Renault Fuego Reviews

China’s automotive industry is facing an unexpected speed hump on its road to relentless global expansion, and it is from an unlikely place. As highlighted by this week’s Paris Motor Show, Europe’s biggest and busiest in years, carmakers have started looking back to move forward, with a number of affordable yet evocative production or near-production concept models leaning heavily into post-modern – or retro - realms. Most are electric or electrified, and all major on emotional design to lure consumers in. With little to no history, tradition or heritage for Chinese manufacturers to also lean upon, it seems that France and Italy especially are mining their back catalogues for their next big hits – and the world is hungry for it. In essence, European marques are leveraging their single biggest asset – brand character and national identity – to survive today. In fact, the key, recurring message from nearly every European manufacturer during their new-model press conferences and presentations at the Paris event could be distilled down to five words: “Made in Europe, for Europe!” The aim is to send the world in general and China in particular a loud and clear message that European manufacturers are not taking the actual and existential threats from rivals like BYD, Zeekr, XPeng, MG and GWM lying down. Not on their own turf at least. Making waves is Stellantis, with its brands Peugeot and Citroen from France and Alfa Romeo and Fiat from Italy, all putting on the rose-coloured glasses. But it was immediately apparent on the first press day that arch rival Renault – the 127-year old carmaker from Boulogne-Billancourt that predates even Ford – created the biggest stir, and a home-ground one at that. In what turned out to be one of the show’s genuine surprises, it presented no fewer than five retro-inspired models, which, in turn, attracted probably the longest and most sustained attention from the assembled media on press day. The stunning Renault E-Space people mover ushered in the revival least expected in today’s SUV age. Harking back to the avantgarde 1984 Espace original, it would return Renault to the multi-purpose vehicle (MPV) class it helped pioneer but is nowadays scarce for choice (barring the Kia Carnival and some electrified Chinese MPVs). But only the green light is given. This one’s a firm maybe. More importantly, a production E-Space could sit on the Renault Group’s coming next-gen electrified skateboard platform. Dubbed RGEV Medium 2.0, it follows China’s lead as a software-based EV-first architecture. Highlights include up to 750km of EV battery range or over 1000km with a range-extender powertrain, along with an 800-volt electrical setup for ultra-fast charging. Referring to China, as Renault Group CEO, François Provost, put it: “… we are not afraid of anyone.” Widely regarded as Europe’s best small EV, it was only a matter of time before the R5 E-Tech would receive the Turbo treatment. In 80s Renault-speak, and for motorsport homologation purposes, that meant stuffing the front-drive supermini with a powerful 1.4-litre turbo engine out back, driving the rear wheels. That necessitated massive biceps in the form of bulging arches, creating an instant classic in the process. Fast-forward to today and the EV is set to score a similar makeover, this time switching to an Alpine-tuned chassis with twin rear electric motors out back, to create a new breed of electric hyper hatch. Just 1980 of them will be built from 2028. Now largely forgotten in Australia, the original Renault 8 of the early 1960s was a small four-door rear-engined sedan, with the Gordini being Europe’s rally special sporty edition. Based on the R5 E-Tech’s flexible EV architecture, the reimagined R8 Gordini is a beguiling visual throwback that also conjures up other period classics with similar crisp styling – the Ford Escort, Datsun 1600 and BMW 2002 to name a few. A real knockout. As an exercise of intent, this is breathtaking. Will Renault build it? Time will tell. For a hot minute in the early ‘80s, the Alpine A310 V6 looked like it could become a serious Porsche challenger. Handsomely angular with gorgeous flared wheelarches giving it a total supercar stance, the Dieppe-based tuner of humdrum Renaults seemed on the same trajectory as AMG and M were with Mercedes and BMW respectively. Tragically, that never happened, as every consequent Alpine never looked as sensuous. But as Renault’s in-house special-vehicles department, reviving one of the sexiest models in the back-catalogue would be a no-brainer. Right now, Renault is saying this won’t be built, concentrating on the coming A110 EV first instead. But, this is the exactly the car that people think of when they hear the word Alpine. That and a pack of ciggies, but that’s another story. Enjoying a rapturous international motor show debut in Paris, the Twingo must have struck enough terror in compatriot Citroen’s heart when revealed last year for the latter to come up with its own beloved retro baby, the 2CV. More on that later. The Twingo is a tiny four-seater EV with looks evoking the 1992 original that influenced a generation of quirky city cars, most notably