uncrowned SUV. For its modern-day reinvention, the all-electric Renault 4 E-Tech is somewhere in the same ballpark. The chunky styling, copious amounts of bash-proof black plastic trim, and the upright stance seem to indicate that it's an SUV (it's the same height as the Renault Captur, but has more ground clearance), but the proportions and general character make it more of a hatchback. It has the same relationship to the Renault 5 E-Tech as the Captur has to the Clio: same bits underneath, but taller and roomier within. There's no confirmation yet whether the Renault 4 E-Tech electric will come to Australia, but should you be banging down the door of your local dealer, insisting you get a chance to buy one? Read on to find out. In European terms, the Renault 4 E-Tech will start comfortably under the €30,000 mark — that's the equivalent of A$52,000 or less. With the Megane E-Tech hatchback currently starting at a price of $54,990 before on-road costs, that would be in the right ballpark for a Renault 4 here. Nothing is confirmed yet, but Renault Australia is known to be keen to bring both the R4 and R5 here at some point. It's likely that's at least a year away though, as Renault is already scrambling to fulfil orders in Europe for the R5. If the R4 does make a return to these shores, it will be something of a homecoming, as the original Renault 4 was built in Renault Australia's factory in Heidelberg, Victoria from 1962 to 1966. The Renault 4 E-Tech's interior is very much that of the Renault 5, but slightly larger and taller. It uses the same digital instrument cluster (7.0-inch for base models, 10.0-inch for higher-spec versions) and the same 10.0-inch infotainment touchscreen, running the impressive Google-based software. Thankfully that screen is backed up by some proper physical buttons for the climate control functions, which makes life much easier but you can have too much of a good thing – the profusion of column stalks to the right of the steering wheel to control drive modes, wipers and audio – takes a bit of getting used to. However, the R4 is much roomier than the R5. In the front, there's not much to choose between the two save for a touch more headroom, but in the back there's a great deal more usable space. Tall adults will struggle to even fit in the back of the R5, let alone get comfortable, but they will fit in the back of the R4, although you'd still struggle to call it properly spacious. It's more adequately practical. Boot space is quite impressive, however, and at 420 litres up to the luggage cover, there's slightly more space on offer than you'd find in most direct competitors. Better still, the load sill is very low – a nod to both practicality and to the low sill of the original Renault 4 – and it means that not only will loading up be less of a strain on your back, the boot also makes a nice place to sit, perhaps for a picnic. There's a bonus 55-litre space under the floor, which is designed for charging cable storage, and the lid for that is divided in two, which in theory makes it easier to get into if you've got a boot full of luggage or shopping. The lining of that underfloor storage also lifts out so it can be cleaned or used as a handy container. There's a pair of stretchy elastic straps (complete with French tricolours) at each side of the boot, for holding taller items in place, and the usual hooks and tie-downs. There is an entry-level Renault 4 E-Tech with a small 40kWh battery and a 90kW electric motor, giving it a theoretical range of up to 308km, but that's a car we've yet to test. Our drive in Portugal included only the 'Comfort Range' model, with the 52kWh battery, a 110kW electric motor (driving the front wheels, of course) and a potential range of up to 409km. That official number turns out to be fairly realistic. Over a full day's driving, taking in highway, city streets and winding country roads, we managed to average slightly better efficiency than Renault's claim (we scored 14.9kWh/100km overall, compared to the official 15.1kWh/100km WLTP figure) which suggests that, in mixed driving at least, that 400km is achievable. As with any electric car, long journeys on fast highways will deplete the charge a bit faster, and at the 120km/h permissible on some Portuguese roads, the useable range falls to more like 220-250km. Overall then, we reckon that around 360km is a safe, real-world bet between charges. There's also a handy vehicle-to-load function, which allows you to plug other electric devices into the R4, using an adaptor. Performance from the 110kW motor is perfectly fine. The Renault 4 is notably light for an EV, tipping the scales at a reasonable 1462kg, so that motor, and its 245Nm of torque, is plenty. The 8.3-second 0-100km/h time doesn't look all that impressive on paper, but on the road the R4 feels brisk enough for most purposes. There's a