The resurrected, complete electric version of the classic Renault 4 may not have the same appeal as the recently introduced all-electric Renault 5, but it’s certainly captivating enough to reignite the popularity of one of Renault’s highest-selling vehicles of all time. No doubt, it’s the highlight of this year’s Paris Motor Show. The original 4, during its extensive production lifespan, was purchased by over eight million households. Could the fresh electric 4 E-Tech equal this record?
Chances are slim; however, it isn’t required to either. The biggest obstacle for the 4 E-Tech is to reignite the interest of European car buyers in electric vehicles. Senior executives from Renault and other major competitors at Stellantis Group (home to brands like Peugeot and Citroën, among others) believe that a turning point might be on the horizon.
As per Thierry Koskas, who heads the Citroën brand, we might be nearing a shift in demand for electric vehicles (EV). This shift, according to him, could be triggered by price drops in new EV models. Imperatively, Citroën, set to sell its new C5 Aircross SUV concept next year at an estimated cost of €45,000, is more significantly close to launching its all-electric e-C3 compact electric hatchback. The e-C3, expected to be priced near €23,000, endured quite a delay in production due to software preparation but Citroën plans to follow up with an even more affordable version soon.
Cheap EVs aren’t limited to Citroën, though. At the Paris exhibit, Renault put on display not just the 4 E-Tech, but a new concept Twingo electric city car, previously unveiled to press but making its public appearance in Paris for the first time. Renault anticipates the Twingo’s price to be less than €20,000 when it’s introduced in 2026, but right-hand-drive production specifications are still unclear. The adorable 1991 original Twingo was never made available in Irish or UK markets, and we can only hope this trend won’t continue.
While the Renault 4 E-Tech won’t be a bargain, it’s likely to compete in a similar €35,000 price range with rivals such as the Jeep Avenger and Kia EV3. Though its vintage design might not capture the hearts quite as deeply as the reimagined Renault 5 E-Tech, it remains a fairly attractive reinterpretation of the 1960s aesthetic and far more appealing to the eye than the uninspiring Captur crossover which it shares a market with. This could well be Renault’s significant contribution towards making electric vehicles more appealing to European customers – by increasing their aesthetic appeal.
While it has its charm, the new 4 E-Tech, like its predecessor, will be functionally efficient. It offers a spacious 420-litre boot, plus the ability to house up to 2.2m-long boxes when the front passenger seat is folded flat.
Potential buyers will also have a choice of battery capacities, providing between 300km and 400km of travel, with a digital dashboard powered by Google-based software. Unfortunately, the iconic gear lever of the original Renault 4, positioned right in the dashboard’s centre, is absent. Despite this, hopefully Renault Ireland will release a distinctive edition adorned with the classic ‘Push & Turn’ van’s orange-and-white paintwork.
Elsewhere, the atmosphere at the Paris show seemed more vibrant and bustling than in recent times. Despite suffering from the combined impact of digital reveals and Covid, the global automobile exhibitions may be en route to a revival, as suggested by the increased presence of larger manufacturers in Paris.
New products on display ranged from the more conventional to the somewhat extravagant, including a hybrid version of Alfa Romeo’s new Junior crossover, a sportier version of Audi’s Q6 e-tron electric SUV with an impressive 656km range, and high-performance variants of the Mini hatchback and the Mini Aceman crossover from John Cooper Works.
Visiting the Renault showcase presents a unique encounter with the Emblème concept car presented by the French car titan. This innovative, low-slung vehicle utilises more than just conventional electric power. The Emblème showcases Renault’s exploration into minimising a vehicle’s carbon footprint by a whopping 90 per cent from the manufacturing stage to end of life disposal. The French automaker suggests that the Emblème will produce a mere five tonnes of CO2 during its entire lifespan, a stark contrast to the 24 tons emitted by an electric Megane E-Tech hatchback.
The Emblème harnesses power from an electric motor and a battery adapted from Scenic E-Tech model and Megane E-Tech’s standard version, respectively. This combination, according to Renault, will allow the car to cover several hundred kilometres. Moreover, the only by-product from the Emblème is water vapour due to the creation of electricity caused by the interaction of hydrogen and oxygen in the fuel cell.
