Category: Transportation

It is almost the end of July in 2026. I had intended to write a weblog post about travels in the Lowlands of Scotland, undertaken between 2026-07-06 and 2026-07-10. While the post was started, in was not completed. Instead, I had to search through my 169 drafts, and 35 scheduled posts, to find one that could be used.

Much of this weblog post was written on Monday, 2022-05-16, with some later modifications, the last of which was on 2024-07-29 at 12:00. It was about a city car made by Adaptive City Mobility of Munich, Germany. Reading about it, I had to check to ensure the vehicle still existed. Unfortunately, there are conflicting opinions. However, one hour before this post was scheduled to be published, a website confirmed that the company had filed for insolvency on 2022-03-28. It was too late to change direction.

At the time of my initial writing, Trish and I were still in the process of finding an electric vehicle (EV) to replace our (almost) ten year old Mazda 5 internal combustion engine (ICE) vehicle. It was not going well. Then I come across City One.

Several webites claimed that City One is the name of a vehicle soon to be manufactured in Germany by ACM = Adaptive City Mobility, the winner of the German Design Award for 2022, in in the category Excellent Product Design – Conceptional Transportation for its innovative, flexible and energy-efficient vehicle concept.

Reading about the vehicle was a frustrating process because the materials from ACM are steeped in propaganda. For example, it was extremely difficult to find vehicle specifications in website documents. Instead, I stopped a video so that I could transfer on-screen dimensions to an appropriate place in this document.

Just two days before initially writing this, Patricia, my dear wife, had commented that our neighbouring municipality, Indre Fossen, was on its second shared vehicle, for people who don’t want to invest in a private vehicle of their own, and who have a minimal need to drive. We are not in that demographic group, living 13 km from the municipal centre, Straumen.

City One had the potential to become an ideal car for me. I feel no need to depress my neighbour by owning a bigger vehicle than she has. I am not in the business of transporting a soccer squad, and my days of transporting building supplies on a utility trailer are over. Looking at statistics for 2021, our car could rack up 14 000 km a year, divided between two residents and one or more guests. Currently, after 3.5 years, Buzz has almost 30 000 km in total. In the future 8 000 km a year will be about all we drive. Most of the time, Buzz transports one or two people on short excursions. The City One could handle that. Unfortunately, it is unable to handle our most common extreme situation, transporting up to five people, and luggage. For me, the one obvious minus of the City One is its lack of sliding doors!

ACM’s mission statement reads: “Our mission is to provide universal access to affordable electric vehicles in cities across the world. Thereby, we want to address the issue of climate change and overall improvement of quality of life.”

Yet, when I look at photographs, and struggle reading through documents, City One has a serious constraint, in its apparent lack of safety equipment. Thus, I wonder just how seriously ACM is focusing on Europeans and North Americans. My conclusion is that these areas are probably not the target market for this vehicle, which has a focus on Africa and Asia. This is despite the fact the China is closer to these markets than Munich. Depite this, my feeling is that Europeans and North Americans are precisely the people who should be considering such a vehicle, in order to reduce their oversized carbon footprints.

Exercises

In order to appreciate the specifications of a City One vehicle, it is probably best to compare it with something you know, such as your own vehicle. Wikipedia often provides articles about specific vehicles and years, that should allow you to obtain this data. Vehicle length, width (including and excluding mirrors), height, wheelbase and ground clearance (in areas that experience snow or potholed roads) are important dimensions, along with the curb weight.

The dimensions (in mm) of the City One are 3 600 (length) x 1650 (width) x 1670 (height), all constructed on a 2 500 wheelbase, with a mass of 950 kg. I have been unable to find its ground clearance. With one exception, these specifications are very close to those of the first vehicle we owned in Norway, a Subaru Justy that was 3 700 x 1 530 x 1 360 on a 2 300 wheelbase, with a mass of 855 kg. The big difference is in terms of height. This 310 mm difference means that the City One is much more spacious.

The price that I have seen for the City One is €11 000. Yes, I would be willing to pay this for the basic car, but I would also be willing to pay an additional €10 000 (or more) for augmented safety equipment. I am not quite sure what the City One comes with, but as an older driver, I have ticked boxes for the following equipment on other vehicles: airbags; AEBS = automatic emergency braking system; adaptive cruise control and speed limiter; LED-lighting (headlights, fog lights, running lights, brake lights, turn signals); automatic light dimming; heated and retractable electric mirrors; warning systems for active lane management, blind zone, fatigue, traffic sign reading; front, back and side parking sensors, rear-view camera with parking assistance; rain sensors.