detente at the bottom of the accelerator pedal's travel, which when pushed through gives you access to a quick burst of maximum performance for overtaking, which is welcome. Just remember that switching into Eco mode in the 'Multi Sense' driving modes reduces the power coming from the motor and so restricts your speed on faster roads. There's also little point in activating Sport mode. There is one-pedal braking for low-speed driving around town, something you can't yet have on theR5, but to be honest the R4's brake pedal feels so firm and responsive (not something you can sayabout all EVs…) that just using your own foot is the better option. Unsurprisingly, there's a close relationship to the R5 under the skin (the two cars are built on the same 'AmpR Small' platform) and that means sophistication that you might not expect from a car like this. And it means that the R4 E-Tech feels quite good to drive. Quite good is a little way south of the genuinely fun and brilliant way a Renault 5 E-Tech drives, but that's the price of a longer wheelbase, a longer rear overhang, a taller body, a little more weight, and softer suspension and steering settings. Incidentally, if you're wondering how the taller and heavier R4 manages roughly the same electric range as the R5, it's essentially down to the tyres – the R4 uses dedicated EV-specific, energy-saving tyres, whereas the R5 uses sportier rubber for a more engaging drive. Which is pretty much how it plays out on the road. The R4 shares the R5's fast, light steering and its firm, yet well-damped suspension, but there's not quite as much communication with the driver. That said, it's quite happy being punted along a twisty country road, but the overall character and personality means that it seems happier when being driven gently, while you take in the view. The stiff springs mean that big, transverse ridges send a hefty 'whump' up into the cabin, but the rest of the time the ride is quite well judged. The steering is quick enough that you have to recalibrate your own inputs a little at first, but you soon get used to it, just rolling your wrists a little to point the R4 through most corners. Visibility is only OK, though, which isn't great in town. The roof is quite low set, which means taller drivers must duck a bit to see all around them. Still, that makes for a good excuse to pick the option of the 'Plein Sud' full-length canvas sunroof, really… Given that the Renault 4 E-Tech isn't confirmed for Australia, local specifications are unavailable. In Europe it gets the following as a base. 2025 Renault 4 E-Tech equipment highlights: The Renault 4 E-Tech has not yet been assessed by ANCAP or Euro NCAP, so we do not know precisely how safe it might be. The Renault 5 E-Tech has been tested by Euro NCAP, and came away with a four-star score, notably a low score for Renault which was the first company to ever get a full five-star score from the safety organisation. The Renault 5 was marked down for poor speed assistance, and occupant status monitoring. It remains to be seen whether Renault can improve those items before the R4 is tested. Standard safety equipment includes: Assuming you're on a good 16c-per-kWh electricity rate at home, you could fully charge the R4 E-Tech for as little as $8.32. Try seeing how far you get on $8.32 worth of petrol… Renault Australia's standard warranty is an impressive one – five years, with unlimited mileage for most models. There's also an eight-year/160,000km warranty for the battery, and five years' roadside assistance. The only question mark is over servicing plans. Theoretically an electric car should be cheaper to service, but so far there's no specific service plan for Renault's only EV in Australia, the Megane E-Tech. The Renault 4 E-Tech is less immediately loveable than the Renault 5 E-Tech. Then again, that is true of most cars, but the R4 is more of a slow-burn kind of car. You start to spot more and more delightful design details the more time you spend with it, and even if the R4 isn't quite as sparkling to drive as the R5, it's still way ahead of many rivals in terms of how rewarding it is behind the wheel. It may not ever hit the giddy heights of eight million sales, but this is another electric Renault that is well-deserving of your Everything Renault Content originally sourced from: Is the Renault 4 – either the 1961-1992 original or this modern electric recreation – a hatchback or an SUV? It's not immediately obvious, is it? The original Renault 4 is reckoned to be the first truly popular hatchback. Not only did it rack up more than eight million sales, but it's also the fourth best selling car of all time, and the best-selling Renault ever. Nonetheless, some claim that, thanks to its long-travel suspension, boxy body and its proven ability to tackle rough terrain the Renault 4 was the original, uncrowned SUV. For