the 1999 Toyota Echo (Yaris outside of Australia and the US). This time around, it’s all-electric, of course, has won several car-of-the-year awards, and costs from about $31,000, or around $24,000 apres EV incentives. There’s economy of scale at play here, too, with Nissan (Pivo) and Dacia (Spring II) versions also being produced. Citroen’s twin-chevron logo literally denotes advancement. Going retro seems the opposite of what the brand used to stand for. But the world has changed since the pre-war design/post-war productionised 2CV put France on wheels. This one may look cartoonishly twee up front, but – like the original – this one promises to be an ultra-affordable (low-$20,000 AUD) urban EV with clever engineering for maximum efficiency at minimum cost. So, Citroen’s heart is in the right place. And, at the show, the boss promised that it will be built. Plus, China seems to have already cornered the avantgarde cheap-EV market already with models like the BYD Atto 1, so why not look back. Just don’t get into the habit, Citroen. PS. The van version, the Fourgonnette that nobody anticipated at the Paris show, is achingly cool. That’s the one we’d have. What you’re looking at is another reinterpretation of an ‘80s motorsport homologation special, and this time, there’s a mainstream affordable next-generation supermini lurking underneath. Peugeot’s e-T16 is an incredibly spot-on reimagining of the famous 205 T16 from 40 years ago, balancing retro themes with progressive design that makes us eager for the production e-208 coming next year. And the best news is, Peugeot is contemplating making an e-T16 hyper hatch like what you see here too! Just hurry up and sort out your Australian distribution mess, Stellantis. This could be the rebirth of cool, Peugeot-style. This is based on a cheap electric quadricycle originally marketed by Citroen as the Ami in 2020, though the Fiat Topolino version is prettier and truer to the Italian brand’s heritage for slow and cramped city cars that are barely any larger than a Smart ForTwo. The Multiplina is the four-seater version, with more space inside and greater performance, capable of hitting about 90km/h. And, evocative of the 1956 Fiat 600 Multipla (that was actually briefly sold in Australia), it’s super cute to boot. As far as retro revivals go, bringing back the RCZ seems a bit premature, given the last one was made as recently as 2015. But there aren’t enough 2+2-seater sporty coupes nowadays, so we’re glad that Peugeot is contemplating returning to the segment with this slick and slinky all-electric beauty. Especially as the Audi TT is no more.

Renault is preparing an affordable and electrified urban SUV with the promise of high appeal and a low price. Based on the Bridger concept unveiled back in March, the boxy yet compact crossover is set to enter production later next year for the 2028 model year, with India, Africa and the Middle East targeted as priority destinations. Sitting in the small SUV category, it should lure smaller families seeking an easy yet manoeuvrable five-seater runabout with plenty of rear-seat space and a big 400-litre-plus boot. Better still, the Renault’s angular lines, deep glass area, generous 200mm ground clearance and robust engineering necessary for its prime market in India should also make the newcomer an interesting, efficient, more-economical and cheaper alternative to the Suzuki Jimny. There’s even a spare wheel mounted on the side-swinging door, as per the Japanese 4x4 icon. According to Francois Provost, Renault Group CEO, the French brand is on the rise around the world and it has a road map in place to meet all competitors head-on, including those from China. “We are in also accelerating our third phase of international expansion,” he told the press at the Paris Motor Show this week. “In India, Bridger will be our flagship, designed and developed in India for India, with a distinctive design, electrified powertrains and global potential.” Whether that includes Australia is uncertain, with one Renault spokesperson at the Paris show declining to divulge any more details about the production version of the Bridger’s international ambitions, beyond saying that ‘it will be available in many markets around the world’. However, with a native right-hand drive production base and exports expected to the United Kingdom, the Bridger will have to be engineered from the onset to be compliant with current and future stringent safety and emissions standards. Based on the Renault Group’s R-GMP Group Modular Platform that is it will share with the Dacia Duster that is sold in Australia as the Renault Duster, there will be a choice of powertrains. Details remain scant, but overseas reports say that the Bridger will include a 1.2-litre naturally aspirated petrol engine, a strong hybrid version and electric vehicle grades offering 35kWh and 55kWh battery options. Underneath, the four-metre-long crossover should possess chassis components common to the Duster and other Renaults, including the MacPherson strut front end and torsion beam rear suspension set-up. Stay tuned for more information on the production version of the Bridger coming soon.