In addition, I would also like to have a heat pump, air conditioning with effective heating and ventilation (remembering that I live in a climate with long winters). Since driving up hills is a integral part of living in Norway, the motor should have sufficient torque to accelerate to 80 km/h, a typical speed limit, going uphill. Regenerative brakes should effectively decelerate and stop the vehicle even going downhill. A maximum speed of 100 km/h is acceptable. The speed limit on the fastest road I take is 90 km/h, although in the future this may increase.

What I do not need are luxury items.

Sixteen years after the purchase of the Justy, I thought we had found an ideal vehicle, the Citroën Berlingo Multispace, launched in 1996: 4 140 x 1 720 x 1 810 on a 2 690 wheelbase, 140 (suboptimal) ground clearance, and a mass of 1 163 kg. The adults in the family, found it a suitable roundabout. Not all of our offspring were equally enthusiastic about it.

We purchased a second MPV, used, in 2006. It was a Citroën Evasion = Eurovan: 4 448 x 1808 x 1709 on a 2819 wheelbase, with 130 ground clearance. Its mass was 1420 kg. It was fitted as a seven-seater. This was used for weekly commuting between Inderøy and Molde, usually involving about 350 km in each direction, taking about six hours.

Yet, when it came time to replace the Berlingo, the next generation had become larger and more luxurious. Its critical dimensions were: 4 384 x 1 810 x 1 805 on a 2 728 wheelbase, with the same 140 ground clearance. The electric version with a mass of 1 604 kg had 22.5 kWh of battery capacity, giving it a range of 170 km, on a good day. With a curb weight of 1 407 kg, the 1.6 litre diesel version was the most common variant. Not everyone appreciated its large size.

In some markets, such as Italy and even in Sweden, when the Berlingo inflated itself, a smaller model became available, the Citroën Nemo Multispace: 3 860 x 1 710 x 1 720 on a 2 513 wheelbase, with a mass of 1 165 kg. Even its ground clearance was better at 150 mm. In theory, this vehicle or its sister brands Peugeot Bipper and Fiat Qubo would have suited our needs. However, they were not noted for their reliability, or safety rating.

We ended up with a Hyundai Matrix, not to be confused with the totally different Toyota Matrix. Its dimensions were 4020 x 1740 x 1640 with a wheelbase of 2 600, a mass of 1 270 kg, and a more acceptable ground clearance of 160 mm, and our highest so far.

I contacted City One by email. More than a year later, I was still awaiting a reply. Soon, the goal of purchasing a City One, was unrealistic. There is no infrastructure for the vehicle in Norway, so one is reliant on the existing infrastructure. Besides, we are the happy owners of a Volkswagen ID. Buzz, ordered 2022-05-23, and delivered 2023-02-13.

Anno 2026, for less than half the price of a Buzz, (NOK 300 k or < USD 30 k) one can purchase a new but basic Renault 4 E-Tech. The specifications are: l = 4143, w = 1796/ 2020 (without/ with mirrors), h = 1552, wheelbase = 2624, ground clearance = 200 mm, weight (net) = 1537 kg, gross = 1980 kg. Battery = 52 kWh = 315 km real range, 475 max range, power = 110 kW, torque = 245 Nm. Top speed = 150 km/h, acceleration = 8.2 s. The worst problem with the Renault 4 is its safety score = 4/5 stars.

For me, there is no need to look at either the City One or the Renault 4 E-Tech. Buzz will be our last vehicle.

Left, the Renault 4, produced from 1961 – 1994. Right, the Renault 4 E-Tech, produced from 2025.

On 2024-09-21 I had written a weblog post titled Objets trouvés = found objects. It mentioned the destruction of the Red Bridge in Kamloops. The post was mainly about objects found in Muustrøparken, the sculpture park in Straumen, 13 km east of Cliff Cottage, where we live. In that earlier post, I admitted regret that I had not taken a photo, but promised to include it in a future weblog post. It is a photo of a very simple garage, the one shown above. In it there is space for exactly one vehicle (on the right), and a compact workshop (on the left). I wanted to include this photo because it shows the maximum space most people have at their disposition if they want to work on/ play with a vehicle. I did not want the doors open, because I wanted everyone to use their imagination to envisage the interior of the garage. For example, I would want an assembly/ finishing/ inspection/ test/working/ workshop pit.

