► CAR drives Renault’s biggest UK bound SUV
► Full hybrid to start, PHEV to follow
► Four-wheel steer on all but entry models
As a general rule of thumb, Britain doesn’t really do big French cars. While many (including this writer) fawn over retro Gallic barges, they generally sell poorly and depreciate like a Monet that’s been fed to a wood chipper.
The Renault Rafale aims to avoid this fate by ticking as many zeitgeisty boxes as possible. Hybrid power? Check. SUV? Check. Coupe roofline? Check. Driver involvement? Supposedly….
At a glance
Pros: Spacious, well-equipped, frugal
Cons: Stiff ride, not much fun
What’s new?
Technically everything. This is the first time we’ve seen the Rafale name used on a car, although the Renault-Caudron Rafale plane from 1934 apparently served as some influence. Sadly the Rafale SUV doesn’t get a supercharged in-line six under the bonnet, instead sticking with Renault’s latest hybrid system.
Underneath, the Rafale shares a platform with the Austral family SUV and not-for-the-UK Espace seven-seater. Regular E-Tech hybrid models are front-wheel drive, while the PHEV 4×4 gets another electric motor to power the back axle.
The interior should also be familiar to Austral owners, although this isn’t necessarily a bad thing. One properly new feature is a clever rear armrest that incorporates a pair of cupholders, two USB-C ports and a couple of device stands that work together or separately.
What are the specs?
The regular ‘self-charging’ Rafale E-Tech combines a 128bhp turbocharged 1.2-litre three-cylinder petrol engine with an electric motor integrated into the gearbox, and another working as an integrated starter/generator.
Together they produce 197bhp which is enough for a 0-62mph time of 8.9-seconds and 111mph flat out. More impressively (and importantly), they emit just 105g/km and get 60.1mpg on the official WLTP test cycle.
If you want more Va Va Voom, the PHEV gets its petrol lump tickled to 148bhp and has another 134bhp electric motor that exclusively powers the rear wheels. All power sources working together provide 296bhp and a 0-62mph time of 6.4 seconds. The all-electric range is a useful 62 miles, and the 22kWh pack takes just under three hours to charge on a typical home wallbox.
What’s it like to drive?
A bit odd, if we’re honest. So far, we’ve only tried the regular hybrid and it’s very reminiscent of the Austral, unsurprisingly. While a bit grumbly on startup from cold, it’s a system that’s quiet and acceptably smooth most of the time, if a bit hesitant at others.
It’ll also fire at odd times, with a gentle brush of the throttle sometimes awakening the engine with a start, while other times you can plant your foot and wait some time before the ICE wakes up. It’s no doubt down to battery levels but does take some getting used to.
So too does the four-wheel steering system. You can ramp it up in 13 steps that increase the speed the rear wheels can turn in the opposite direction to the fronts, but it can feel nervous in the more agility-focused modes. This is especially noticeable in long, sweeping corners that can take two or three steering inputs to get around rather than one smooth motion.
It’s at its best at low speeds, with it shrinking the turning circle to a Clio-matching 10.4 meters. Get too sudden with your inputs and it starts to feel a bit like a wayward shopping trolley though, the rear snapping around as the tyres quickly assume their maximum five degrees of angle.
With little in the way of information coming up from the front tyres, even impressive roll control and grip can’t persuade you that this is the dynamic thing Renault claims. It’s not even like it’s particularly punchy, the 8.9-second 0-62mph time looking and feeling sluggish in this day and age.
Adaptive dampers are saved for the PHEV, leaving the regular hybrid Rafale as a rather stiff-legged travelling companion. Our test route on the roads surrounding Seville had plenty of crumbling asphalt, expansion joints and other nasties familiar to UK inhabitants. These highlighted plenty of fidget, thud and thump that can irritate if you’re more interested in mpg than mph.
What’s the interior like?
Much better than the driving experience, that’s for sure. Again, there’s plenty lifted from the Austral and the Espace we’re denied in the UK, including the portrait-oriented infotainment screen and row of physical controls for the heating.
There are plenty of plush plastics and fancy looking trims to lift the ambiance, while most harder materials keep out of the way. The digital displays look crisp and respond promptly, although some menus can take some getting used to, while others are best dealt with when you’re stationary.
Space impresses despite the coupe roofline, although that’ll partly be down to the Rafale’s 4.7m length. There’s certainly no shortage of room up front, and the rear’s good, too. Even with a panoramic roof fitted, there’s ample headroom for a six-footer and generous legroom, too.
There’s even a kid-friendly central armrest with two USB-C ports, a pair of cupholders, two device holders and two carpeted trays. I’m not saying it’ll stop arguments in the back, but it’ll certainly lessen them.
As for the boot, it’s an impressive sounding 647-litres, albeit if you include the underfloor storage that’s only there if you avoid a spare wheel. Stick to the area twixt boot floor and parcel shelf, and the capacity shrinks to a still useful 535-litres.
Before you buy
Renault will be rolling out the Rafale range over the course of the year, kicking off with the regular hybrid in two fancy trim levels: Techno Esprit Alpine and Iconic Esprit Alpine. These get four-wheel steer and 20-inch wheels as standard, with a less sporty Techno model and the PHEV coming later.
The asking price may raise an eyebrow for some, although Renault are masters of finance. Look at the monthly figures and rates available, and the Rafale is a lot of SUV for less money than you might think.
Verdict
If you’re looking for a family SUV that’ll excite in the bends, the Rafale is not for you, at least not this version. Yes, it grips well, and the four-wheel steering certainly boosts agility, yet overall this is an SUV that feels like it’s trying to be something it isn’t.
The hybrid system is best when driven gently, which combined with the iffy steering puts you off grabbing it by the scruff on a winding road. It’s a shame, as it makes a lot of sense as a family wagon if you ignore the fractious ride.
For the moment, we’d wait to see if the plug-in can deliver driver appeal and whether the base Techno is a comfier family choice. For the moment, it sits uncomfortably between two stools.