its modern-day reinvention, the all-electric Renault 4 E-Tech is somewhere in the same ballpark. The chunky styling, copious amounts of bash-proof black plastic trim, and the upright stance seem to indicate that it's an SUV (it's the same height as the Renault Captur, but has more ground clearance), but the proportions and general character make it more of a hatchback. It has the same relationship to the Renault 5 E-Tech as the Captur has to the Clio: same bits underneath, but taller and roomier within. There's no confirmation yet whether the Renault 4 E-Tech electric will come to Australia, but should you be banging down the door of your local dealer, insisting you get a chance to buy one? Read on to find out. In European terms, the Renault 4 E-Tech will start comfortably under the €30,000 mark — that's the equivalent of A$52,000 or less. With the Megane E-Tech hatchback currently starting at a price of $54,990 before on-road costs, that would be in the right ballpark for a Renault 4 here. Nothing is confirmed yet, but Renault Australia is known to be keen to bring both the R4 and R5 here at some point. It's likely that's at least a year away though, as Renault is already scrambling to fulfil orders in Europe for the R5. If the R4 does make a return to these shores, it will be something of a homecoming, as the original Renault 4 was built in Renault Australia's factory in Heidelberg, Victoria from 1962 to 1966. The Renault 4 E-Tech's interior is very much that of the Renault 5, but slightly larger and taller. It uses the same digital instrument cluster (7.0-inch for base models, 10.0-inch for higher-spec versions) and the same 10.0-inch infotainment touchscreen, running the impressive Google-based software. Thankfully that screen is backed up by some proper physical buttons for the climate control functions, which makes life much easier but you can have too much of a good thing – the profusion of column stalks to the right of the steering wheel to control drive modes, wipers and audio – takes a bit of getting used to. However, the R4 is much roomier than the R5. In the front, there's not much to choose between the two save for a touch more headroom, but in the back there's a great deal more usable space. Tall adults will struggle to even fit in the back of the R5, let alone get comfortable, but they will fit in the back of the R4, although you'd still struggle to call it properly spacious. It's more adequately practical. Boot space is quite impressive, however, and at 420 litres up to the luggage cover, there's slightly more space on offer than you'd find in most direct competitors. Better still, the load sill is very low – a nod to both practicality and to the low sill of the original Renault 4 – and it means that not only will loading up be less of a strain on your back, the boot also makes a nice place to sit, perhaps for a picnic. There's a bonus 55-litre space under the floor, which is designed for charging cable storage, and the lid for that is divided in two, which in theory makes it easier to get into if you've got a boot full of luggage or shopping. The lining of that underfloor storage also lifts out so it can be cleaned or used as a handy container. There's a pair of stretchy elastic straps (complete with French tricolours) at each side of the boot, for holding taller items in place, and the usual hooks and tie-downs. There is an entry-level Renault 4 E-Tech with a small 40kWh battery and a 90kW electric motor, giving it a theoretical range of up to 308km, but that's a car we've yet to test. Our drive in Portugal included only the 'Comfort Range' model, with the 52kWh battery, a 110kW electric motor (driving the front wheels, of course) and a potential range of up to 409km. That official number turns out to be fairly realistic. Over a full day's driving, taking in highway, city streets and winding country roads, we managed to average slightly better efficiency than Renault's claim (we scored 14.9kWh/100km overall, compared to the official 15.1kWh/100km WLTP figure) which suggests that, in mixed driving at least, that 400km is achievable. As with any electric car, long journeys on fast highways will deplete the charge a bit faster, and at the 120km/h permissible on some Portuguese roads, the useable range falls to more like 220-250km. Overall then, we reckon that around 360km is a safe, real-world bet between charges. There's also a handy vehicle-to-load function, which allows you to plug other electric devices into the R4, using an adaptor. Performance from the 110kW motor is perfectly fine. The Renault 4 is notably light for an EV, tipping the scales at a reasonable 1462kg, so that motor, and its 245Nm of torque, is plenty. The 8.3-second 0-100km/h time doesn't look all that impressive on paper, but on the road the R4 feels brisk enough for most purposes. There's a detente at the