Petrol- and diesel-powered cars are back on the agenda in Europe. France and Germany are brokering a deal to see the European Union will walk back from its 100 per cent CO2 emissions reduction target, opting for a 90 per cent reduction instead, according to a report in Auto News. The old rules would have completely phased out petrol- and diesel-powered cars by 2035, but the EU has changed its tune. The EU is expected to also remove any offset requirements for the remaining 10 per cent that would have required carmakers to pursue expensive low-carbon steel or alternative fuels. This news means European carmakers will continue to build internal combustion cars for the foreseeable future. Rumours of the EU rolling back its emissions targets started in 2025, when multiple reports speculated the ground-breaking ban was in doubt. President of the European Parliament’s biggest party, the EPP, Manfred Weber told German newspaper Bild in December 2025, the 2035 plans were “off the table”. Weber said that “there will also be no 100% target from 2040 onwards”, ruling out a complete combustion engine ban in the future. The rules have come under extensive scrutiny from key stakeholders, including German giant Mercedes-Benz. Chief Executive Officer Ola Kallenius criticised the inclusion of offsets as part of the rules in March 2026, with offsets now all-but officially ruled out. “I know the market for green steel and how unrealistic those expectations are,” Kallenius said. He also said the rules could trigger a collapse in demand and distort the market. New cars sold that emit high levels of CO2 incur fines for brands under Australia's New Vehicle Efficiency Standard (NVES). By contrast, brands earn credits for cars that emit no CO2. The federal government has no plans to ditch NVES and is targeting five million EVs on Aussie roads by 2035, but some carmakers have criticised the rules. Ford Chief Executive Officer Jim Farley said regulations like NVES force carmakers to build cars to satisfy the rules, not buyers. “What we’ve seen around the world with this kind of pressure on pure EVs is that ultimately all OEMs develop compliance vehicles,” Farley said. “They’re not designed for customers. They’re designed for the OEM to be compliant and they’re subsidised by the OEMs and the customers have great choice. “That’s not a natural market and over time that winds up not being sustainable. “Something your government, or any government, has to be very sensitive to around the CO2 glide path. We want to reduce our CO2 footprint, but there’s a level that the customer can’t afford, and not all duty cycles can be electrified.” The NVES regulator handed down the inaugural 2025 performance period for NVES in early 2026. Mazda accrued over 500,000 emissions debits, which was the most of any brand, while Nissan and Subaru rounded out the top three. The regulator will release details of the 2026 performance period in February 2027, before the rules get even tougher in years to come. Some hybrid models will start to incur fines under the scheme, while utes will also come under scrutiny.

