Renault Zoe

At the turn of the century, Renault bet all its chips on the battery-powered sector and made a €4 billion investment in new models - to remarkably little effect.

There was the crazy Twizy city scoot, the boring mid-size Fluence Z.E.

and also pricey Z.E.

versions of the Kangoo and Master vans.

All of which generated about as much popular interest as Brighton Beach on a wet weekend.

The only Renault EV we thought showed some promise was this ZOE, a handsomely styled supermini launched in 2012.

High pricing and low driving range from the little 22kWh battery initially held the car back, but the French maker persevered, continually improving it as battery technology developed through a series of incremental updates.

A more efficient R90 electric motor was introduced in 2015, a gutsier Z.E.40 battery arrived in 2016 and an even more powerful 80kW R110 electric motor arrived to drive it in 2018.

A further update with a Z.E.

50 52kWh battery arrived in 2019 - and it's that later model we look at here.

There's a balance needed with EV design.

Choosing all-electric motoring is radical enough, without having to be faced with wild and wacky styling that marks you out on the High Street as an extravagant early adopter.

But delivering something dull doesn't really fit with the whole future-orientated Zero Emissions ethos.

Prior to this EV's original launch, Renault had already tried both approaches - with the extreme Twizy urban runabout and the uber-conservative Fluence Z.E.

- but with this ZOE, managed to get the approach just right, back in 2012 rejecting futuristic early design sketches in favour of a smart and very stylish look penned by Spanish designer Jean Semeriva. Outwardly, not much changed with this post-2019-era Z.E.

50 model over that original car.

Not much needed to: it was still quite a pretty thing.

The differences here, such as they were, mainly featured at the front.

Most noticeable if you know the earlier model will be the replacement of the original tick-shaped curved corner 'dimple' daytime running light creases in favour of larger vents, modelled on those used by the new generation Clio of that period.

The lower grille also became larger to better emphasise the car's width and with top 'GT Line' trim gets chrome stamping.

And the headlamps, which in this updated model were framed by Renault's signature C-shaped daytime running lights, gained full-LED beams offering 75% more light.

The familiar big central Renault badge, which gained a 3D finish, continued to double as a charging port, flipping open to reveal both a Type 2 AC plug and, where fitted, the connector for this revised model's added 50kW DC fast charger. At the wheel, the single-colour dash was completely re-designed, with a central horizontal strip to emphasise its width, plus there were upgraded soft-touch materials and lots of smart metallic highlights.

The three-spoke heel also looked far more appealing in this updated model - as did the more usable squarer 10-inch TFT instrument binnacle screen you view through it.

A further 'EASYLINK' infotainment screen lies on the floating centre dash panel, 7-inches in size on mainstream models or 9.3-inches with the top variant.

Inevitably, because the battery pack is mounted beneath front and rear seats, you have to sit fairly high up in the car, which is why, unfortunately, it still wasn't possible to have a height-adjustable driver's seat.

Still, the wheel has enough adjustment for reach and rake to ensure that most will be able to find an acceptable driving position.

Nice touches include the beautifully finished gear shifter and the silver door pulls, while from mid-range trim upwards, the seat upholstery is made from 100% recyclable material (apparently including old Renault seat belts) and on the top variant, features part-synthetic leather trim. What about the rear? Once inside, you'll find more room than most superminis can offer - and vastly more than you'd get in either a Peugeot e-208 or a Vauxhall Corsa-e from this period.

It's a bit more spacious than it is in the back of a Clio too, even though this ZOE shares that car's same wheelbase length.

Look up and you'll find that headroom's excellent too - at which point you might notice that the ceiling panel's been imprinted with a circuit diagram to go with the whole electrified theme.

Most models got two centrally-mounted USB ports in the back too. The boot of a supermini EV ought to be bigger than that of a combustion-engined model; after all, battery-powered cars sit upon a chassis that would normally have to package in a fuel tank and a bulky internal combustion engine, space that in an EV is more compactly occupied by an electric motor and a set of batteries.

So it's rather disappointing to find that the 338-litre capacity of the ZOE's trunk is 53-litres less than what you'd get in a shorter Clio.

