Published
on 5
Jun 2025
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All rights reserved.
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New
R4 might not repeat the sales success of the original, but it is a
winner in the small family EV segment.
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Following
the success of R5 E-Tech, Renault resurrects its another historic
nameplate: R4.
The R4
was the most successful product ever built by Renault, even more
so than the original R5. It was kept in production for 33 years since
1961, with a record-breaking 8.1 million copies sold in some 100
countries. For a single-generation model, it trails only Volkswagen
Beetle, Ford Model T and Fiat Uno as the most popular car in automotive
history. The R4 could be so successful because it was simple, cheap and
robust yet highly versatile and practical. It was the world’s first
mass produced family hatchback, leading the likes of Alfasud or Golf by
more than a decade.
The 2025 version of R4 is not that simple though. The world has changed
a lot, especially in Europe where the pressure for electrification is
stronger than ever. However, developing and building an electric small
car is extremely expensive. Fortunately, Renault has already developed
the R5 E-Tech. It would be a waste of material not to reuse its AmpR
Small platform. It goes without saying the more models built on it, the
more cost can be shared, driving the unit cost of components down and
spreading the development cost thinner. By building these cars in the
same assembly plants, tooling and production costs can be slashed
massively as well. All these are no secret. The question is how to
design different cars on the same component set to diversify their
customer appeal so that they will not steal sales from each other. That
is exactly how the R4 nameplate can be put to good use.
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Longer
and taller than the R5, it provides significantly more passenger and
cargo space.
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While R5 is all about fun and individual character, the new R4 biases
towards practicality, which fits exactly the reputation of the original
R4. Renault keeps all the key components intact – the skateboard
floorpan structure, the 40kWh or 52kWh NMC battery, the 120 or 150
horsepower front-mounted electric motor, the same suspension with
classy multi-link rear axle, the same 18-inch wheels (though wearing
higher profile tires), brakes as well as most of the interior parts,
infotainment and driver assistance systems. In short, some 68 percent
of its components are common to the R5.
Meanwhile, to appeal to different customers, the R4 is made slightly
larger to better accommodate its occupants as well as their luggage.
Its body is 222mm longer, 34mm wider and 54mm taller than the R5.
However, at 1552mm tall it is still lower than most SUV-crossovers on
the market, as Renault wants to keep aerodynamic drag in check to
maximize its EV range. Wheelbase is stretched by 84mm to 2624mm,
liberating rear passenger knee room. The longer rear overhang enlarges
luggage space by a full 100 liters to a near class-leading 420 liters.
Moreover, there is extra space underneath the boot floor to store
charging cables. The combination of deep tailgate and low boot lip not
only makes loading luggage easier, but also allows you to sit at the
boot as in a Range Rover. Compared with R5, it is far more practical to
be used as a family car.
Like R5, the styling of R4 is not exactly retro. You might say it is
the modern interpretation of the original car, but I would say it is
more a clean sheet design based on modern requirements but features
some design clues taken or adapted from the original R4, such as the
shape of the front fenders, C-pillars and rear quarter windows. The
one-piece pseudo grille with its graphical perimeter is inspired by the
original car, too, but cleverly uses LED illumination to give a
futuristic
look at night (although this feature is not available to the
entry-level model).
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68
percent components are carried over from the R5, including most of the
interior stuffs.
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While the original R4 was not an SUV-crossover – there were no such
things back then – the new car pretends to be one, just to take
advantage of market trend. It rides on slightly raised suspension with
longer travel. The wheel arches and sills are clad with rubber
protection, while the roof rails add further SUV appeal. The raised
suspension does allow it to cope with rougher stuff more easily, but
ultimately the R4 is not a true SUV, as it remains front-wheel drive
only like its R5 sibling. However, the Savane 4x4 concept unveiled last
month previews a 4-wheel drive variant to be introduced shortly, which
is likely to feature a small electric motor at the rear axle to give
some – if limited – offroad capability.
Inside, although it lacks the colourful trims of its smaller sibling,
the entire dashboard, center console, screens, steering wheels and
front seats are carried over from the R5, which is good news. The
styling and material quality are fantastic for this class. The Google
infotainment system is top-notch for clarity and ease of use. The row
of physical switches beneath the air vents makes life much easier when
you want to adjust audio or HVAC on the move. This is probably the best
interior of the B-segment field.
However, the most welcomed improvement is cabin space. Renault said
there is 164mm more legroom for rear passengers than the R5, making the
rear bench truly accommodative for 6-footers. Inevitably, with
underfloor battery means you sit closer to the floor, and footwell is
rather tight, but you can ask the front occupants raise their seat a
little to free up foot space. The 4’s roof is slightly taller than the
5’s, so it leaves some headroom to do so. If that’s still not enough,
the optional canvas roof may liberate more headroom.
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Not
exactly an offroader as it looks, but the longer travel suspension
offers smoother ride.
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On the road, the R4’s 150hp motor offers plenty of performance for what
is essentially a city car. 0-60 mph is accomplished in a remarkable 7.7
seconds while the Vmax of 93 mph / 150 km/h is sufficient for an
electric car. Save some excessive wind roar produced by the door
mirrors, the car feels refined to travel on motorway. In town, the new
feature of one-pedal driving through adjustable regen paddle is a
welcomed addition (it will be spread to R5 soon). The official WLTP
range of 247 miles is also very competitive, meaning a real-world range
of 200 miles can be expected. This is unlikely to drop by too much in
winter, as heat pump is standard on all trim levels.
As expected, with longer and slightly softer suspension setup as well
as 60 percent profile tires, the R4 rides smoother than the R5, which
fits the purpose of the car. On the flip side, it rolls a little bit
more in corners, but this is just in relative terms. Compared with
Stellantis EVs like Jeep Avenger or Citroen e-C3, the Renault still has
its body controlled more tightly. The multi-link rear suspension
certainly helps, but also due to the fact that Renault does not want to
sacrifice too much driver appeal for ride comfort, which is a good
judgment in most situations.
Likewise, the R4’s steering feels a tad slower and calmer than that of
the R5 owing to its longer wheelbase if not the actual steering setup,
but it is still one of the more responsive, precise and natural feeling
steering in its class. It displays an agility only eclipsed by the
likes of Ford Puma Gen-E or Mini Aceman. Corner too fast and the car
will run into understeer, with no option or risk for the tail running
wide. After all, this is still a family hatchback without any sporty
pretension.
The R5 is still more charming for its looks and colorful trims and
slightly stronger dynamics, but to many people looking for a truly
accommodative small family EV, the R4 is hard to beat. It offers far
more space for passengers and luggage, while the ride is a tad calmer.
Performance and range are remarkably close to its smaller sibling,
while handling suffers little loss. Spec. by spec., you pay only
£2,000 more than the equivalent R5, which sounds a bargain for
what you get in return. While Citroen e-C3 and some Chinese rivals are
cheaper, they don’t have the quality feel and all-round ability of the
Renault. Renault seems to have built another winner.
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Verdict: 
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