bottom of the accelerator pedal's travel, which when pushed through gives you access to a quick burst of maximum performance for overtaking, which is welcome. Just remember that switching into Eco mode in the 'Multi Sense' driving modes reduces the power coming from the motor and so restricts your speed on faster roads. There's also little point in activating Sport mode. There is one-pedal braking for low-speed driving around town, something you can't yet have on theR5, but to be honest the R4's brake pedal feels so firm and responsive (not something you can sayabout all EVs…) that just using your own foot is the better option. Unsurprisingly, there's a close relationship to the R5 under the skin (the two cars are built on the same 'AmpR Small' platform) and that means sophistication that you might not expect from a car like this. And it means that the R4 E-Tech feels quite good to drive. Quite good is a little way south of the genuinely fun and brilliant way a Renault 5 E-Tech drives, but that's the price of a longer wheelbase, a longer rear overhang, a taller body, a little more weight, and softer suspension and steering settings. Incidentally, if you're wondering how the taller and heavier R4 manages roughly the same electric range as the R5, it's essentially down to the tyres – the R4 uses dedicated EV-specific, energy-saving tyres, whereas the R5 uses sportier rubber for a more engaging drive. Which is pretty much how it plays out on the road. The R4 shares the R5's fast, light steering and its firm, yet well-damped suspension, but there's not quite as much communication with the driver. That said, it's quite happy being punted along a twisty country road, but the overall character and personality means that it seems happier when being driven gently, while you take in the view. The stiff springs mean that big, transverse ridges send a hefty 'whump' up into the cabin, but the rest of the time the ride is quite well judged. The steering is quick enough that you have to recalibrate your own inputs a little at first, but you soon get used to it, just rolling your wrists a little to point the R4 through most corners. Visibility is only OK, though, which isn't great in town. The roof is quite low set, which means taller drivers must duck a bit to see all around them. Still, that makes for a good excuse to pick the option of the 'Plein Sud' full-length canvas sunroof, really… Given that the Renault 4 E-Tech isn't confirmed for Australia, local specifications are unavailable. In Europe it gets the following as a base. 2025 Renault 4 E-Tech equipment highlights: The Renault 4 E-Tech has not yet been assessed by ANCAP or Euro NCAP, so we do not know precisely how safe it might be. The Renault 5 E-Tech has been tested by Euro NCAP, and came away with a four-star score, notably a low score for Renault which was the first company to ever get a full five-star score from the safety organisation. The Renault 5 was marked down for poor speed assistance, and occupant status monitoring. It remains to be seen whether Renault can improve those items before the R4 is tested. Standard safety equipment includes: Assuming you're on a good 16c-per-kWh electricity rate at home, you could fully charge the R4 E-Tech for as little as $8.32. Try seeing how far you get on $8.32 worth of petrol… Renault Australia's standard warranty is an impressive one – five years, with unlimited mileage for most models. There's also an eight-year/160,000km warranty for the battery, and five years' roadside assistance. The only question mark is over servicing plans. Theoretically an electric car should be cheaper to service, but so far there's no specific service plan for Renault's only EV in Australia, the Megane E-Tech. The Renault 4 E-Tech is less immediately loveable than the Renault 5 E-Tech. Then again, that is true of most cars, but the R4 is more of a slow-burn kind of car. You start to spot more and more delightful design details the more time you spend with it, and even if the R4 isn't quite as sparkling to drive as the R5, it's still way ahead of many rivals in terms of how rewarding it is behind the wheel. It may not ever hit the giddy heights of eight million sales, but this is another electric Renault that is well-deserving of your Everything Renault Content originally sourced from: Is the Renault 4 – either the 1961-1992 original or this modern electric recreation – a hatchback or an SUV? It's not immediately obvious, is it? The original Renault 4 is reckoned to be the first truly popular hatchback. Not only did it rack up more than eight million sales, but it's also the fourth best selling car of all time, and the best-selling Renault ever. Nonetheless, some claim that, thanks to its long-travel suspension, boxy body and its proven ability to tackle rough terrain the Renault 4 was the original, uncrowned SUV. For its modern-day