Our cars Hybrid theory We assess our Symbioz’s unusual powertrain. Sean Keywood
The powertrain of our long-term Renault Symbioz is described by the manufacturer as a full hybrid. This means that it can’t be plugged in, but offers more than a ‘mild hybrid’ in that it is capable of driving on electric power alone for periods of up to a mile or so (the Symbioz has a 1.2kWh battery), and will regularly switch between EV-only, petrol engine-only, and combined power during journeys. In short, it’s the functionality we all got used to as a plain old ’hybrid’ when the Toyota Prius first started making waves about two decades ago.
Other manufacturers have recently started using the term ‘self-charging hybrid’, a term which might work if you’re willing to ignore the laws of physics, while I personally tend to plump for ‘conventional hybrid’. It’s probably best to note, however, that Renault’s E-Tech hybrid system isn not actually that ‘conventional’, and differs somewhat from the more familiar Toyota-style system, as seen in my previous Yaris long-term test car.
Alongside a 1.6-litre petrol engine, the Symbioz’s powertrain features two electric motors – a 36kW
traction motor, and a mild hybrid- style 18kW high-voltage starter generator. Added to this is a gearbox which offers four gears for the petrol engine, and two gears for the electric motor, which according to Renault allows up to 14 combinations of drive, with the aim of optimising fuel efficiency.
This system has been around on Renaults for a few years now, and I first came across it on the old Megane Sport Tourer family estate in 2021. However, that was in plug- in hybrid form, with a far bigger battery, and I was unimpressed by a slow throttle response, and droning engine note.
The full hybrid version I later tried with the Clio supermini was, however, much better, creating cause for optimism with the Symbioz. Although, with the Symbioz being a bigger and heavier car than the
Renault Symbioz E-Tech Hybrid Iconic Esprit Alpine 145hp
P11D £33,055 Price as tested £33,705 Official consumption 60.1mpg Our average consumption 49.5mpg Mileage 3,034 miles
Clio, and also the Captur B-segment SUV with which the powertrain is also available, there could have been some concerns about it being underpowered.
As it has turned out, there’s been little cause for concern on that front, as acceleration on offer is more than adequate, and the Symbioz never feels lacking in puff. As for the powertrain’s operation, transitions between full EV mode and the petrol engine are handled smoothly. When driving around town, if you concentrate, you can sometimes
notice the petrol engine’s revs being held higher than you’d normally expect. But refinement at these speeds is good, and you’re unlikely to notice it if you have the stereo on. It’s fine accelerating up to motorway speeds too – again high revs sometimes persist for a bit longer than you’d think, but it isn’t intrusive.
If there is a weakness, then it is between these two points – accelerating from about 30 to 50mph with a medium throttle. This can make things a bit loud and droney, to the point where I will tend to roll off the accelerator a little to encourage the powertrain to either change up a gear, or switch over to full EV mode.
Of course, the main argument for any sort of hybrid powertrain is normally to save fuel. On this front, we could say that for our Symbioz, the jury is still out.
A test average of 49.5mpg so far certainly is not at all bad for a family SUV. However, it is further from the official WLTP figure than I previously managed with the hybrid Yaris. Perhaps as we move away from the coldest of the winter temperatures – which have on many occasions resulted in periods of stationary engine running outside my house while the car defrosts – things will go on to improve.
Why we’re running it
Will Renault’s ‘entry-level’ medium SUV leave us feeling short changed?
www.businesscar.co.uk | March/April 2025 | 45
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