Still, it's around 30-litres more than you'd get in those e-208 and Corsa-e direct rivals we mentioned earlier, so that's some compensation.

We're going to concentrate here on the Z.E.

50 R135 model with its 52kWh battery - though the lesser Z.E.

40 smaller-battery ZOE was still on sale for a few years after the launched of the updated 2019-onwards model.

Prices for a typical 'Iconic'-spec R135 model start from around £8,900 (around £10,700 retail) for a '19-plate model, ranging up to around £11,300 (around £13,100 retail) for one of the last late'23-plate versions of the same model.

Try and find the premium (typically around £600) for plusher 'GT Line' spec with rapid charge capability.

All quoted values are sourced through industry experts cap hpi.

Click here for a free valuation.

Most ZOE owners we came across were pretty satisfied, but inevitably, some issues were thrown up by our survey.

Let's start with the usual things - check for minor bodywork scratches and the usual city scuffs.

Most of the other issues we came across related to electrical problems like broken heaters and issues with the air conditioning.

We've come across issues with the front wheel arch liners rubbing against front brake hoses which in a few instances have caused leaks.

You should get a low brake fluid warning light to alert you of this issue before it becomes a problem.

Your Renault dealer can tell you whether the appropriate remedial work to correct this was carried out. Find out whether the previous owner bought themselves a regular 13 amp charging cable for use with a 3-pin plug - Renault didn't supply these from new and this lead is really useful to have, even though charging using it takes ages.

(approx based on a 2019 ZOE ex VAT) Day to day consumables for the ZOE are in line with what you'd expect.

A wiper blade will cost around £9.

Front brake pads sit in the £21 to £28 bracket for a set.

Front brake discs sit in the £68 bracket.

A door mirror glass is around £18.

If you've tried an earlier version of this ZOE - as is quite possible given that it was on sale for over a decade - you should find this later post-2019-era Z.E.

50 battery version to be quite a lot more rapid.

Or at least you will if you get yourself one with the improved 100kW R135 electric motor.

In 2020, the previous 80kW R110 motor was still continuing on lower down the range and in the LCV version of this model, the ZOE van - so make sure you know what you're getting before your test drive.

In preferable R135 form though, the ZOE feels a properly modern, sprightly EV, making 30mph in just 3.6s, while sixty is crested in 9.5s and a plump 245Nm torque figure ensures that this Renault can hold its own in faster traffic in a way that previous versions struggled to do.

The 87mph top speed is inevitably a lot less impressive, but this Renault charges up towards it with a level of zeal that will decimate the Z.E.

50 model's claimed WLTP-rated 245 mile driving range (a 30% improvement over the previous 40kWh battery pack). You can maximise frugality by regularly activating the provided Eco-meter (which restricts throttle output); and by selecting an extra 'B' setting now provided for the single-speed auto gearbox, which maximises regenerative energy harvesting, enhancing engine braking so much that you'll hardly ever need to use the brake.

Refinement is superb; ride quality a little less so, though it does improve at highway speeds.

Handling is geared to comfort and urban use; you won't want to be throwing this car around country lanes at higher speeds, despite the notably low centre of gravity enabled by its heavy battery. Charging from a 7kW wallbox takes 9 hours and 25 minutes.

A typical 22kW public charging point would charge the car in 3 hours.

If you get a car that was originally specified with the 50kW on-board DC charger, you'll be able to use one of the DC 50kW quick charge public points on major routes, in which case an 80% charge from empty would take just an hour and 10 minutes.

This Z.E.

50 model Renault ZOE represented yet another step towards the electric vehicle becoming a genuinely practical mode of transport for the average motorist.

The larger battery's WLTP range increase made a lot of difference for potential customers, but the arithmetic still works out in favour of a small petrol supermini on a pure costs basis. In summary, this improved ZOE pushed the EV revolution on a further stage.

Whether it makes sense as a used buy is another question.

Other rivals better it for range, build quality and safety provision.

But if the price is right, you might be prepared to overlook all of that.

And if it's a ZOE you want, this later version's worth trading up to.