reinvention, the all-electric Renault 4 E-Tech is somewhere in the same ballpark. The chunky styling, copious amounts of bash-proof black plastic trim, and the upright stance seem to indicate that it's an SUV (it's the same height as the Renault Captur, but has more ground clearance), but the proportions and general character make it more of a hatchback. It has the same relationship to the Renault 5 E-Tech as the Captur has to the Clio: same bits underneath, but taller and roomier within. There's no confirmation yet whether the Renault 4 E-Tech electric will come to Australia, but should you be banging down the door of your local dealer, insisting you get a chance to buy one? Read on to find out. In European terms, the Renault 4 E-Tech will start comfortably under the €30,000 mark — that's the equivalent of A$52,000 or less. With the Megane E-Tech hatchback currently starting at a price of $54,990 before on-road costs, that would be in the right ballpark for a Renault 4 here. Nothing is confirmed yet, but Renault Australia is known to be keen to bring both the R4 and R5 here at some point. It's likely that's at least a year away though, as Renault is already scrambling to fulfil orders in Europe for the R5. If the R4 does make a return to these shores, it will be something of a homecoming, as the original Renault 4 was built in Renault Australia's factory in Heidelberg, Victoria from 1962 to 1966. The Renault 4 E-Tech's interior is very much that of the Renault 5, but slightly larger and taller. It uses the same digital instrument cluster (7.0-inch for base models, 10.0-inch for higher-spec versions) and the same 10.0-inch infotainment touchscreen, running the impressive Google-based software. Thankfully that screen is backed up by some proper physical buttons for the climate control functions, which makes life much easier but you can have too much of a good thing – the profusion of column stalks to the right of the steering wheel to control drive modes, wipers and audio – takes a bit of getting used to. However, the R4 is much roomier than the R5. In the front, there's not much to choose between the two save for a touch more headroom, but in the back there's a great deal more usable space. Tall adults will struggle to even fit in the back of the R5, let alone get comfortable, but they will fit in the back of the R4, although you'd still struggle to call it properly spacious. It's more adequately practical. Boot space is quite impressive, however, and at 420 litres up to the luggage cover, there's slightly more space on offer than you'd find in most direct competitors. Better still, the load sill is very low – a nod to both practicality and to the low sill of the original Renault 4 – and it means that not only will loading up be less of a strain on your back, the boot also makes a nice place to sit, perhaps for a picnic. There's a bonus 55-litre space under the floor, which is designed for charging cable storage, and the lid for that is divided in two, which in theory makes it easier to get into if you've got a boot full of luggage or shopping. The lining of that underfloor storage also lifts out so it can be cleaned or used as a handy container. There's a pair of stretchy elastic straps (complete with French tricolours) at each side of the boot, for holding taller items in place, and the usual hooks and tie-downs. There is an entry-level Renault 4 E-Tech with a small 40kWh battery and a 90kW electric motor, giving it a theoretical range of up to 308km, but that's a car we've yet to test. Our drive in Portugal included only the 'Comfort Range' model, with the 52kWh battery, a 110kW electric motor (driving the front wheels, of course) and a potential range of up to 409km. That official number turns out to be fairly realistic. Over a full day's driving, taking in highway, city streets and winding country roads, we managed to average slightly better efficiency than Renault's claim (we scored 14.9kWh/100km overall, compared to the official 15.1kWh/100km WLTP figure) which suggests that, in mixed driving at least, that 400km is achievable. As with any electric car, long journeys on fast highways will deplete the charge a bit faster, and at the 120km/h permissible on some Portuguese roads, the useable range falls to more like 220-250km. Overall then, we reckon that around 360km is a safe, real-world bet between charges. There's also a handy vehicle-to-load function, which allows you to plug other electric devices into the R4, using an adaptor. Performance from the 110kW motor is perfectly fine. The Renault 4 is notably light for an EV, tipping the scales at a reasonable 1462kg, so that motor, and its 245Nm of torque, is plenty. The 8.3-second 0-100km/h time doesn't look all that impressive on paper, but on the road the R4 feels brisk enough for most purposes. There's a detente at the bottom of the