But, how does it fair on extended journeys? Renault introduces the hydrogen solution. Acknowledged as a pioneer in modern electric vehicle technology, Renault also recognises the potential of hydrogen, considered by some as a relaxed interest in electric cars, particularly in Ireland and Germany. Renault’s commitment to this alternative energy is not just a concept but is realised in their hydrogen-powered version of the new Master van.
The Emblème, however, incorporates a 30kW hydrogen fuel cell to extend its range during longer trips. By topping the Emblème up with 2.8kg of hydrogen, the vehicle can cover 350km before needing to be refuelled, a process that takes five minutes. Based on this, Renault maintains that the Emblème can travel from Paris to Marseilles, similar to a regular fuel car, only pausing to refuel twice along the way.
With companies like BMW and Hyundai noticing a possible renewal of interest in hydrogen power, the Emblème might just mark a significant conceptual turning point.
Alpine, a subsidiary of Renault, offered a glimpse of its A390-Beta concept, a stylish electric crossover with three motors, set to go on sale next year. According to presentations, the car promises to deliver exhilarating driving experiences.
Peugeot showcased its latest all-electric version of the stylish 408 SUV, boasting a 425km-range. Furthermore, the grand battery variants of the new E-3008 and E5008 were unveiled, enabling these electric SUVs to travel up to 700km on one charge.
Making its official debut as the brand’s competitor against notable models like the Hyundai Tucson and Toyota RAV4 was Dacia’s Bigster, a smart-looking SUV set for sale in early 2025. Given Dacia’s past triumphs, the Bigster is predicted to be extremely popular. Dacia’s leader, Denis Le Vot, teased the imminent release of unique vehicles of a similar size to the Bigster, including a practical family estate to rival the Skoda Octavia Combi.
Citroën displayed an updated C4 and e-C4 hatchback, alongside a refreshed version of the compact Ami quadricycle (recently launched in Ireland, retailing at €9,990), intending to enhance its appeal.
Adding to the competition for European brands was China’s EV giant BYD, showcasing the Sealion 7 electric SUV as we first saw in Beijing. Arriving in Ireland in early 2025, the sleek SUV is poised to be a competitor for the Tesla Model Y.
BYD, preparing to open manufacturing units in Hungary and Turkey, seems unfazed by the new European tariffs on Chinese electric vehicles, currently 17 per cent, previously 17.4 per cent, on products from BYD. The opening of these factories aims to dodge these tariffs, with the commencement of production scheduled for late 2025. Interestingly, BYD is the most successful of all the Chinese brands newly introduced in Ireland.
Addressing the crowd in Paris, Stella Li, BYD’s deputy chief executive, proclaimed, “Being the global front-runner in new-energy technology, we’ve consistently aimed to democratise technology via innovation throughout our 30-year history. With the largest research and development team in the world comprising of over 102,000 engineers and 11 global research institutes, innovation is a part of our genetic make-up. We persistently break our own records; as evident last month when we revealed our nine millionth new-energy vehicle has left the production line. The journey from null to a million lasted 13 years. However, we managed to surge from seven million to nine million in a mere six months.” It’s a figure sure to send shivers down the spines of European automotive industry executives.
Meanwhile, as the Paris Motor Show was in full swing, the Stellantis Group was undergoing significant corporate reshuffling, following the news that Carlos Tavares, the company’s iconic CEO, won’t be signing back on when his contract expires in 2026. The dismissal of Tavares could be seen as a strategic manoeuvre by Stellantis’s US and European dealers, frustrated by dwindling sales and a botched electric vehicle strategy.
In parallel, Renault’s head honcho, Luca De Meo, a frank detractor of the EU’s incremental tariffs on Chinese electric vehicles, was advocating for a more balanced, mutually beneficial dynamic between European and Chinese car companies. This is primarily because many automakers heavily rely on China for sourcing vehicle parts, batteries, and even fully-assembled vehicles.
Despite the buzz around Renault 4 E-Tech’s quintessential European design at the Paris Motor Show, the underlying narrative was undeniably centred around China.