Match: the Dacia Spring Extreme 65 hp and the Renault Twingo E-Tech Equilibre 82 hp

Jgreat success than that of the Dacia Spring. The little Romanian (assembled in China) is in fact – in France – at the top of sales of electric cars to individuals. A feat that it obviously owes to its discount price: only €15,800, ecological bonus of €5,000 deducted, for the entry-level version. It’s simple, you won’t find cheaper “battery-powered” city cars on the market, other than Citroën Ami. Except that the latter belongs to the clan of cars without a license, which restricts its use. The Spring is obviously much more resourceful. But, with only 45 hp available, its performance (worthy of a Beetle from the 1950s) is limited outside urban areas. A lack of versatility which is good for the Twingo E-Tech, better suited to the needs of residents of large suburbs, whose “work-to-sleep” routes take expressways. With 82 hp, the French car fits easily into traffic and goes up the lines of trucks without its driver having to pray to Saint Christopher, when a delivery man in too much of a hurry hits him behind the train with loud flashes of his headlights…

More watts for the Twingo

For more relaxed driving, Dacia now offers a 65 hp Spring. A gain of 20 hp (at this power level, it’s a giant leap!) obtained by optimizing the coil, the bearings of the permanent magnet synchronous block and the reduction of the reduction gear. According to measurements carried out by our lab, these new settings allow the Romanian to gain 4s6 from 0 to 100 km/h, now covered in 19s4. Not yet a panacea (the Twingo E-Tech takes just 13 seconds for the same exercise, like a 90/100 hp petrol city car), but sufficient to follow the flow of traffic on a 2×2 lane without feeling overwhelmed. hazard. Even if the maximum speed does not exceed 126 km/h… The road behavior of the Spring “65” also improves, thanks to slightly better calibrated steering (but still too light) than that of 45 hp, and to new shock absorbers, very comfortable, but still struggling when you jostle this minicity car a little in roundabouts. The Chinese tires unfortunately don’t help matters, especially in the rain… The Twingo, a tad firmer, understeers significantly less, despite its engine placed between the rear wheels. Its more consistent steering and better traction (“low-cut” rubber from major brands) compensate for the lack of weight on its front axle. Above all, the Renault brakes much more effectively. Launched at 130 km/h, it only needs 64 m to stop in its tracks, compared to… 77 m for its rival at full throttle. Even at 90 km/h, the Spring requires 5 m more. Calm driving is therefore essential, with more autonomy in return. Light-footed and Eco mode engaged, the Spring, with its 26.8 kWh battery (useful capacity), can travel 190 km on average between two recharges compared to 155 km for the Twingo. The gap widens in the city, with 245 km for Dacia compared to 190 km to the credit of the Renault, equipped with a mode B (Brake), to optimize regenerative braking, but also a smaller battery (22 kWh) . The Carpathian chip, however, remains without a standard fast charging system. Count on €600 to benefit from the 30 kW DC (direct current) socket, in order to “refuel” in just an hour at the appropriate terminal. A performance that the Twingo achieves at no extra cost, thanks to its charger accepting up to 22 kW (but in alternating current only).

PHOTOS : N. SOLER

PHOTOS : N. SOLER

Spring breaks prices

This does not prevent the French from losing ground in the budget chapter. The mid-range Equilibre version costs €4,000* more than the Spring in top-of-the-range Extreme finish! Without really offering more equipment in return, with the exception of the automatic air conditioning (manual at Dacia), the rain sensor, the height-adjustable steering wheel and the backrest of the bench seat that can be split into two parts (a single element for the Spring) . But no GPS or reversing camera, including as an option, while the Romanian offers this equipment as standard. It also benefits from electric rear windows, while the Twingo opts for simple compass openings. Not to mention its optional storage or its less bulky trunk (which cannot accommodate a spare wheel). It is therefore difficult for the French car to justify its €21,300*, despite its superior driving pleasure, the driver’s better position at the wheel, its safer road behavior or its fantastic maneuverability (it steers on the spot) . In “65”, the Spring is therefore more competitive than ever, as long as the government agrees to grant the maximum bonus to cars “made in China”…

A little fantasy on board the new Extreme finish: copper brown inserts, matching the mirror shells. Raw foundry plastics, unfortunately, still sound as hollow. The absence of any adjustment of the steering wheel (too low) and height adjustment of the driver’s seat do not improve the driving position. A footrest is also missing, to the left of the pedal board. The equipment is even more attractive: GPS, reversing camera, Apple and Android connections…

PHOTOS : N. SOLER

PHOTOS : N. SOLER

The atmosphere is undeniably more fun at Renault, while the quality of finish is a notch above, despite the numerous hard plastics.

However, colored inserts (orange or red) still cost €200. Checkout is also obligatory (€250) to benefit from the Modularity pack, which consists of a height-adjustable driver’s seat, a folding passenger backrest and storage space under the bench seat and in the rear doors.

PHOTOS : N. SOLER

PHOTOS : N. SOLER

PHOTOS : N. SOLER

Even if the new 65 hp Spring costs €1,500 more than the 45 hp one, the Twingo E-Tech still struggles. The French remains much more expensive, while the Romanian has gained in competitiveness thanks to the progress of its more dynamic electric unit. And the €4,000* saved more than compensates for its rustic side.

PHOTOS : N. SOLER

* True purchase price including the potential discount and the eco-friendly bonus/penalty.