Four years ago today, on 2021-10-29, a weblog post titled Downsizing the Garage, updated an eight-year old post, from 2017-10-29, Stuffing a 10-car Garage. Now, it is time to make a new update, Shrinking the Garage. During these three iterations, the number of vehicles has declined from an initial 10 in 2017 to 6 in 2021 to 3 in 2025. Originally, I had been aiming at four vehicles: a pickup, a van, a rural passenger vehicle and an urban passenger vehicle. Then at the end of 2025-04, Slate was announced. It allowed a pickup to be transformed into a SUV = rural passenger vehicle. Then I discovered the Honda N-van E FUN, which was a van/ MPV = Multi-Purpose Vehicle. At the beginning of 2025-04, I had expected to rely on a Hyundai Inster as an inexpensive urban vehicle. At the time it was expected to cost NOK 320 k. However, when the Nio Firefly was announced it cost NOK 289 k. These prices were far too expensive for families with young children. The Hyundai Inster is now being sold in Norway, at a price of NOK 245 k. This is approaching affordable.

The main selection criteria were: 1) small, 2) inexpensive, 3) battery electric. On 2023-03-05 one source said there were 40 battery electric models available in USA. There are now about 70 models available at the end of 2025-04. In Europe, the Alternative Fuels Observatory claims there have been 371 models available up to the end of 2023. In terms of small, I have tried to find something smallish. Most often I have been attracted to Japanese Kei vehicles. Yes, smallness is more of an art than a science.

Perhaps the hardest criteria to meet has been that of price. Price is always difficult because of a lack of corporate transparency. Consumers do not know how the companies allocate the income from the sale of a vehicle. They suspect that profits are whatever is leftover, but they underestimate the greed of investors. There are four large slices of that pie: material and component costs; labour costs; debt costs; and, dividend costs paid out to shareholders. My suspicion is that shareholders want the largest slice of the pie. This is difficult with EVs, because these vehicles have large material and component costs.

Then there is the problem of software. I have not been impressed with the software on Buzz. It is almost adequate. German society does not do software well. Indeed, I worry that almost the entire automotive software industry, outside of China, should receive a failing grade. Everywhere else, corporations are more concerned about mechanical engineering.

Returning to the opening paragraph, people may be wondering why a garage is so important. The answer is Right to Repair. In the neighbourhood where I grew up, there were youths who had constructed their own hot rods, ideally a deuce (= 1932 Ford, with an emphasis on the 2) coupe = a two seater. Others restored Model A Fords, with varying degrees of success. This does not seem to be done any more, as cars have become more complex and have to meet improved safety standards. Manufacturers are putting limits on what people are allowed to do with their vehicles. The Model A Ford was made between 1928 and 1931, with the model year actually starting in August of the year before, so the oldest Model A is about 98 years old. It is only about six years before those deuce coupes reach the century mark.

With the exception of our 2012 Mazda 5, now owned by Alasdair, all of our previous vehicles have been crushed. At one point, I attempted to buy back our 2002 Citroën Berlingo. However, it too had reached its ultimate fate. I regarded it as the ultimate inexpensive family vehicle in Europe. We bought it with the only two factory options available, a left rear door, and ABS brakes.

EVs are increasing in popularity, and improving, technically and in terms of design. Unfortunately, most of this development is happening in vehicle segments that people should be avoiding . This weblog post presents two EVs made by two companies for four different segments on two different continents. During the year this post has been in development, all of four models originally selected have departed the list, and been replaced by others.

The 2025 United Nations COP 30 Climate Change Conference, is scheduled to be held 2025-11-10 to 21 in Belém, Brazil. This is important because it finally takes the climate change focus into the Amazon.

In Europe, auto segments range from A (mini) to F (luxury). In addition there are sports utility (J), Multi-purpose (M) and sports (S). Our current vehicle, a Volkswagen Buzz EV is in the M category.

Pickup

Pickups are as American as pizza, so there would probably not have been many objections if this slot had been filled by any number of American vehicles including, in alphabetical order by brand, the Chevrolet Silverado EV, the Ford F-150 Lightning, the GMC Hummer EV, the Rivian R1T, and the Tesla Cybertruck, There was a time when this list might have also included the Havelaar Bison, the Lordstown Endurance and the Nikola Badger.

