BMW i Series vs Renault ZOE

What's the difference?

The thing that really grabs you from behind the wheel of a car like this is just how far EVs have come. The fact you can get a ridiculous range and have a really, really good time on the right twisting road is a pretty good deal and solidifies the fact EVs like this one are the future.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

Note: The author, Andrew Chesterton, is a co-owner of Smart As Media, a content agency and media distribution service with a number of automotive brands among its clients. When producing content for CarsGuide, he does so in accordance with the CarsGuide Editorial Guidelines and Code of Ethics, and the views and opinions expressed in this article are solely those of the author.

The Renault Zoe is a fun to drive, ultra-efficient, practical little hatch. But the dollar-shaped elephant in the room is its price. Without the government ZEV subsidies offered in other markets, it's wickedly expensive, and with fresh competition in the shape of a new 'normalised' Nissan Leaf coming soon it'll have to work hard to wean more than a handful of small-car buyers off their fossil-fuel addiction.

It's hard to talk about the design of the BMW iX3 without spending some time at the front end. This is a bold, bold take on a BMW grille, and one that is entirely devoid of chrome or metallic lashings.

That’s not to say it’s boring. The iX3 has a light theme that runs inside and outside, the latter of which is called the Iconic Glow exterior package, which replaces the physical embellishments with white lighting that frames the kidney grille and the other inserts. It looks very cool and very modern.

In the cabin, the lighting theme continues, this time under the dash inserts that illuminate from within. But that’s not what really draws your eye.

That honour goes to the Panoramic Vision, which replaces the traditional driver’s screen with a pillar-to-pillar display that stretches the width of the cabin and displays all your key driving info.  It seems like a strange thing to get your head around but it felt natural almost immediately, with everything you might need (including a g-meter in its sportiest mode) on display.

Also new is the funky and chunky BMW steering wheel, which reminds me a little of one of those double-sided lizards, in that it can be hard at times to figure out which way is up, and which features 'Shy Tech' (features and controls stay out of sight until the driver or passenger needs them).

All in all, I like the space. There are just enough traditional-feeling elements mixed with new tech to make it feel futuristic and familiar.

Renault claims no less than 60 patents came out of the Zoe's development, but while BMW's i3 is as hip as Kendrick Lamar on his third encore, and even Toyota's long-serving Prius hybrid still looks ready to roll onto the set of the next Avengers movie, this little hatch isn't shouty at all.

It seamlessly merges into the automotive landscape. A cute, small car with a few flashy blue bits in its head and tail-lights giving the only clue to its distinctly unusual internals.

Underpinned by the same platform as the Clio (with an identical wheelbase) the Zoe is slightly longer (+21mm), fractionally thinner (-2mm) and quite a bit taller (+114mm) than its conventionally powered sibling.

Lead exterior designer  Jean Sémériva has literally left his mark on the car, with a full-size thumb print applied in low-relief to the rear door handles. Nice touch.

And monsieur Sémériva has shown admirable restraint in a cool design combining soft curves around the nose, front guards and rear end, with sharp character lines top and tailing the car's flanks.

Vaguely diamond-shaped tail-lights mix a clear lens cover with those nifty blue highlights and brilliant LEDs for an arresting brake and indicator display.

Open the door and a similar blend of tech and tradition creates a clean and simple interior, with strategically placed bright-metal finishes highlighting key elements.

A broad TFT digital instrument screen sits under a minimalist hood, with the 7.0-inch 'R-Link' multimedia screen dominating a central stack lifted by a shiny black face and an illuminated blue keyline around the heating and ventilation controls.

A printed circuit pictogram on the front headrests and left-hand side of the dash is a creative reminder of the Zoe's means of propulsion. And the front seats feature a decorative curved panel, defined by dark piping on each side of the backrest.

Tech highlights include the TomTom Live nav system's ability to describe a circle showing the car's operational radius on current charge, determining whether you can reach a nominated destination. It also taps you into weather updates, traffic danger zones and Renault Assistance.

Plus, the drive-management system can report on energy usage and assess driving behaviour, so lead foots have nowhere to hide.

The BMW iX3 is 4782mm in length, 1895mm in width, 1635mm in height and it rides on a 2897mm wheelbase.

It doesn't feel huge, but there's certainly enough space in the back seat for me. At 175 centimetres I have enough knee and headroom sitting behind my own driving position, plus you can adjust the angles of the rear backrest to get a little more comfy.

But while the front seat feels very modern, the rear is more a traditional back seat experience. Back seat riders get their own air vents and temperature controls, twin USB-C charge ports and a pull-down divider with twin cupholders, but that's about it.

The auto-opening boot reveals a 520-litre luggage space (1750 with the seats folded), all of which is unencumbered by charging cables and the like, which are housed in the 58-litre frunk.