accelerator pedal's travel, which when pushed through gives you access to a quick burst of maximum performance for overtaking, which is welcome. Just remember that switching into Eco mode in the 'Multi Sense' driving modes reduces the power coming from the motor and so restricts your speed on faster roads. There's also little point in activating Sport mode. There is one-pedal braking for low-speed driving around town, something you can't yet have on theR5, but to be honest the R4's brake pedal feels so firm and responsive (not something you can sayabout all EVs…) that just using your own foot is the better option. Unsurprisingly, there's a close relationship to the R5 under the skin (the two cars are built on the same 'AmpR Small' platform) and that means sophistication that you might not expect from a car like this. And it means that the R4 E-Tech feels quite good to drive. Quite good is a little way south of the genuinely fun and brilliant way a Renault 5 E-Tech drives, but that's the price of a longer wheelbase, a longer rear overhang, a taller body, a little more weight, and softer suspension and steering settings. Incidentally, if you're wondering how the taller and heavier R4 manages roughly the same electric range as the R5, it's essentially down to the tyres – the R4 uses dedicated EV-specific, energy-saving tyres, whereas the R5 uses sportier rubber for a more engaging drive. Which is pretty much how it plays out on the road. The R4 shares the R5's fast, light steering and its firm, yet well-damped suspension, but there's not quite as much communication with the driver. That said, it's quite happy being punted along a twisty country road, but the overall character and personality means that it seems happier when being driven gently, while you take in the view. The stiff springs mean that big, transverse ridges send a hefty 'whump' up into the cabin, but the rest of the time the ride is quite well judged. The steering is quick enough that you have to recalibrate your own inputs a little at first, but you soon get used to it, just rolling your wrists a little to point the R4 through most corners. Visibility is only OK, though, which isn't great in town. The roof is quite low set, which means taller drivers must duck a bit to see all around them. Still, that makes for a good excuse to pick the option of the 'Plein Sud' full-length canvas sunroof, really… Given that the Renault 4 E-Tech isn't confirmed for Australia, local specifications are unavailable. In Europe it gets the following as a base. 2025 Renault 4 E-Tech equipment highlights: The Renault 4 E-Tech has not yet been assessed by ANCAP or Euro NCAP, so we do not know precisely how safe it might be. The Renault 5 E-Tech has been tested by Euro NCAP, and came away with a four-star score, notably a low score for Renault which was the first company to ever get a full five-star score from the safety organisation. The Renault 5 was marked down for poor speed assistance, and occupant status monitoring. It remains to be seen whether Renault can improve those items before the R4 is tested. Standard safety equipment includes: Assuming you're on a good 16c-per-kWh electricity rate at home, you could fully charge the R4 E-Tech for as little as $8.32. Try seeing how far you get on $8.32 worth of petrol… Renault Australia's standard warranty is an impressive one – five years, with unlimited mileage for most models. There's also an eight-year/160,000km warranty for the battery, and five years' roadside assistance. The only question mark is over servicing plans. Theoretically an electric car should be cheaper to service, but so far there's no specific service plan for Renault's only EV in Australia, the Megane E-Tech. The Renault 4 E-Tech is less immediately loveable than the Renault 5 E-Tech. Then again, that is true of most cars, but the R4 is more of a slow-burn kind of car. You start to spot more and more delightful design details the more time you spend with it, and even if the R4 isn't quite as sparkling to drive as the R5, it's still way ahead of many rivals in terms of how rewarding it is behind the wheel. It may not ever hit the giddy heights of eight million sales, but this is another electric Renault that is well-deserving of your Everything Renault Content originally sourced from:
Daily Mail
02-05-2025
- Automotive
- Daily Mail
Is life a beach with the Renault 4 or another EV wipeout? We test the £27k practical electric family car - and its claim to swallow a surfboard