At the 2026 Paris motor show Plenty of brands provided a preview of what’s to come for buyers . Some of the world’s biggest carmakers put their work on display from ultra-affordable EVs to retro reboots of past successes.  Here is some of the biggest news to come out of the show.  Smart has revealed a new compact EV called the #2.  Boasting a two-door and two-seat layout, it’s roughly 1200mm shorter than a BYD Atto 1 and slightly bigger than the original Smart ForTwo.  It has a 330km driving range, according to WLTP standards and can DC fast charge from 10 to 80 per cent in 20 minutes.  BYD sub-brand Denza has unveiled its answer to big hitters like Ferrari and Lamborghini with its Z electric sports car.  A close rival to the Mercedes-Benz SL Class, the Z is BYD’s first full-on performance model.  It will use a three electric motor set-up, producing 880kW, with a 0-100km/h time of less than two seconds.  Another Chinese brand is destined for Aussie shores.  Ultra-luxury brand Avatr showed off its T09 large plug-in hybrid SUV concept for the first time. It is due to launch in Australia in 2028 or 2029.  Citroen’s electric 2CV successor has landed.  The compact EV is due for launch in 2028, at 3760mm long shaping up slightly shorter than its petrol predecessor but still boasting a roll-top fabric roof.  It’s expected to be offered from a very affordable price point in Europe, but we’re unlikely to see it Down Under.  Fiat has revealed a bold new concept called ‘multiplay’, which can transform between a people mover, SUV and ute.  Measuring 4450mm long, the car shares a similar footprint to the BYD Atto 3. It features a sliding rear roof and C-pillar to enable conversion from a three-row family car, to a ute or an SUV depending on its specific requirements.  Alfa Romeo has given its iconic V6 engine a hybrid twist. Its Cuorerosso concept uses a conventional hybrid set-up, comprising a 2.9-litre twin-turbo V6 engine as well as some electric motor assistance.  The Italian brand developed the concept to show off the future direction of its Quadrifoglio sedan.  Renault unveiled two futuristic EV concepts.  The E-Space concept is an electric reboot of the Espace van and people mover.  The E-Space is similarly sized to the current Espace van on sale, but uses a fully-electric set-up and features a standout sleek design.  The French brand also showed off its radical Renault 5 Turbo 3E that is a limited-run production EV version of the Renault 5 Turbo.  Its electric motor set-up produces 410kW, while riding on a fast-charging 800-volt platform.  Renault will only build 1980 examples of the car to pay homage to the original birth year of the Renault 5 Turbo.  Peugeot provided a look into its future.  The rally-inspired E-T16 concept is a nod to the 1980s 205 T16 Group B rally car, and its three electric motor set-up, makes around 600kW. Its aggressive styling and blacked out accents are said to be a showcase into future styling for Peugeot.  The RCZ Vision concept is an electric sports car based on the original 2+2 sports coupe.  It features plenty of cutting-edge technology, including a solid-state battery with 10 to 80 per cent fast charging in under 10 minutes.  The car’s electric motor set-up produces 373kW, while a curved ‘double bubble’ roof is a reflection of the original design. 

This hybrid small SUV is now $4000 cheaper in Australia. The Renault Symbioz mild hybrid grade is available from $35,990, drive-away, making it significantly cheaper than its initial retail price of $36,990, before on-road costs. Conventional hybrid variants of the Symbioz have also received a price cut, with the base grade starting from $41,990, drive-away, compared to $42,990, before on-road costs. This prices the Symbioz sharply compared to the Hyundai Kona Hybrid ($39,990) and the incoming hybrid-only Kia Seltos ($39,990), both on drive-away pricing. The deal on the Symbioz will last until December 31, 2026. The Symbioz went on sale in July 2026 and tackles the highly-competitive small SUV segment. It also provides competition for the Toyota Corolla Cross ($37,440, before on-road costs) as well as the Nissan Qashqai e-Power ($45,850), and will soon rival the next-generation Kia Seltos. These pricing deals could give the European-built Symbioz an edge over its more established competitors in Australia. Conventional hybrid power in the Symbioz is still $6000 more expensive than the mild hybrid variant. “We know Australians are doing it tough at the moment and we want to be part of the solution,” General Manager of Renault Australia Glen Sealey said. “The new Renault Symbioz is able to deliver genuine fuel savings at a time when there is significant pressure on petrol prices. “With this offer we are giving Australians an opportunity to buy a fuel-saving hybrid car with European design, handling and practicality in one of the most hotly contested segments of the new-car market.” The front-wheel-drive-only Symbioz is available with mild hybrid or conventional hybrid power. The mild hybrid uses a 1.3-litre four-cylinder turbo-petrol engine, making 104kW and 245Nm. The conventional hybrid is powered by a 1.8-litre four-cylinder naturally-aspirated petrol engine and electric motor, combining to produce 116kW and 265Nm. Inside, there is a 10.4-inch central touchscreen and 10.25-inch digital driver display, along with a wireless phone charger. 

