This is how the electric Dacia from China drives

This is how the electric Dacia from China drives

With the Spring, Dacia is bringing the most affordable e-car onto the German market. The car, which is available from 20,490 euros, is built in China, where it has been available as Renault K-ZE and Dongfeng EX1 since 2019. Read here how the 45 hp Dacia drives.

© Dacia

The Dacia Spring costs just under eleven thousand euros after deducting the electric bonus of 9570 euros, making it the cheapest electric car in Germany. What is there for it? A small car with the good basic equipment “Comfort”, which in addition to Bluetooth, DAB +, USB and light sensor also includes four electric windows and manual air conditioning. Compared to the Renault K-ZE built for China, it has more airbags (six pieces) and a stiffer rear body.

Regardless of the equipment, the engine output is 33 kW (45 hp) and the capacity of the air-cooled 240-volt battery is 27.4 kWh. Charging is always single-phase, with a 3.7 kW wallbox fully charging takes around 8.5 hours. With the optional CCS charging socket (600 euros), it draws up to 30 kW of electricity from the fast charger, from 0 to 80 percent it takes around an hour. In the WLTP city cycle, the Spring, which weighs 970 kg without a driver, manages 305 kilometers, in mixed operation the range drops to 230 kilometers.

45 hp engine is enough for the city

In the city, with its 45 hp, it accelerates much more agile than expected: Although it lacks an electric car punch when driving off, it is rarely enough for spontaneous gap-jumping. In addition, with 5.8 seconds to 50 km / h it is not faster than a comparable combustion car – but that would have to be tormented for the same driving performance, while the Spring just hums relaxed and drives quickly enough through the city. It also accelerates sufficiently quickly to 70 km / h, and it becomes exhausting: it takes almost half a minute from 80 to 120 km / h.

When the accelerator pedal is lifted, the spring does not roll freely, but it does not recuperate strongly enough to be considered a one-pedal car: Those who come from a combustion engine do not have to get used to it. There are no other recuperation modes, but the brake pedal adjustment fits just like the suspension comfort, although here and there there are rumbling noises from the chassis and trim parts.

Seats are okay, but mounted too high

The heating coped well with the low outside temperature (5 ° C) and on the one-hour test drive, the non-height-adjustable seats offered quite acceptable comfort. However, the high positioning already leads to disadvantages for drivers from around 1.80 meters: Because of the limited headroom, the roof rail is in the way when getting out, and the rearview mirror is at eye level, which sometimes restricts the view of traffic lights.

The steering wheel also partially covers the instruments, whereby the central speed display can always be read. But despite the lack of steering column adjustment, the plastic steering wheel is not in the way of the legs and positioned close enough to the driver. The steering itself? Relatively numb, but evenly and servo-assisted to the appropriate extent.

The low price is also achieved through cost-cutting measures such as the lack of adjustment mechanisms, the interior is also very simple and the Linglong tires of an unknown quality – and the single wiper blade rattles over the windshield when it rains. Such compromises put the 3300 euros extra charge into perspective for a slightly shorter one Renault Twingo Electric: Although it only has a 21.4 kWh battery, it drives much faster with 81 hp.


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