With the exception of the Bison, none of the vehicles listed above appeal to me. They are too massive. I saw a Ford F-150 Lightning for the first time on 2024-06-11, on display at TRD = Trondheim Airport Værnes. However, I will also admit, that the first vehicle I leaned to drive on, at the tender age of 14, was a Chevrolet Advance Design 3100 pickup, probably from 1952, in the farm fields of Okanagan Mission, near Kelowna. It belonged to Harry Raymer. Later, in the early 1970s, I drove Ernie Jickles – whose eyesight was failing and was not allowed to drive – around in his wife’s Ford Courier pickup, so we could photograph. The Courier was a rebadged Mazda B-1800. In the late 1980s, in Inderøy, I drove a Nissan pickup working on a lafted house project out in Malm.

I say that because somewhere deep inside me, I am waiting for a 1) battery electric, 2) small size, 3) inexpensive pickup, like the …

Slate

I have actually begun to spell Slate as sla/Te, which can be manipulated to become Te/sla, or even Tesla. Yes, the antithesis of the non-functional Cybertruck. Most of the specifications for the Slate are below the second vehicle under consideration. Slate makes the comparison that its size is similar to to a 1985 Toyota pickup. However, since numerous pickup owners have tried to impress me with their pickup beds, here are the bed statistics for Slate. Yes, that means that almost a quarter of sheets of plywood will stick out. With the tailgate folded down, about 1524 + 483 + 6 (to create a round number) = 2 010 mm of a standard sheet of plywood would be contained leaving 2440 – 2010 mm = 430 mm sticking out beyond the confines of the truck. There should be no problem with width as a standard sheet = 1220 mm in width.

Honda N-Van e FUN

The N originally stood for norimono, literally a litter, where two (sometimes more) people carry a high-status person, but which in modern Japanese loosely translates as vehicle. The N-Van is only built for the Japanese market, so it is only available with right hand drive (RHD). This is not a problem, but a customization challenge in left-hand drive territories, such as most of Europe or the Americas.

Current available colours are: Frame Red, French Blue Pearl, Admiral Gray Metallic, Nighthawk Black Pearl, Sonic Gray Pearl and Platinum White Pearl. Discontinued Colours: Premium Yellow Pearl, Surf Blue and Pink. When buying a used N-Van, the exterior colour is not an issue. Indeed to negotiate a lower price, I would even accept some fading, or minor rust damage. I would want to repaint it a fairly unusual colour such as turquoise.

The interior is fully black instead of having grey interior trims seen on many kei commercial vehicles. It is also equipped with a high-performance dust collection filter compatible with PM2.5, an optional special package for driving navigation possibly not suitable outside of Japan, front two speakers, and USB jacks for charging, with 2 quick charging compatible types. Two accessory sockets (DC12V) are fitted, of which one is located at the passenger seat, and the other is at the left rear panel in the cargo area. The rear seats also comes with headrests. The door mirrors are retractable. The front two windows have heat shield IR/UV cut, while the front windscreen has Super UV protection as standard. For the sliding door, rear quarter and tailgate, privacy glass is standard equipment.

So, what is the real reason for promoting a right-hand drive (RHD) vehicle in a left-hand drive (LHD) country? First, it would be interesting to work on a small, inexpensive, battery electric vehicle. Second, I am attracted to vans, not sedans or coupes or even convertibles. Third, this is not a high priority item for me, so I would prefer to schedule it at a time of my life when I don’t have other obligations, such as between 2033 and 2038, when I am between 85 and 90 years old, what some people would call overtime. One of my goals would be to transform it into a LHD vehicle.

There are other models that could work equally well, these include the newly launched design triplet EVs:Toyota Pixis Van, Suzuki Every and Daihatsu Hijet (All made by Daihatsu). These have about 200 km of range. There is also the older Mitsubishi Minicab MiEV. Beyond Japan, there is the South Korean Kia Ray. Of course, another approach is to take an ICE Suzuki Jimney or Subaru Sambar or an older Daihatsu Hijet and convert it to an EV.

This could make a great runabout for Shelagh on her 50th birthday in 2039! Hopefully by then she will have a driving license.

Hyundai Inster

At one time in Norway it seemed that almost everyone over the age of 70 was driving either a Suzuki Swift or a Hyundai i10. The Swift 4×4 hybrid is still available, but I am uncertain how many people are buying it. It costs NOK 345 k. The i10 has been replaced by the Inster. Except, the Inster seems to have attracted younger and more feminine drivers.

Having written a weblog about the Hyundai Casper, I feel no need to repeat myself. Most of the relevant information about the Inster is found at this link. One videograph described the Inster as: More for Less, or was it Less is More.