The Renault Symbioz is a new, small SUV from the French brand. We drove at its Aussie launch this year, but this is the first time we’ve lived with it for a week and I almost feel sorry for the thing. You see, the Symbioz was sparkling clean, fresh from being built in Valladolid, Spain before landing in the middle of a battlefield of Aussie suburbia with a four-year-old who immediately smudged chocolate in the seat and an 11-year old with more appointments and commitments than a prime minister. The Symbioz that I tested for family friendliness is the entry-grade Techno with the mild hybrid system. It was a long week. Here’s how it went... The Renault Symbioz model range is small in Australia consisting of only two grades. We tested the entry-level Techno mild hybrid, although you can get a full hybrid. The list price of the Symbioz Techno mild hybrid is $36,990 before on-road costs, which is a lot more expensive than some Chinese rivals like the Jaecoo J5 or a Chery Tiggo 4, and a smidge more than the Honda HR-V, Toyota Corolla Cross or Mazda CX-30. It is, however, more affordable than the hybrid-only Nissan Qashqai. The Symbioz Techno is worth the extra money even if the value isn’t as good as a Chinese SUV, because the difference is higher quality fit and finish and a more enjoyable car to drive. Standard features on the Techno include 18-inch alloy wheels, proximity unlocking, push-button start, a 10.4-inch media screen and 10.25-inch digital driver’s display, climate control, Apple CarPlay and Android Auto, plus Google Automated services. The seats are a synthetic fabric and that means chocolate wipes straight off, thankfully. Our test car is fitted with the optional electronic glass roof which turns from transparent to opaque thanks to a dispersed polymer liquid crystal film between the sheets of glass. The beauty of this is that there's no need for a sunshade that could reduce head room. Check out my video here to see it work. Yes, while value isn’t one of the Renault Symbioz’s strengths it does have a lot of compelling attributes. Four attributes stand out as the strengths: the design, quality feel, practicality and the way it drives. I truly believe that the Symbioz is the best-looking small SUV for the price right now. I love the rear design especially with the razor-sharp tail-lights, but the entire vehicle is superbly styled and looks far more expensive than the price tag. The same goes for the interior and not just the design, but the feel of the fabrics and materials, switches and the steering wheel. Many SUVs try to aim for a stylish look, but few achieve the feel. This also goes for the thoughtful layout of this cabin that places everything within reach and where it should be. The practicality of the Symbioz is also outstanding. As a mum to two kids that insist on bringing everything everywhere, a small SUV (it’s 4.4m long) is generally too small for us. But the excellent storage, occupant space and boot, which expands from 460L-592L because the rear row is on rails, has me rethinking that rule.  If you’re a family in an urban setting but need all the storage and room that kids and adults require, then seriously consider the Symbioz. The materials are also easy to clean and feel hard wearing, too. Finally, the way the Symbioz drives is so engaging. Yes the 1.3-litre four-cylinder petrol engine has a bit of the dreaded turbo lag and yes the seven-speed dual-clutch transmission can be a little clunky. In a world of fully electric cars with seamless stop and go, this engine and transmission feels a bit antiquated, but the Symbioz is still so enjoyable to pilot in an old-school way. As much as I love EVs for urban duties like the daycare drop off, grocery shopping and after-school sports dashes, I’d missed how fun these little runs can be in something with great handling and steering and a grunty little engine. Well, as mentioned the price is a bit steep, but you’re getting a nicer car for the money than many rivals. Also the warranty is only five-years/unlimited kilometres, which is falling behind many mainstream brands. Servicing is required every 30,000km or 12 months. You can buy a five-year service package for $2700 which is about $540 a visit and that’s expensive compared to a few rivals. And then there’s the fuel consumption. The mild hybrid isn’t as fuel efficient as the full hybrid and because I drove it like a rally queen, I used an average of 10.5L/100km over about 150km of driving. The official fuel consumption is 6.4L/100km but personally I don’t think they were flying this small SUV to school and pre-school to Scouts to Kung Fu to birthday parties and tutoring all with just 15 minutes to get to all of these places.  With more moderate urban driving, a lower figure is certainly achievable. Finally, the Symbioz has not been rated by ANCAP, but its Continental equivalent, EuroNCAP only gave it four-out-of-five stars for safety. This was partly because it lacks a front centre airbag and front knee airbags, as well as average occupant protection for the driver.