Towing and electric vehicles are never the greatest of matches, such is the drain on the battery, but the iX3 can be fitted with a standard tow ball, unlocking a braked trailer capacity of 2000kg.

Like most compact hatches the Zoe offers plenty of space up front and gets a bit squeezy in the back. Although the first surprise is that there's no height adjustment for either front seat.

Happily that wasn't a big issue. At 183cm I was still able to find a good driving position, with storage running to two cupholders (one small, one laughably tiny), plus a pen slot and two oddments trays in the centre console. The second of those trays houses a 12-volt outlet, SD card slot, 'aux-in' jack and USB port.

There are small bottleholders and storage pockets in each front door, a medium-size (7.0-litre) glove box with an open tray above it, and a small tray on the lower part of the dash on the driver's side.

Rear head and legroom is passable for a car of this size, but storage is limited to modest door bins and a single cupholder at the back of the centre console.

However, it's cargo space where the Zoe really raises eyebrows, with 338 litres available (to the parcel shelf) with the single piece rear seatback (as in, it doesn't split-fold) upright.

That's enough to easily swallow our three-piece hard suitcase set (35, 68 and 105 litres), or the CarsGuide pram. In fact, we were able to fit the largest suitcase and the pram at the same time, which is mighty impressive for a city-sized hatch. Push the rear seat flat and space grows to 1225 litres (to the roof), which is heaps.

Carpeting for the boot has been sourced from the cheap 'n' cheerful bin, but there are D-shaped anchor shackles, decent lighting and handy bag hooks back there.

The boot's unlikely volume is partly due to the absence of a spare of any description, a repair/inflator kit being your only option. And in case you were wondering, towing is "prohibited" (Renault's word, not mine).

Built at Renault's Flins plant, 40km west of Paris, on the same line as the Clio, the Zoe's offered in two grades; Life ($47,490, before on-road costs), and Intens ($49,490 BOC) as tested here.

That's big bucks for a little car. At just under $50,000 you're looking at internal-combustion competitors like the Audi A3, BMW 1 Series, and Merc A-Class. And while the Zoe's a long way from spartan, it's an equal distance away from luxurious.

That said, the standard features list includes, climate control (with remote 'pre conditioning' activation), 16-inch 'Black Shadow' alloy rims, cruise control, 3D Arkamys audio (with DAB radio, voice recognition, two 'boomer' speakers, two rear bi-cone speakers, and two tweeters), 'Renault Smartkey' keyless entry and start, auto headlights, and rain-sensing wipers.

Plus, you also get rear parking sensors, a reversing camera, the 7.0-inch 'R-Link' multimedia system (with 'Text to Speech' function), one-touch driver's window (the base Life grade misses this), a leather-trimmed steering wheel and gear knob plus black and grey cloth trim (with snazzy contrast stitching).

The DRLs may be LED but the headlights are halogen (a sure sign of this car's age), Apple CarPlay and Android Auto are MIA, and metallic paint, as per 'our' car's 'Zircon Blue' finish is $550 extra. 'Glacier White' is the only no-cost option from six available shades.

We’ll focus on the 50 xDrive, as that’s the one we’ve driven, and because the powertrain is a peach. Its twin-motor all-wheel drive set-up delivers a total 345kW and 645Nm, which is a lot. And because there is no traditional transmission to step through, and because all that oomph arrives at once, it feels plenty punchy indeed.

BMW says the sprint to 100km/h takes 4.9 seconds, and we believe them. Top speed is a claimed 210km/h.

The Zoe is powered by Renault's R90 synchronous electric motor, producing 68kW from 3000-5000rpm and 225Nm from step-off. Drive goes to the front wheels through a single reduction gear auto transmission.

Claimed acceleration for the city-specific 0-50km/h run is a handy 4.0sec, with the more grown-up 0-100km/h sprint taking a leisurely 13.2sec. Flat biscuit is 135km/h.

As we mentioned at the top of this review, this is another big plus for the iX3. Its massive 108.7kWh net NMC battery delivers a maximum driving range of 805km, which is frankly ridiculous. To get it, you need to engage Efficiency Max, which dulls the drive experience, but that is an impressive number all the same. Engage the sportier settings and the figure drops to more like 650km-plus. 

Charging is 22kW AC and an impressive 400kW DC – or 300kW in the upcoming 40 model — which means a 10 to 80 per cent charge in 21 minutes when plugged into the fastest of chargers.

BMW says to expect 15.1-17.1kWh/100km in terms of energy usage on the WLTP cycle.

None. Next question...

You can have the argument about fuel consumed and source emissions produced in generating the energy required to charge the Zoe's battery, but the fact is this car doesn't consume any fossil fuel and produces zero tailpipe emissions. Helped by the fact it doesn't have a tailpipe.

