VM-Driving Report Renault Trafic E-Tech: Closing the Gap with Moderation

Reduce to the Max - that was probably the motto during the conception of the Renault Trafic E-Tech, which, for cost reasons, comes without a real fast charger, without a heat pump, and without recuperation adjustment. It was actually supposed to be launched alongside the pioneering Kangoo Z.E. almost a decade ago. The Kangoo Z.E. made its debut in 2011. Now, it finally gets the long-awaited brother in the compact segment, which is growing like no other: Renault officials claim 56 percent growth with a 47 percent market share of 3.0-tonners in Europe. The booming delivery services say hello. It was high time for the pioneering electric brand, which had somewhat let its electric efforts slip.

At least a long version of the Kangoo E-Tech, which was launched last year, will be introduced simultaneously. This makes the lineup of Kangoo, Trafic, and Master E-Tech look impressive. Especially since the Master will get a completely new successor at Solutrans. Nevertheless, the competition from China remains strong - and a brand like Maxus is pushing into the market with an already complete electric portfolio, which includes the eDeliver3, 7, and 9 vans, as well as an E-pickup and soon an E-distributor.

Edge it out: Still practical advantages

Although the Trafic, now in its third generation and almost ten years old, is somewhat aged in its overall concept and more embedded in the commercial vehicle sector with its solid axle construction than, say, the Mercedes Vito or the VW Transporter, it still has its practical advantages with its rugged look, pragmatic square shape, and steep sides. These qualities are also showcased as an electric vehicle, where the 52-kWh lithium-ion battery from the Zoe and Master is installed neutrally in the cargo area in front of the rear axle - and in the front, instead of the 2.0-liter diesel engine, there is the 90-kW synchronous machine from the Kangoo (manufactured in-house).

Advantage of Electric Motor: Power from Standstill

Its 245 Nm from standstill are enough, even in the test vehicle ballasted with 300 kilograms, to bring the vehicle very quickly and silently up to speed. The Trafic knows no traction problems, the lower weight of the combustion engine is compensated by the electric motor and the battery. The Eco mode only limits the power to 60 kW, but leaves the general speed limit of 110 km/h untouched. The Trafic still accelerates sufficiently fast, and the Eco mode can be overridden by kickdown if desired. So that works already. And the consumption is also correct: We started with 223 kilometers in the not completely full batteries, and after 77 kilometers, we had 192 left. The calculated consumption from the previous driver in the rigidly speed-limited city and suburban driving in France with many recuperation phases was reduced to 17.9 kWh/100 km.

Rigid Rear Axle Sometimes Delivers Blows

It is noticeable that with the quieter motor, the otherwise rather high rolling and wind noises of the slightly aged van are noticeable. The rigid rear axle also sometimes works a bit harshly and delivers a few blows. However, the construction is considered robust. The road handling is reliably safe, and the brakes decelerate reliably. All the prescribed driver assistants are on board, such as high beam assistant, active emergency brake assistant, blind spot warning, or optionally the adaptive cruise control. In addition, parking aids are available at the front, rear, and sides, as well as a rearview camera. Standard are the main headlights, which use entirely LED technology.

Wide Range of Variants

With the speed limitation, Renault makes it clear which clientele they are targeting: Rather urban and suburban users in logistics and commerce. After all, the Trafic comes in two lengths (a short version a bit later), as a double-cab, and as a versatile chassis. They also saved on a quick charger behind the charge flap, which is vulnerable to tearing off, instead of the fuel filler neck, leaving only the optional 50 kW DC charging capacity, even less than the 80 kW in the Kangoo. The explanation for the cost-saving measure is that the customer does not need it. To compensate, a 22 kW AC charger is standard on board, which charges the 3.1-ton vehicle from 15 to 80 percent within an hour and a half. At 11 kW, it takes 5:40 hours from 10 to 100 percent.

In summer, you can count on 300 kilometers

This may often be sufficient in practice, if you don't intend to drive medium or long distances. And the Trafic E-Tech is not meant for that, as the responsible parties assure, maybe later on, or with solutions like the Hyvia Master with hydrogen hybrid drive. So, you can safely expect to cover 300 kilometers in the summer in an urban environment.

"For the mobility needs of most customers, these distances are completely adequate. Studies show that 80 percent of all car trips worldwide per day are shorter than 100 kilometers. In Europe, 87 percent of all daily trips are less than 60 kilometers," according to the analysis by Renault experts.

That means the vast majority of people could actually be mobile electrically. But they are not. But that's another story. For the Trafic E-Tech in its current form, the clientele is therefore large and the range sufficient.

Without a heat pump, it could be tight in winter

Whether the 300 kilometers can also be achieved in winter remains to be seen, especially since, unlike the Kangoo, a heat pump has been omitted. Preheating via app while still connected to electricity is possible. A seat heater is also supposed to alleviate the cold. Incidentally, the water cooling for the batteries was also omitted, so "mild fast charging" will have to suffice. There is also no adjustment of the recuperation levels: the Trafic features one recuperation level that provides decent deceleration, but is far from "one-pedal driving." Nevertheless, you can manage. Also with the anachronistic gear selector, which is even less needed here than in the Kangoo with its three "B-Modes" and only obstructs passage and reduces legroom. The sluggish and dull 8-inch infotainment system also feels somewhat anachronistic. It's much better known from the Megane E-Tech. But as I said, the costs...