Renault has revealed its Niagara ute as part of a massive overseas push for the French brand. The Niagara is a true ute, being based on a car-derived platform, rather than a rugged ladder frame that underpins most dual-cabs sold in Australia. In its initial target market of South America, it will do battle with the successful Ford Maverick, the BYD Mako ute, and the incoming new Volkswagen Tukan. The Niagara rides on Renault’s recently-launched RGMP platform, which is a heavily updated version of the CMF-B platform that underpins the new-generation Mitsubishi ASX, Nissan Juke and Renault Arkana. Renault says this helps it maintain ‘the comfort of an SUV with the versatility of a pick-up’ although it does have some rugged capabilities, with up to 233mm of ground clearance, approach and departure angles of up to 22.1 degrees front and rear. It also scores a cargo bed with 938 litres of total available space, with a payload of 654 kilos. It also features a rolling cover as standard, and an electric tailgate. Renault says it has best-in-class towing of 710kg for this style of monocoque ute. It also features suspension specifically designed for the rough conditions of South America, as well as an ‘exclusive rear axle’ design. Unlike most utes, it features multi-link suspension in the rear, which Renault says both improves ride comfort and stability on poor road surfaces. The brand says special attention was paid to integrating the cab section to the load bed area in order to create a more harmonious design with more seamlessly connected parts. Powering the Niagara is a 1.3-litre turbocharged petrol (and flex-fuel) engine. It produces 115kW/270Nm in front-wheel drive variants, or 120kW/270Nm in all-wheel drive versions and can be chosen either with a six-speed manual or a six-speed dual clutch automatic. All-wheel drive versions have an on-demand torque split system, which relies on the traction sensors to send drive to the appropriate axle automatically. When driving on the road, the system defaults to front-wheel drive like most on-demand AWD SUVs. The brand says the Niagara underwent 800,000km worth of testing across South America in preparation for its launch, including extreme heat, tough road conditions and long-distance journeys. At 4940mm long, it is slightly smaller than its closest rival sold in Australia, the KGM Musso EV. Feature-wise it also incorporates full LED exterior lighting, as well as a modern cabin featuring a 10.1-inch multimedia touchscreen and a 10.2-inch digital instrument cluster. It also features an electronic shifter for automatic variants to free up centre console space. The new ute is part of a push by Renault to be one of 14 new models built for markets outside of Europe by 2030 and to that end the Niagara is built in Argentina. With the notable focus on South America though, it looks as though the Niagara will join the list of cool-looking would-be replacements for cult hits like the Subaru Brumby or Proton Jumbuck, which may never see Australian shores. Like most of its rivals built for and in Latin American markets, it is likely to remain exclusively in left-hand drive, with unique flex-fuel engines not sold in our market and likely with lower levels of safety equipment needed to either comply with Australian Design Rules or secure a high ANCAP score. Renault joins a list of embattled brands in Australia’s increasingly competitive market, with its sales shrinking 7.5 per cent year on year. The French brand is faring significantly better than its nemesis Peugeot locally, but remains a niche offering with its 2959 units this year on a similar level to brands like Chevrolet, Mini and KGM.

Renault has updated the Arkana, introducing a mild-hybrid set up for its small SUV. With a lot of its rivals now sporting full hybrid systems, is this a case of 'too little, too late'?