When launched in 2016, the Zoe's upgraded 41kWh 'Z.E. 40' high-energy lithium-ion battery ranked as the highest energy density automotive unit available.

Developed in collaboration with LG Chem in South Korea, it houses 12 modules (of 16 cells each) for a total of 912 individual cells and weighs in at 305kg.

Renault lists a driving range of 403km for the New European Driving Cycle (NEDC), with a real-world number of 300km a more realistic estimate. And that's almost exactly the range we achieved over a mix of city, suburban and freeway running in seven days with the car. Using overnight electricity rates, a full charge should average less than $8.00.

The Zoe's on-board 'Chameleon' charger allows it to be charged using different power levels (single or three-phase) through the same socket, from 3kW up to 22kW. A Type 2 charging cable (6.5m) for wall box and public charging points (in a natty canvas Z.E. bag) is included with the car.

According to Renault, a wall-box charger (not included with the car) is typically $1600 to $2000 for a residential installation and a mid-range 11kW unit will allow you to charge up in around four hours. High-powered 'Fast' and even juicier 'Rapid' charging points would reduce that time appreciably.

The dash indicator displays charge level and remaining range calculated over the last 200km of driving. A reset function can drop that to an average of the last 30km.

We'll touch on it further in the Driving section but regenerative braking, low-rolling resistance tyres, and 'Eco' mode (reducing air-con load and motor output) are big contributors to maximum range.

And while cabin cooling comes courtesy of a conventional a/c unit, heating is far more exotic. The Zoe's 'Heat Pump' system traps calories in the ambient air outside the car, with a pump compressing and heating them, then directing the heated air into the car, with no impact on range. Super clever.

BMW spent a lot of time describing this car as being of revolutionary importance to the brand. It was designed as an EV from its inception, but is also the flag bearer for the New Class gen of cars, and so it has all sorts of features and tech that will roll out across the rest of the BMW range.

Does it feel overly revolutionary from behind the wheel? Not really. I mean, it drives forwards and backwards, and turns around corners when you move the wheel, all of which is to be expected.

But it does mostly feel very BMW, which I think is what they meant. The Jekyll-Hyde nature of the iX3 becomes apparent the moment you engage its sportiest driving modes and flatten your foot. This is proper push-you-back-in-your-seat acceleration that feels slightly more violent than the iX3's claimed zero-to-100km/h time suggests.

Then there's the flip side of that coin. Engage Efficiency Max and you can seemingly drive forever (or at least more than 800km), sipping battery juice and riding in peace, quiet and comfort. 

But at its core, and no matter the drive mode, it feels like a BMW. Crucial to that is a thing the brand calls the Heart of Joy, which sounds utterly sci-fi but really is a computer brain that works on traction and power to make sure you never lose grip.

If you've ever been in a car where the traction control light is flashing on a dash, you'll know what usually happens is it cuts engine power until you find grip, and it gives you power again, then cuts it, then gives it to you as required to find the grip, and it can give you that kind of jerky, stop-starty kind of feeling.

The iX3 doesn't do that. Instead, it plays with traction and is far more subtle without ever cutting power, and gives you the feeling of being able to tip into a corner and then power out without ever feeling like you're going to lose grip, or power.

The bigger electric motor is at the rear axle, which delivers most of your performance unless you need extra grip. So, when you are powering out of a bend, it feels a lot like a rear-wheel drive car and really well sorted from behind the wheel.

If that's the driver's side of the equation, the other side of it is pretty good, too. We took to the town at city speeds, and it was super comfortable, quiet and absorbed most of the road imperfections pretty easily.

Interestingly, the suspension isn't high-tech. There's nothing adaptive about it, and there's no air cushioning or anything like that. But it feels well tuned, and is pretty comfortable, even on dodgier road surfaces, while still delivering a sense of connection.

My favorite kind of mid-size SUVs are ones that have that dual nature. Something that has space for the family and all of their things, but also something that can be a fair bit of fun on the right twisting road, and this one absolutely nails that brief. It is a hoot to drive on twisty stuff. 

Downsides? Well, you can't entirely disguise more than two tonnes of weight. If you're going downhill, especially on a twistier road, you can feel the weight around you, especially when you go to pull up in a hurry, despite the strong-biting brakes.

The other thing is the steering, which is direct and lovely but quite light. It doesn't have that meaty heft some BMWs offer, and as a result, it can be interesting to place the vehicle. You can find yourself a bit further over in the lane, or further away from an apex than you're expecting, because your light inputs have really shifted the vehicle. 

But BMW has nailed the brief here. Do keep an eye out for the cheaper one that's coming, though. It could be a bang-for-bucks, rear-drive bargain.

