Facing the dilemma of choosing between a new but less equipped car or a more complete semi-new car is a reality that many face when looking for a vehicle. In the Brazilian automotive market, the prices of zero km cars tend to challenge consumers’ pockets, leading many to consider second-hand alternatives. When it was launched in 2017, the Renault Kwid started at R$ 29,990, today it doesn’t cost less than R$ 72,640 in the entry-level version Zen.
However, many still don’t dismiss the idea of having a model that has just left the factory, both for everyday use and for fleet owners. It is in this context that the Renault Kwid Intense stands out. The entry-level hatch offers an even generous package for an entry-level car and against its direct competitors, such as Citröen C3 Live Pack (R$ 80,990), already tested here, and Fiat Mobi Trekking (R$ 74,990).
Featuring items such as air conditioning, power steering, leather seats, electrically adjustable mirrors, electric locks and even a multimedia system with cell phone pairing and a reversing camera, the Kwid Intense is a tempting option for R$ 75,530, just R$ 2,890 less than the entry-level model. However, the question that echoes is inevitable: is the investment in a zero km car, however basic, still worth it?
DESIGN AND DIMENSIONS
In early 2022, the Renault Kwid underwent a facelift that gave its front end a boost and revamped parts of the vehicle that had remained since launch.
The split headlights with LED daytime running lights at the top are present on all versions (Zen, Intense, Intense Pack Biton and Outsider), while the incandescent main headlights are just below. The redesign of the front bumper includes a new air intake at the bottom, and the front grille has gained new chrome details and fillets, giving the Kwid a more cheerful and cute expression.
On the sides, the wheels are 14-inch with 165/70 tires, it may not look like it, but the model uses hubcaps that give the impression of being alloy wheels; they remain with three screws for the haters on duty. At the rear, the changes are subtle, with only an update to the graphics, which have been given LEDs on the Intense, Intense Pack Biton and Outsider versions, as well as the inclusion of reflectors
The dimensions have remained the same since launch. The Renault Kwid is 3.68 m long, 1.57 m wide, 1.47 m high and 2.42 m long. In comparison, the Fiat Mobi is 3.56 m long, 1.66 m wide, 1.52 m high and has a 2.30 m wheelbase. As for the trunk, it’s 290 liters against 200 liters respectively.
Needless to say, I almost didn’t fit in the back. At 1.88 m, my head scraped and my legs almost prevented me from closing the door. Obviously with the seat almost all the way back. A child of 1.60 m, with the seat adjusted for me, wasn’t very comfortable either. I had to sit in the middle to make my legs more comfortable.
MOTORIZATION AND FEELING
The facelift of the Renault Kwid brought some improvements, although it didn’t include the expected 1.0 SCe engine from the Sandero. The hatch remained with the 1.0 three-cylinder engine, which received adjustments to the calibration, electronic power plant and phase sensor, resulting in an increase in power of 2 hp on gasoline and 1 hp on ethanol. In this way, the Kwid has gone from 66/70 cv (G/E) to 68/71 cv (G/E). Torque has also been improved, now producing 9.4 kgfm on gasoline and 10 kgfm on ethanol.
Driving the Kwid in the city is pleasant in terms of acceleration, although not as agile as the Citroen C3. The torque, especially with ethanol, makes for good shifts and responses, but the gearbox (five-speed) sometimes engages improperly, such as putting first gear instead of third – I felt the space between them was a little small. This happened to me a few times, something I didn’t experience in the C3 due to its more calibrated alignment. But it’s just a matter of adaptation.
The Kwid’s clutch isn’t as well calibrated as the C3’s. When stepping on to the “point”, it’s not as smooth as the C3’s. The Kwid’s clutch isn’t as well calibrated as the C3. When you step on it, the clutch shakes the car a lot, especially in first gear. It even feels like it’s going to come apart like a Lego. However, something that impressed me was the Kwid’s ability to start automatically when you step on the clutch, if the car dies, eliminating the need to turn the key. This is wonderful and an envy to its competitors!
On the road, it’s a typical 1.0 aspirated model. The Kwid is slow and struggles with overtaking. At high speeds, such as 120 km/h or a little more, the model starts to feel unstable on the straights, giving no feeling of safety. In addition, the acoustic insulation is terrible. The hatch emits a lot of noise inside the cabin, with engine noise intruding, the sound of the wheels on the asphalt standing out and even plastic noise. It’s so loud that it’s difficult to even hold a conversation – you have to speak loudly, or turn the sound down to almost the last volume.
Turning to the city, something that needs a lot of attention is the start-stop system. Usually only found in luxury cars, Renault has made a point of including it in the Kwid, which makes the hatch much more economical – it’s no coincidence that the Renault Kwid is the most economical car in Brazil. The system switches off the engine automatically when the vehicle is stationary, contributing greatly to fuel economy. When it’s time to start, the starts are neither too smooth nor too jerky – it’s not a nuisance.
This small change has had a big impact on my fuel consumption. Using only ethanol, my averages were 14.1 km/l in the city without traffic, 14.5 km/l on the highway and 11.5 km/l in São Paulo city traffic. That’s impressive compared to the Inmetro figures of 10.8 km/l in the city and 11 km/l on the highway with ethanol. On gasoline, the institute reports 15.3 km/l in the urban cycle and 15.7 km/l on the highway.
