Renault: New details about the R5
Renault is becoming more specific about the R5. In a phone interview, Development Chief Gilles Le Borgne confirmed the initial key data: The R5 will not be based on the latest CMF-EV platform but on the more affordable CMF-BEV platform, which brings many parts from the CMF combustion engine platform to save costs. Nevertheless, Renault wants to offer the same space on less length here as well, meaning the R5 should be around 3.9 meters long according to Borgne, making it significantly shorter than most models in the B-segment, which now stretch noticeably over four meters. Accordingly, the R5 should offer as much space inside as the Clio does now.
In terms of performance, there will be at least two variants: A "base" version already offering 100 kW and an "Alpine" version with 160 kW (218 hp), in which the chassis and optics are also likely to be sharpened. And since Renault is supposed to move up in terms of margins, it can be assumed that the new R5 will be planned more as a historically rich intellectual luxury electric car rather than a low-cost electric vehicle.
The customers need to be taken along
Nevertheless, Le Borgne points out that the customer always needs to be taken along. And here he sees a willingness to switch, but not yet fully – and not in all markets: Therefore, Dacia and Lada will first be converted to the current CMF-B combustion engine platform before starting electrification here. For the French, hybrids and plug-in hybrids are also set in the medium term. Besides, the R5 could also be powered this way in some markets.
The R4 will rank below the R5, which will also come as a city van – here Renault could also enter on the higher price segment: By offering a "bare" basic version similar to its predecessor for relatively little money, which can be highly individualized. Above this is the 4.2 meter long Megane, which also keeps its dimensions in check, but should offer as much space inside as the combustion engine model.
Renault's development chief also commented on battery technology and recycling: They will stay with lithium-ion technology but are working on solid-state batteries, although Le Borgne does not expect breakthroughs before 2025. However, recycling should be up and running by then, which is more important than ever due to the global hunger for raw materials. After all, they have 400,000 cars in the field, from which high return rates can be expected in the medium term. Reusable batteries save up to 500 euros in manufacturing, according to Le Borgne.
In the end, Le Borgne was also asked about a final phase-out date for combustion technology – and he was skeptical: He agrees in principle that this technology needs to be phased out as soon as possible, but hesitates to name 2035 as the final date: “We currently don’t know whether by then all customers worldwide will be able to afford or want this,” he points out, especially since the factories and logistics behind it cannot be switched overnight. Therefore, he would prefer 2040 as the “end of the game” – he doesn’t deny that this will come for the combustion engine but doesn’t want to commit.
This is why Renault, as an electric pioneer, is working to change the “rules of the game”: And with Megane, R5, and R4, the French can offer exciting perspectives here.
What does this mean?
In France, cars are viewed much less emotionally than in Germany. Thus, Le Borgne avoids making a statement about the end of combustion engine production or the start of solid-state battery production. Instead, he is specific regarding the R5 and its platform – and why the latest platform is not used here. The fact is: Renault wants to remain affordable and take customers worldwide along, which is a major challenge for the brand with its subsidiaries Dacia and Lada, given the strong markets in South America, Eastern Europe, and Russia, which are likely to remain non-electric in the medium-term. All the more emotional is the concrete announcement of the new R5, which is expected to make its way in the B-segment.
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