Nowadays, Australia may host more car brands than ever before, but we miss out on some very cool models. That’s because of a uniquely regional Australian Design Rule (ADR) requirement that can cost upwards of $5 million to implement for each series. Known as ADR 34/03, it stipulates that three top tether anchorage points must be fitted across each rear-seat position. But it can also create years of delays and blow out business cases due to the subsequent expenses involved. Probably the most disappointing recent example has been the Renault 5 E-Tech. Wooing buyers and critics alike, this award-winning electric vehicle (EV) hatchback has been a smash hit in Europe, melding desirable retro design with cutting-edge yet affordable tech. However, as CarsGuide outlined earlier this year, Renault importer Ateco Automotive may not even bother releasing the 5 E-Tech into Australia because it cannot afford the extra millions necessary for it to comply with ADR 34/03. The maths just doesn’t add up. Such a pity. The same also applies to the Renault 4 E-Tech, a larger and more crossover-style EV wagon that, though not as racy as its closely related 5 E-Tech sibling, possesses family friendly packaging that might make it a more-practical proposition. But all is not lost. Unlike the 5 E-Tech which, despite its diminutive supermini proportions, is only available as a full-fledged five-seater hatch, the 4 E-Tech can be ordered as a two-seater panel van dubbed the Société Van that ditches the back row. Since this eliminates the need to comply with ADR 34/03, it begs the question: why can’t Ateco simply import the 4 E-Tech Société as a commercial vehicle? Post-sale, owners could then add a rear seat if desired, fitted to specification by a vehicle engineering firm in Australia. This was widely done in the 1980s, notably with smaller Japanese cars like the Suzuki 800 hatch (1980), Daihatsu Handivan (1981) and Honda City (1984). Each one was only officially imported as a two-seater van. However, according to Renault Australia General Manager, Glen Sealey, importing the 4 E-Tech Société is unlikely, given the extreme niche that passenger-car-based vans would occupy, adding that the Kangoo commercial vehicle broadly fills a similar role. “We haven't looked at that as a solution, because for us, we've got the Kangoo,” he told CarsGuide at the Renault Master large van launch in Sydney last month. “And that small panel van passenger car market is negligible (in size) … it would be higher cost, for low reward.” This is in spite of the wider Renault brand portfolio actually already offering a number of car-based panel vans in right-hand-drive (RHD) Ireland. “That RHD European market does utilise a typical passenger vehicle for (small panel van) commercial use,” Sealey said. “They do it in the Duster (small SUV). They do with the Sandero (small car). They do it with Megane E-Tech.” Sealey added that companies, not individuals, are buying electric vans in Australia, and they would not go for passenger-car-derived alternatives, that tend to attract individuals running small businesses. “The tradie is not buying electric,” he said. The corporate market is, and the corporate market is buying a larger van.”

The Renault Symbioz Esprit Alpine is the flagship model in the new small SUV’s line-up. Priced from $45,990, before on-road costs, the Esprit Alpine combines luxury and sporty touches to differentiate it from the Techno hybrid below it in the range. Naturally, the Esprit Alpine is loaded with the most equipment, including auto headlights, a wireless smartphone charger, heated steering wheel and automatic climate control. Plus there’s a 10.25-inch digital driver display as well as a 10.4-inch central multimedia touchscreen connected to a nine-speaker Harman Kardon sound system. Not only does it have wireless Apple CarPlay and Android Auto included, but also Google Automotive Services, which means it can act like an extension of your Android smartphone in many respects. Other niceties include performance seats that are heated and electronically adjustable and red, white and blue stitching on the steering wheel plus a power tailgate. The Symbioz is based on Renault’s latest design language, which gives it a distinctive European look. The Esprit Alpine gets some unique exterior design elements, including chrome exterior trim as well as a more muted grille and badge treatment. Inside there is a small ledge ahead of the stubby gear selector, with the wireless charging pad hidden underneath it. There are two cupholders and a small lidded console box as well, plus small door pockets, which makes for a very practical cabin. In terms of space for people, up front the seats are comfortable and roomy, while in the rear the back of the driver and passenger seats have been heavily sculpted out to create a good amount of kneeroom. The Symbioz Esprit Alpine uses the first hybrid powertrain offered by Renault in Australia, a 1.8-litre four-cylinder petrol engine and electric motor that makes 116kW of power and 265Nm of torque. With a 48-litre fuel tank and claimed fuel economy of just 4.7L/100km the Symbioz has a theoretical driving range of more than 1000km on a single fill. In terms of safety, the Symbioz Techno has a good level of active driver assistant systems that are better calibrated than many small SUV rivals, plus there is a single-button function to switch off the systems you don’t want to use. However, the Symbioz has not been rated by ANCAP and has a four-star (from a possible five) crash test score from Euro NCAP.  The Symbioz Esprit Alpine is covered by Renault’s standard five-year/100,000km warranty, The company offers ‘Assured Servicing Pricing’ which covers the first five years or 150,000km, whichever comes first. This will cost you a total of $2715 for the hybrid during that time.