Some believe cars have a soul, but the Renault Zoe expresses its feelings with a distinctive accent, the car's 'Z.E. Voice' function giving an audible warning to pedestrians up to 30km/h (when wind and tyre noise take over).

The whirring hum sounds like The Beach Boys warming up the theremin for a rendition of 'Good Vibrations'. Spooky and fun in equal measure.

Like all electric cars the Renault Zoe accelerates quickly from rest, thanks to the motor's ability to deliver maximum torque (225kW) from step off.

At 1480kg (battery 305kg) the Zoe is 177kg lighter than an equivalent Clio, so it's snappy in its natural city habitat, but thrust begins to taper off markedly around the 55-60km/h mark.

The single-speed, reduction gear automatic transmission combines with the motor's sewing-machine smoothness to provide close to perfect drive delivery.

Sitting on the same 'B platform' as the Clio (and 20 other Renault–Nissan–Mitsubishi Alliance models) the Zoe features a strut front, beam rear suspension set-up.

Ride comfort is surprisingly good for such a small hatch, and the battery's location under the floor sets up a centre of gravity 35mm lower than the Clio's, so despite a 59 per cent front/41 per cent rear weight distribution, the car feels well planted in corners.

...the dash graphic – a blue AA-style battery surrounded by rising rings of energy – is reminiscent of 'the machine man' animating in Fritz Lang's Metropolis.

The standard 16-inch alloy wheels are shod with Michelin Energy E-V low-rolling-resistance tyres (195/55), which won't win you pole on a qualifying lap, but are commendably quiet.

There are three driving modes, with the dash graphics aligning to each – Eco (green), Neutral (blue), and Dynamic (violet).

But ECO mode should be reserved for hardcore environmental warriors only. Press the console-mounted button and power from the motor is reduced and air-con output is limited.

It may increase range by a claimed 10 per cent, but what price your sanity? This setting sucks out the car's will to live, and thankfully a second press of the button or pinning the throttle pedal to the floor sees full-strength service resumed. Phew.

The regenerative deceleration and braking system distributes braking force between the clamping of the brake pads and the engine on over-run to maximise battery charge.

While the BMW i3's regen system will have you head-butting the steering wheel (not really) when you get off the throttle, the Zoe's system is more subtle, and watching the dash graphic – a blue AA-style battery surrounded by rising rings of energy – is reminiscent of 'the machine man' animating in Fritz Lang's Metropolis.

Speaking of brakes, the fronts are relatively delicate 258mm vented discs and the 9.0-inch rear drums look like miniature versions of the elaborately fluted units found on 1920s Grand Prix racers. They're beautiful and work well.

Some niggles. The wipers skip and stutter in light rain, the lightweight doors feel clangy when you close them, and the R-Link multimedia system is annoyingly flaky when recognising content (or not) via Bluetooth or USB from a mobile device.

The Zoe hasn't been assessed by ANCAP but was awarded a maximum five-star ranking by EuroNCAP in 2013, with annual reviews allowing it to maintain that score through to April this year.

Active crash prevention tech includes ABS, EBD, EBA, ESC, traction control, tyre-pressure-loss sensors, rear parking sensors and a reversing camera.

But forget about more recent systems like AEB, lane-keeping assistance, blind-spot monitoring, cross-traffic alerts or adaptive cruise.

Interestingly, the Zoe continuously monitors the state of each cell in the battery pack and will switch off current immediately if it senses an overheating-style abnormality.

If an impact is unavoidable the airbag count runs to six - driver and passenger front, front side (head and thorax), and full-length side curtain.

There are three top tethers and two ISOFIX positions for child seats/baby capsules across the back row, and all seats feature Renault's 'Fix4Sure' anti-submarining design.

BMW offers a five-year, unlimited kilometre warranty, which is about right for the traditional premium players, but off the pace elsewhere. The traction battery is then covered for eight years or 160,000km.

The service intervals are condition based, rather than timed, and BMW sells a pre-paid package for the iX3 which is $1614 for four years, or $2420 for six years.

You can upgrade either to what BMW calls Service Inclusive Plus, which includes high-wear stuff like brake discs and pads and it is $5535 for four years or $6615 for six years.

There are around 50 BMW dealers across Australia covering mainly cities and key regional centres.

According to Renault, the R90 motor is "maintenance-free", waterproof and requires no lubrication, with servicing costs "20 per cent lower than an equivalent ICE (internal combustion engine) vehicle."

Despite that, servicing is recommended every 12 months/30,000km for an estimated cost of $231 each time.

Warranty is three years/unlimited km with 24-hour roadside assist included for the first year, and three after that if you have your car serviced at an authorised Renault dealer.

The battery is covered by a separate five year/100,000km warranty.