Oh I do like to be beside the seaside... especially at the start of a Bank Holiday weekend break. And where better to test drive the new Renault 4 E-Tech electric family car than on the edge of the wave-crashing Atlantic Ocean in sunny Portugal. Priced from £27,000, the new R4 is a contemporary reincarnation of the classic practical and economical flat-floored Renault 4, which in 1961 revolutionised the car market - selling more than 8 million in 100 countries up to 1994. Built on the same bespoke electric platform as its smaller (22cm shorter) - but funkier - 5 E-Tech supermini sibling, the new 4.14-metre-long R4 is the more practical option. From its very first unveiling by Renault CEO Luca de Meo in the presence of France's President Macron at last October's Paris Motor Show, bosses boasted of the R4's flexible seating that folds to extend load space sufficient to carry a surfboard. Ever up for a challenge, there was only one way to find out. So as well as driving it on the road, I've stopped off to test the bodacious claim... What's it like to drive? If the Renault R5 electric hatchback is the fun, funky and cheeky member of the Renault family, then the R4 is the bigger, more sensible and versatile sibling. I put it through its paces on a wide variety of roads and conditions – from fast-flowing motorways to twisty mountain routes via sweeping ocean-side highways – and found it an easy and delightful drive with enough energy to keep me fully engaged. Powered by a 52kW battery with 150hp electric motor, there is plenty of acceleration at your demand when needed – such as overtaking - with an official 0 to 62mph figure of 8.2 seconds and a top speed governed at 93mph. It also has a very good and tight turning circle of just turning circle is just 10.8m which makes for great manoeuvrability in car parks or doing U-turns. There are four driving modes including Eco, Comfort and Personal. Comfort is fine for relaxed driving. But my own preference was for Sport mode with the added engagement provided by sharpened responses and extra oomph. Paddles on the steering wheel control four levels of regenerative braking - helping keep your battery charged - with the last making it a 'one pedal' operation by acting as a brake the moment you take your foot off the accelerator. Personally, I love it and it makes for smoother and more efficient driving. There are also 26 advanced driver assistance systems. Official driving range is up to 247 miles – which should just about get you from London to Middlesbrough on one charge. But not the way I drive. The R4 even has its own 'nanny', which monitors your driving performance and gives a read out at the end. I was unsurprised that my 'eco' rating was a lacklustre 62 per cent. But my 'safety' rating was a satisfyingly high 88 per cent. I'll take that. The price is right Price-wise, the new R4 range is keenly pitched between £27,000 to £32,000 to attract potential buyers away from rivals in a highly competitive middle-market electric car segment. It goes toe-to-toe with cars including Tesla's Model Y, Mini's Aceman, Fiat's 600e, Citroen's e-C3, Kia's EV3, Jeep's Avenger, Vauxhall's Mokka and Ford's Puma. Exact prices will be announced later in May ahead of UK order books opening in July - first deliveries will land on these shores from September. Customers can pay £150 for a priority 'R Pass' to queue jump and pre-order a car two weeks before order-books officially open, and be at the head of the queue for deliveries. Keeping it simple Renault wants to keep things simple so there is just the one EV power option - 52kW battery with 150hp electric motor - with three trim levels: evolution, techno and iconic. A shorter-range 90 kW/120bhp version with a 40 kWh lithium-ion battery won't be offered for sale in the UK as Renault chiefs in Britain said experience from R5 sales showed demand was clearly for the more powerful longer-range example. The option of an open-top R4 with a retractable canvas roof – which opens at the touch of a button or by voice control - is set to follow later, even though it was unveiled at the same time as the standard hard-top at last October's Paris Motor Show and on show as a static example in Portugal. Renault calls the roof its 'plein sud' – translating to 'due south' – which is a nod to touring on the South of France. With roof open, the view of the sky stretches 80x92cm and extends so far back that it that can be enjoyed by all passengers, including those in the back. The entry level evolution trim runs on 18-inch diamond cut alloy wheels with a large central display screen, keyless entry and a heat-pump. Techno gets an illuminated front grille, a 10.3-inch screen driver information display, a wireless smartphone charger, Google-backed sat-nav and services, adaptive cruise control, front and rear parking sensors, paddle-shifter levers and 'one-pedal' driving. Top of the range iconic trim offers the full package including additional safety and comfort features such as blind spot warning, rear cross traffic alert, heated front seats and steering wheel and an electric tailgate. Charging to 100 per cent takes four and a half hours using an 11 kW AC charger, or 30 minutes to 80 per cent with a 100 kW DC device. The 11 kW AC