Yes, some data is missing, so the table will be completed as relevant data emerges.

This post was published on the second anniversary of acquiring Buzz, our Volkswagen electric minivan = 2025-02-13.

I note that automotive original equipment manufacturers (OEMs), such as VW, GM, Ford and many others, but especially Stellantis, are doing little to promote inexpensive electric vehicles, on dedicated EV platforms. Stellantis wants the flexibility to drop a random power plant (gasoline, diesel, hybid, electric) into an engine bay. All of these OEMs have been prioritizing dedicated EVs for people with high incomes, and are begging authorities to delay mandatory production percentage goals, while our planet – the only one we have – is boiling, at least figuratively.

Another trend that I notice, is that OEMs want to upgrade features, by making them available on a subscription basis. For example, on 2025-02-10, /. (slashdot.org) reported that Stellantis had introduced full-screen pop-up ads on Jeep infotainment systems, for Mopar’s extended warranty service. These ads appear every time the vehicle comes to a stop, for example at a red light. This means that drivers are now forced to manually close out ads just to access basic vehicle functions.

Recently, I read that VW was spending €60 billion to develop a new fossil-fueled engine, to be available in 2028. Yes, they are living in the past! They also have an agreement to sell some of their factories to Chinese OEMs. The German government reluctantly approved this. Reluctantly, because that would allow cars produced in these plants to be considered European, much like VWs produced in China are considered Chinese. However, if the government had not approved it, they would then have to pay a large sum to VW, as compensation. Yes, international agreements can be messy.

The two existing automotive OEMs that I appreciate the most are Renault and Volvo. Saab could have been on the list, except it was taken over by General Motors, then died. Renault and Volvo had a close relationship, including shared dealerships in Norway. This is no longer the situation. When both Volvo and Saab were Swedish owned, all their vehicles were suitable for Scandinavian roads. Police in Vail and Aspen, both ski resorts in Colorado, used Saab patrol cars from 1974 to 2005.

Sometimes, even a few Renault models ended up with appropriate characteristics for Scandinavia. That did not apply to all models, because they were also interesting in selling their vehicles in more southern climates.

Here are some American vehicle longevity estimates. The Environmental Protection Agency assumes a typical car is driven 24 Mm = 24 megameters = 24 000 km per year. According to the New York Times, in the 1960s and 1970s, the typical car reached its end of life around 160 Mm. Due, in part, to manufacturing improvements, by 2012 the typical car was estimated to last for 320 Mm. Junk Car Reapers estimates the average car in 2024 lasted almost 260 Mm. So there has been a decline. Junk Car Medics puts the average vehicle longevity at 16.58 years and almost 250 Mm. Daniel Bleakly, writing in The Driven in 2023, estimated that by 2030, ICE vehicles will only make it to 225 Mm while EVs will last 800 Mm. If this is true, then Buzz can expect a lifespan of 80 years, since for the past two years, he has gone less than 10 Mm a year.

I support a right to repair law, so that consumers are not at the mercy of OEMs, or their dealers. This would be aided if open source automotive computer systems were developed, capable of replacing proprietary systems. There are efforts to do this. Even OEMs want open source, because that would reduce their software investment costs. They just don’t want the public to have access to them. These two measures could free car/ truck/ tractor users from being serfs to their OEM overloads.

Fueling and charging

While petroleum product fueling stations provide for access to fuel tanks on three sides of an ICE vehicle, EVs are generally charged at home with a dedicated charger. The location of a charging port is a subject of discussion, with differing opinions. Most often the services of an electrician are needed to install a charger, so it can be expensive to change its placement. We ended up putting the charger near the front right of Buzz, when fronted into the carport. The charge port on Buzz is located at the right rear, as it is on most German cars. This charger location allows three of the most common charge port locations to be served. Only the left rear is difficult, and would probably require a vehicle to be backed in for charging. Some manufacturers, such as Renault, vary the charge port location with the model. For road trips another measure = DC charging, is needed.

In some forgotten source, I had read that the reason for the left rear location on a Tesla, has to do with it being the location most suitable for Elon Musk’s charger at the Bel Air house he rented while designing the Tesla Roadster. Many, should I add older?, drivers find backing into a charging stall difficult, but necessary because of the short leads at Tesla supercharger stations. Thus, some people maintain that a charging point on the front (but not in the middle) is ideal.

