Big battery, low price - this is how the Dacia Spring will be enticing from autumn. But the new entry-level electrician is practically not experienced as a price-performance miracle.
Even in the burgeoning electric age, the Dacia brand can continue to stand for the lowest price level on the German car market. With the micro-SUV Spring, the Renault offshoot is bringing an electric car onto the market this year, which, minus the innovation bonus, is available for just under 11.000 euros. It is clear from the start that you have to forego a lot in terms of quality and equipment. But the electric dwarf has its justification. It is uncomplicated to drive, sometimes even surprisingly lively and is also suitable for everyday use. It doesn't really need more.
Cheap China Products?
In pictures, the Spring looks quite stately with its robust SUV aura, but when you stand in front of the 3,73 meter short five-door, it cuts a surprisingly small figure. The roots of the Spring go back to the Renault Kwid, developed primarily for the Indian market, which has been built and sold in the electric version KZ-E in China since 2020. It is precisely that China variant, with a few adjustments for European drivers, that is allowed to attract customers as the Dacia Spring.
The jumping is surprisingly small, but as a driver you don't get claustrophobic inside. It even offers taller people sufficient headroom, and the right leg is not restricted by a bulky center console. Unfortunately, the driver's seat and steering wheel cannot be adjusted to the individual format of the driver, only the height of the seat belt can be adjusted. The workplace looks modern, because the instrument cluster dispenses with classic analog displays and, with its semi-transparent light instrumentation and a small central display, almost looks like a fully digital cockpit. The large touchscreen in the center console for the infotainment system with GPS navigation is definitely only digital. This is framed by a frame in neat high-gloss black, but otherwise cheap hard plastic dominates the inside, which also exudes a somewhat unclear fragrance. The workmanship is largely okay, but unclad screw heads can be seen in several places, and the vehicle carpet is unclean in places.
Not for long legs
To get into the rear through one of the two rear doors, you have to make yourself a bit small as an adult. A maximum of two people can sit on the back seat. The headroom is good, the knee room is limited. Thanks to the absence of a cardan tunnel, the rear passengers have room for their legs to unfold. The 270 liter trunk offers enough space for a week's shopping, and thanks to an easily foldable rear seat back, you can also load a lot more if necessary. The simple variability concept therefore only allows the choice between four or two-seater.
The classic way to start is with a steering wheel lock key, a green "OK" in the cockpit signals readiness to drive. Then the cruise control switch is turned from "N" to "D". Incidentally, there is no "P" position. If you want to park the little Dacia, you switch to neutral and the vehicle is also secured with the classic handbrake lever. 33 kW / 44 PS sounds like little, but practically doesn't feel like it. At the first "gas command" the jumping, weighing less than a ton, reacts with surprisingly lively propulsion. Switching work is no longer necessary, the lower you step on the accelerator, the faster the jump will be. However, when things go uphill or the speedometer display reaches three-digit levels, the increase in speed becomes slow. It is still possible to drive the maximum 125 km / h practically without any problems. Whether city traffic, country roads or the autobahn - you can keep up anywhere. Sometimes there is even a little driving fun, which, however, also costs range.
We started with a full 27,4 kWh battery, which, according to the on-board computer, should be enough for 205 kilometers. After an almost 80-kilometer test drive with a lot of urban and rural roads and a small section of the motorway, electricity was left for around 80 kilometers. Anyone who is on the move with a cautious accelerator and in Eco mode should definitely go 200 kilometers. The manufacturer even promises 230 kilometers. Considerable value considering the price. The Spring offers three charging options: the battery can be filled with 2,3 kW in a good 14 hours at the household socket, and the charging current at the wallbox increases to 3,7 kW, which shortens the charging time to eight and a half hours. With the optional fast charging technology (600 euros), you can even refuel with 30 kW direct current in less than 90 minutes.
Not very stable in wind
You can tell the chassis has been optimized for roads that are not always perfectly developed. The substructure is accordingly tolerant of unevenness, but the vehicle also appears spongy as the speed increases. If the jump on the autobahn is hit by side winds at high speed, it can get pretty rocky. The wind and driving noise are then also significant. Among other things, the technical genes of Spring can be experienced a little too clearly here. Nevertheless, it is quite fun to shoo the wobbly E-SUV around corners with a taste and to let the ESP light flicker in the disco block. The front-wheel drive car easily pushes it over the small 14-inch wheels during brisk right-left maneuvers and is then somehow kept on course with sometimes violent braking interventions. The Spring is definitely not the product of driving stability, but as a long-distance vehicle nobody will shortlist it anyway.
The main reason for Spring, which will be available in Germany from autumn, is its price. It is 20.490 euros for the Basic Comfort, which includes a radio, air conditioning, light sensor and power windows. The top-of-the-line Comfort Plus, which also offers a reversing camera, infotainment system and metallic paintwork, costs 1.300 euros extra. The CCS charging connection can be ordered as an option. After deducting the environmental premium, the amount due is 10.490 and 12.200 euros, respectively. For an emission-free second car for the city, these are remarkably low values.
Technical data
Five-door mini SUV, length: 3,73 meters, width: 1,58 meters, height: 1,52 meters, wheelbase: 2,42 meters, trunk volume: 270 liters
Permanently excited synchronous electric motor, 33 kW / 44 PS, maximum torque: 125 Nm, automatic reduction gear, Vmax: 125 km / h, 0-100 km / h: 19,1 s, battery type: lithium-ion battery with 27,4 kWh, average consumption: 13,9 kWh / 100 km (WLTP), range: 230 km (WLTP), charging time 1,5 to 14 hours; CO2 emissions: 0 g / km, emissions standard not specified, efficiency class not specified Base price: 20.490 euros
In brief
Why: because emission-free and very cheap
Why not: because it seems technically retrograde at many points
What else: Fiat 500 e, VW e-up