The brakes are reasonable. At the front, the Kwid offers solid disc brakes, while at the rear they are drum brakes. They have good sensitivity, but when braking sharply, the feeling of safety is not as strong. However, the car stops quickly, especially considering its weight of 820 kg, which helps a lot in these situations. Remember that the Kwid already had complaints about the brakes on its debut.
In curves, the car handles well, thanks to its weight and the stability control that does a good job. But at higher speeds, it feels like the vehicle is going to tip over. The suspension is a weak point, especially on São Paulo’s bumpy streets, where there’s a pothole around every corner. Every impact is felt very dryly, and it gives the impression that the car is going to dismantle itself with every pothole. But then again, we’re talking about an “entry-level” car, so it’s understandable.
Aside from these caveats, driving the Renault Kwid is very pleasant. The steering wheel is small and light, and the good torque contributes to this sensation.
INTERIOR AND TECHNOLOGY
The Renault Kwid doesn’t boast much in the way of comfort, let alone technology. But there is much to commend it, considering that it is one of the most basic cars in Brazil, designed to keep costs to a minimum.
The finish is all plastic, with no cozy touches on the doors or anywhere else. The quality of the plastic isn’t exceptional, but it’s not terrible either. The fittings are reasonably well done, comparable to the Citröen C3. Although there are few burrs, the armrest is quite small. In addition, there is no center armrest or glove compartment. The cup holders are small and only fit small bottles of up to 1 liter; they are located in the doors and near the luggage rack. Speaking of compartments, there is a space in front of the gearshift for storing everyday items.
The seat is uncomfortable, especially for big people like me. As with the C3, the excess foam can be uncomfortable for the back. A smaller person might feel more comfortable. However, the lack of edges on the seat contribute to a loose feeling.
An interesting aspect is that the Kwid combines fabric with imitation leather, something that is not common in cars of this category. In addition, the seat design is youthful, with blue stitching.
Ergonomics leave something to be desired, as there is no height adjustment on the seat or steering wheel. This makes it difficult to find a minimally comfortable driving position.
The steering wheel has no covering, being made only of plastic, but it is pleasant to hold, mainly due to the lightness of the electric assistance (Fiat Mobi has hydraulic assistance). In addition, the small size ensures a good grip. At the bottom of the right-hand side, as is customary in Renault cars, there are the multimedia controls.
The instrument panel is visually beautiful, with blue colors, in fact, a big improvement on the previous model. However, the rev counter has a limited scale, going only every 500 rpm. Even so, it’s an advantage to have a rev counter, something that some more expensive cars don’t offer, such as the C3 itself or the VW Polo Track. There is also a reasonably sized screen (larger than that of a Hilux) in the center of the dashboard, which provides useful information such as speed in km/h, tire pressure (in PSI), liters of fuel spent on the trip and even indications for changing gears.
The 8-inch multimedia is very effective in its responses and has average quality. However, in my opinion, it is one of the biggest points that the Kwid wins. In addition to a large screen, almost the size of a CR-V in inches, it helps a lot when parking with the reversing camera and the best part: Android Auto and Apple CarPlay with wires. In addition, you can see your score in relation to the vehicle’s economy (Eco Coaching and Eco Scoring).
SAFETY
The Kwid comes with stability and traction control, four airbags (front and side), ramp start assistant and brake alert. In other words, the Kwid offers more than the legislation dictates, such as two side airbags, something that its direct competitors don’t offer even in the most expensive versions.
OVERVIEW
The Renault Kwid certainly stands out as the most balanced option for those looking for a zero km “entry-level” car. Despite its simple finish, like its rivals, it offers intermediate comfort between models such as the Citroën C3 and the Fiat Mobi, with adequate space in the trunk but a bit of a squeeze in the rear. The highlight, without a doubt, is the interior, which has good equipment, especially in the Intense version, which is $2,890 more than the Zen version.
The engine has good settings and calibration in the city. On highways, it’s really hard to defend the compact hatchback. The lack of balance on straights and the very bad interior noise don’t make it any stronger in this respect. The Citroen C3 undoubtedly takes the lead in terms of handling. However, the Kwid’s economy is to be applauded.
When it comes to value for money among the competitors, the Kwid is marked out as the best option for different buyer profiles, from (small) families to fleet owners with roof ladders and rental companies. For individuals, especially in the Intense version, it offers an excellent harmony between price and features. It was even criticized, but its facelift has given it a makeover in many respects. That’s why I see the Renault Kwid as a great option among the entry-level zero km cars, both because of the insurance, revisions and cheap parts, and because of the competitors in the price range. In short, it’s worth it.
Technical data:
Engine: flex, front, transverse, 3 cyl, 12V, 999 cm³, 68/71 hp at 5,500 rpm, 10.0/9.4 kgfm at 4.250 rpm
Shift: manual, five gears, front-wheel drive
Steering: electric, 10 m (turning diameter)
Suspension: McPherson (front), rigid axle (rear)
Brakes: Ventilated disc (front), drum (rear), ABS
Tires: 165/70 R14
Weight: 820 kg
Dimensions: length, 368.0 cm; width, 157.9 cm; height, 147.9 cm; wheelbase, 242.3 cm; trunk, 290 l, tank, 38 l
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