When we bought Buzz, it was being heralded as the ultimate family vehicle. We agree, that it has many characteristics families want, including space for five people and for luggage. However, it has a price that puts it out of the reach of families with young children. Families wanting to buy a new vehicle, may have to accept that they must survive with something more affordable. In addition, there are two dimensions that make this vehicle problematic for Norway: 1) its large width, and 2) its limited ground clearance. We were aware of the width when we put in our order, but not the ground clearance. In addition, it was first announced that it would come with a heat pump. We do not have a heat pump on our Buzz, and one is not available for aftermarket installation.

Buzz has the following specifications: length x width x height = 4 712 x 1 985 x 1 937, with a wheelbase = 2 938; ground clearance = 153 mm; curb weight/ mass = 2 459 kg; maximum power = 150 kw; maximum torque = 310 Nm; acceleration 0 – 100 km/h = 10.0 s; maximum speed = 145 km/h; wheels driven = rear wheel drive; battery capacity = 77 kWh with a theoretical range of 418 km; charge port = rear right; trunk space = 1 121 litres; towing capacity = 1 000 kg.

On 2025-01-22 at about 10:05, my assistance was requested. While Buzz had managed to back out of the carport, he refused to move forward with Trish driving. Sensors told him there was an obstacle. Initially, everything under him seemed fine, but he still refused to move. After I dislodged a small icicle growing underneath him, the warning disappeared, and Trish could head off to Straumen. Yes, a 10 cm long icicle disabled the vehicle. In terms of batteries and operating systems, I regard Buzz as a mule, a test bed to try out new components and systems, over a period of decades, possibly by several generations of owners.

Buzz is vastly different from the first car we purchased in Norway, Robin, a red 1986 Subaru Justy. length x width x height = 3 540 x 1 540 x 1 390, with a wheelbase = 2 280; ground clearance = 150 mm; curb weight/ mass = 670 kg. It was equipped with a 3-cylinder gasoline engine. Maximum power = 40 kw; maximum torque = 80 Nm; acceleration 0 – 100 km/h = 16.4 s; maximum speed = 150 km/h; wheels driven = front or all; fuel tank capacity = 35 litres with a range of 585 km; trunk space = 200 litres.

We used Robin when, with two young children, we travelled through Sweden and Denmark to Germany, Netherlands and Belgium and, in another direction, to England and Scotland. Yes, it was cramped, but Robin was all we could afford. Indeed, we had to borrow most of the purchase price from our bank, paying 17% interest! Somehow we survived. One of our secrets, learned in the days of high interest rates, was to prioritize living within our budget, and to become debt free as quickly as possible.

One of the things we learned with Robin, was that its 150 mm ground clearance, was an absolute minimum, given Norway’s road conditions, with lots of snow. At delivery, we were disappointed, but aware, that Buzz barely met this requirement, but concluded that we could avoid driving when driving conditions were unacceptable. This was not possible in our working years, when we were expected to show up for work. Over the seven years of owning Robin, we also learned that we didn’t need to have drive on all four wheels. From 1993 to 2023 = 30 years we survived with just front wheel drive. We quickly learned to accept that Buzz has rear wheel drive.

Our years of driving in Norway, taught us that, apart from ground clearance, the most important dimension is vehicle width, for that influences the roads people can drive on. We have been able to buy a wider car than otherwise because we made a decision to restrict some of the roads we would drive on.

When we looked at EVs back in 2022, we were mainly looking at vans, but also investigated various other vehicles to understand the market. This included driving a Renault Zöe. It was the most pleasant of the small cars we drove. The negative side was that a purchase of such a vehicle, would require us to keep our Mazda 5, in order to tow our utility trailer, used to transport building materials. In Norway, utility trailers are a common, cheap substitute for a pickup truck. The ground clearance on the Zöe was totally unacceptable.

Zöe specifications: Length x Width x Height = 4 087 x 1 730 x 1 562, with a wheelbase = 2 588; ground clearance = 120 mm; curb weight/ mass = 1 577 kg; maximum power = 50 kw; maximum torque = 245 Nm; acceleration 0 – 100 km/h = 9.5 s; maximum speed = 140 km/h; wheels driven = front; battery capacity = 52 kWh with a theoretical range of 386 km; charge port = front middle; trunk space = 338 litres; towing capacity = not permitted. The Zöe is now out of production, to be replaced by the Renault 5.