bidirectional charger can replenish the batteries of your personal devices and (where possible) return excess charge to the grid when not required. The inside story Inside the smart interior I settled quickly into a comfortable driving position in sporty seats overlooking a pretty well thought out dashboard. Don't ask me about wind noise – for most of my drive I had the windows down with my elbow on the sill to enjoy the sunshine and the warm sea breeze. Yes, that relaxing. Dual horizontal screens comprising either a 7 or 10-inch digital driver information display and a 10.1-inch central touchscreen with wireless Android Auto and Apple CarPlay to allow you to connect your smartphone. Google services provided with the R4 from mid-range techno trim include Google Maps, Google Assistant and a variety of apps from the Google Play store, along with wireless smartphone charging. Putting the boot in The new R4 benefits from a bigger boot than its R5 sibling. With the rear seats up there's a generous 420 litres, increasing three-fold to 1,405 litres with rear seats folded. There are also handy bag hooks and secreted storage cubby holes – including a 55-litre underfloor compartment. A low-loading sill makes it easier to lug shopping, packages or bags into the boot A hands-free power tailgate comes as standard on iconic trim models. As with the original R4, you can even sit on it – as I did – to watch the world go by or even have a picnic. But the big question to put to the test is: can it take a surfboard? I can categorically tell you that it can. And I did it myself to prove it – thanks to very helpful staff at the Surfcenter in Ericeira, which I spotted randomly on my drive. However, YOU won't be able to do it if you order a Renault 4 in the UK... Always one to go to lengths to test the claims of car makers, Ray attempts to get a surfboard into the electric Renault While it was a case of mission complete, Ray has some bad news for UK customers who are also surfing enthusiasts... Renault R4 E-Tech: Will it fit in my garage? On sale: Order books open from July 2025 First deliveries: from September 2025 Price: from £27,000 to £32,000 DIMENSIONS Length: 4.14m Width: 1.80m Height: 1.57m Wheelbase: 2.62m Wheels: 18 inch Ground clearance: 181mm Weight: from 1,410kg Boot capacity: 420 litres, extending to 1,405 litres with rear seats folded Loading height: 607mm Towing capacity: 750kg PERFORMANCE Battery: 52 kWh lithium-ion battery Drive: 110 kW/150 bhp electric motor Range: up to 247 miles Acceleration (0-62mph): 8.2 seconds Top speed: 93mph CHARGING TIMES To 100 per cent with 11 kW AC unit: 4 hrs 30 min To 80 per cent with100 kW DC unit: 30 min It does have a few niggles... The weirdest thing for me is the lack of a 'Park' button option on the drive stalk – which offers only Reverse, Neutral and Drive. To be sure of parking correctly, you have to manually pull on the electronic parking switch. Renault insists customers of the R5 (on which this system is also fitted) haven't complained and quickly get used to it. It'll also default to park automatically they said, insisting it was designed to make life easier, not to save a few bob on manufacturing costs. Me? I remain to be convinced. And I'll admit to slight paranoia every time I left the car on an incline in case it rolled away. Although there is plenty of headroom in the rear (85.3cm) once you get inside, you do have to duck down to avoid banging your head when getting over the lower than expected doorway threshold. Rear leg and kneeroom (given as 16.4 cm) still feels quite tight, especially if the driver and front passenger have set their own seats for maximum comfort. UK buyers will miss-out on the option of having a fold-down front passenger seat, which is not available here. That's a big shame. Renault should reconsider that decision. For now it means you'll have to slide that surfboard in sideways between the two front seats - or stick it on the roof. I've yet to test whether the R4 will take a ubiquitous 'Billy' book-shelf package from Ikea, but I'm hopeful. The Google-dependent sat-nav proved a bit glitchy at times, too. The Renault 4 E-Tech has real character and is still fun to drive. While it offers more practicality that its funkier R5 sibling, don't see it as a boring alterative The Cars & Motoring verdict The new Renault R4 E-Tech offers a very entertaining rounded-package for many motorists with a wide variety of demands, likes and needs. Not as funky as the R5, but almost as much fun and sufficiently more practical and flexible for the needs of modern families or leisure pleasure seekers. Small niggles aside, it's a car with real character that's fun to drive, offers more practicality that its funkier R5 sibling, but isn't so 'sensible shoes' that it becomes boring. It will appeal equally to beach boys and girls. And on that note: 'Surf's up!'
