European manufacturers are aware that they are losing volume segments with the advent of the electric car, and that is why they have set to work to try to solve it. In the case of Renault, it will do so with an R5 that a year and a half before its arrival has revealed some of its secrets.
A few months ago the tests of the project baptized internally as “Echo 5” began, which will be nothing more than the launch of an electric car that will replace the ZOE, and that it will do so with a dedicated platform and a very competitive price. .
Its launch is scheduled for September 2024. But almost 18 months before we already know some details of this electric R5 on which the French brand has placed great hopes to recover the ground lost in recent years.
Renault R5. The start of your dynamic tests
Development and endurance tests began a few months ago in France at the Lardy (mechanical test benches) and Aubevoye (dry and wet dynamic tests) centers. But also in Swedish Lapland, which has been the place selected by Renault to test the air conditioning systems under the intense polar cold, as well as test behavior on snow and ice.
The newo R5 will use the CMF-B EV platform, developed by the Renault-Nissan Alliance, which according to the roadmap should begin the pre-industrialization phase at the end of this month of March or early April, with the development of the first complete prototypes with the final bodywork of the R5. Something that will allow the summer tests to begin possibly on the roads of southern Spain.
The R5 will have a steering with a low transmission ratio, similar to that seen in the Megane E-tech, with a new multi-link rear axle, new suspension settings, and the passionate aspect will be one of the tricks that try seize Renault.
For cost reasons, the use of aluminum has been limited and the CMF-B EV platform borrows 70% of the parts from the current Clio’s CMF-B architecture. The result is that the mass has been optimized at the level of the battery and the electric motor but also of the platform sized for the size of the vehicle.
As for the battery, it will also see an improvement in the energy density of the pack, despite using both LFP and NCM cells. This will have 15 kilos less compared to the ZOE, with 4 large modules instead of 12 small ones. The same goes for the motor (wound-rotor synchronous) which is 20 kg lighter thanks to a new, more compact “3-in-1” architecture, consisting of the converter, the charger and the control of the current distribution.