The parents of one of my friends were the first people to sell Datsun vehicles in Vancouver. In the years before Japanese manufacturers offered four wheel drive (4WD) vehicles, I knew people who modified these pickups trucks to 4WD for use in the British Columbia forest industry. Yes, Japanese manufacturers make good cars, but they have their challenges. With respect to Toyota, I liked their Yaris Verso, especially, but Trish found it awkward to shift gears. Toyota is better at making iterative changes, but finds it almost impossible to take revolutionary steps necessary to produce EVs. My mother always liked her Honda Civic, my sister liked her Subaru Outback. I considered a Nissan Evalia, when we bought the Mazda. I considered a Mitsubishi Lancer, when we bought a Volkswagen Golf.

There is no point in comparing the technical specification of internal combustion engine (ICE) vehicles with EVs. So here, these characteristics will just be ignored. What won’t be ignored is the fact that combustion is unhealthy, and noisy. Thus, I am puzzled by Dodge making an electric 2024 Charger Daytona, with a Fratzonic chambered exhaust = two speakers driven by a dedicated 600 W amplifier, mounted in a 42.5 litre enclosure hung under the back of the car = meaningless, excessive noise.

The rest of this weblog post will look at Renault’s upcoming EV lineup, to be made available in Norway. It consists of four vehicles. The place to begin when choosing a vehicle is with something small. If there is some reason why it is too small, then look for something larger. That said, the Twingo will not be offered in Norway. It is too small, but is suitable for more southerly, less wealthy markets. The same applies to the Mobilize Duo (2-seater tandem = one behind the other) and Bento (cargo) quadricycles made in Tangier, Morocco, that have replaced the Twizy, a 2-seater tandem quadricycle made in Valladolid, Spain (2012 – 2018), then in Busan, South Korea (2019 – 2023).

Unfortunately, I have been unable to find all of the specifications for Duo. Here is what I have been able to find: length x width x height = 2 430 x 1 300 x 1 640, with a wheelbase = ?; ground clearance = ? mm; curb weight/ mass = ? kg; maximum power = 7 kw; maximum torque = ? Nm; acceleration 0 – 30 km/h = 10.0 s; maximum speed (45) = 45 km/h (80) = 80 km/h; wheels driven = rear; battery capacity = 10.3 kWh with a theoretical range of 160 km (summer) 100 km (winter); charge port = front middle; trunk space = 300 litres; towing capacity = 0 = unavailable. In some places the 40 version can be driven by unlicenced people aged 14 and over. The 80 version generally requires a driving licence, with the person aged 18 and over. One cannot buy this vehicle outright. It appears to be only available on lease. Private persons can enter into agreements for 3 months and longer. Companies may have to have longer terms, one year or more.

Many people enjoy hot hatches. Yes, a hot hatch EV can represent a minimalist solution to transportation nightmares. Cars have to fulfill multiple rolls. Small vehicles are more problematic, because there is less dedicated space for any particular role. At its most basic, an EV should be small enough to be comfortably driven in cities with narrow streets, yet hot = powerful enough for highway driving. In Norway, one can add over mountain passes, to that last sentence. Minimal storage space requirements is a weeks worth of groceries. We have owned a couple of cold = underpowered hatches that have been inappropriate to drive, and I would not encourage anyone to take that pathway. The best example of a cold hatch in the EV world is the Dacia Spring. Fortunately, most modern EVs can accelerate faster than muscle cars could in the 1960s, despite having their maximum speed controlled.

When we looked at EVs back in 2022, one of the smallest vehicles that appealed in snowless May was the Renault Zöe. This has been replaced with the Renault 5. Its dimensions length x width x height = 3 930 x 1 770 x 1 550, with a wheelbase = 2 540; curb weight/ mass = 1350 – 1450 kg; maximum power = 90/ 110 kw; maximum torque = 225/ 245 Nm; acceleration 0 – 100 km/h = 9.0/ 8.0 s; maximum speed = 140/ 150 km/h; wheels driven = front; battery capacity = 40 kWh/ 52kWh with a range of 300/ 410 km, respectively; trunk space = 326 litres. Storage space of 300 litres is a minimum for carrying a week’s worth of groceries. Three disappointment with this vehicle are: 1) its 500 kg towing capacity, 2) 145 mm ground clearance and – more importantly – 3) its 4-star Euro NCAP test results.

We also looked at a Renault Megane in 2022, which was larger and more expensive than the Zöe, However, it is totally unsuitable in 2025. Its dimensions length x width x height = 4 210 x 1 780 x 1 500, with a wheelbase = 2 700; ground clearance = 128 mm; curb weight/ mass = 1650 kg; maximum power = 96 kw; maximum torque = 250 Nm; acceleration 0 – 100 km/h = 10.0 s (the same as Buzz); maximum speed = 150 km/h; wheels driven = front; battery capacity = 40 k with a range of 298 km; charge port = front left; trunk space = 440 litres. Again, the Megane can only tow 500 kg, There are so many characteristics that make this model unsuitable for families.

Back in 1996, Alasdair encouraged me to test drive a Renault Scenic, when it first appeared. He was interested in getting some sort of premium to be awarded to people who test drove the vehicle. If I remember correctly, despite being the first people to test drive one, the local Renault dealer did not have any of these premiums to give away. So we met with false advertising, an important lesson.

Original Renault Scenic ICE version: Length x Width x Height = 4 168 mm x 1 719 x 1 609 mm, and a wheelbase of 2 580 mm, the original Scenic was much smaller than the Mazda 5. The new Renault Scenic EV version is still smaller than the Mazda 5, but closer in size, with length x width x height = 4 470 x 1 964 x 1 571 with a wheelbase of 2 785 mm; ground clearance = 121 mm; curb weight/ mass = 1727 kg; maximum power = 125 kw; maximum torque = 280 Nm; acceleration 0 – 100 km/h = 8.6 s; maximum speed = 150 km/h; wheels driven = front; battery capacity = 60 kWh with a range of 430 km, respectively; charge port = front left; trunk space = 545 litres. It can tow 1 100 kg, making it 100 kg better than the VW Buzz, but 100 kg worse than the Mazda 5. The Renault Scenic E-Tech has 5-stars in the Euro-NCAP, and won the award for European Car of the Year 2024. However, like the other Renault EVs, it has minimal ground clearance.

When we lived in Molde, 1980 – 1985, we knew two families who owned Renault 4s. We even borrowed one of them to go on our first automotive holiday in Norway! From my perspective the Renault 4 seemed to be more in harmony with the Norwegian spirit and values than the hot hatch Renault 5. That applied then, and it applies now. Here are the specifications for the new Renault 4 (with differences from the new Renault 5): length x width x height = 4 140 (+210) x 1 800 (+30) x 1 570 (+20), with a wheelbase = 2 620 (+80); = 181 mm ; curb weight/ mass = ?; maximum power = 100 kw; maximum torque = 245 Nm; acceleration 0 – 100 km/h = 8.5 s; maximum speed = 150 km/h; wheels driven = front; battery capacity = 52kWh with a range of 400 km, respectively; charge port = front left; trunk space = 420 litres.

As I was writing this weblog post, I came across an article in the Norwegian automotive magazine, Motor, which began (translated into English): PARIS (Motor): The car [referring to a Renault 4] completes a renewal of the Renault portfolio that has happened at an astonishing pace under the Italian boss, Luca de Meo.

“I would say we now have the best model range that Renault has presented in more than 30 years. This year has been rock’n’roll for us, with a new model every month, and now we are releasing the fireworks with four launches this month”, [de Meo] said when he opened the Renault stand at the Paris show on [2024-10-14].

Only one of the four is relevant for Norway. And that is the Renault 4. (end of quotation) The photo below will explain why.

I understand what the journalist is referring to. The Renault 4 is appropriate for Norway, and roads where snow does not get removed as quickly as possible. It has a ground clearance that exceeds my mental minimum = 160 mm. It also has a towing capacity of 750 kg.

While I am happy with Buzz, I am less happy with Volkswagen. Trish often compares Buzz with previous vehicles, such as the Mazda 5, that could drive 1 Mm = 1 000 km between fuelings. Buzz offers less than 400 km. A 250% increase, or even doubling of the current range = 1 000 or 800 km, should be a realistic goal in the next ten years. I see no need for a larger range than that.

Currently, we have absolutely no plans to purchase another EV. Buzz is a sunk cost. I encourage the people who inherit it from us to upgrade it regularly at, say, ten year intervals. New batteries will be developed, and equipped with heat pumps. Sodium based batteries, while being heavier in terms of their power/ mass ratio, appear to operate better in cold weather, compared to lithium based batteries.

Once the ability to have Volkswagen pay for anything expires (such as after 8 years for batteries), I hope the owners of Buzz, will be able to comoditize the vehicle, so that it conforms to their needs. This is a task for the upcoming generations, not an old man.