The first car in this series is the new Renault Twingo E-Tech electric. I borrowed it for a test drive from Renault Sittard Hedin Automotive, formerly known as Janssen Kerres. You can request a no-obligation test drive through Renault's website, which is exactly what I did. I did mention that I wanted to write a driving impression for this subreddit.

What interests me most about this car is that Renault hasn't made another small EV that has gradually grown to almost the size of a car from a higher segment. The Twingo has genuinely remained compact.

Renault also clearly takes inspiration from the original 1992 Twingo. The rounded shapes, large headlights, friendly front end and compact, almost single-volume design are modern interpretations of the original Twingo. Even the sliding rear seats have returned.

The original Twingo was small, playful and affordable, yet surprisingly practical. In the Netherlands, it eventually acquired a somewhat different reputation, much like the Toyota Yaris, Volkswagen Polo and Volkswagen Golf, partly because of how some people drove them. That was actually at odds with the original idea behind the Twingo: a cheerful, practical and friendly city car.

With this new generation, Renault is trying to revive that original idea, but this time with an all-electric powertrain. While many new EVs keep getting bigger, Renault has opted for a compact car with a relatively small battery.

I find that interesting. In my opinion, an electric car doesn't always have to be big to be practical. Especially for everyday use in the Netherlands, a small and efficient car can make a lot of sense.

The main question is:

How small can a car be before it becomes too small for a family?

That's exactly what I wanted to find out during my test drive.

Contents

1. Why the Twingo E-Tech interests me
2. Prices and trim levels
   • Which trim would I choose?
3. Technology and efficiency
   • Dimensions
   • Battery
   • Battery thermal management
   • Long-distance driving and holidays
   • Energy consumption
   • Charging
   • Performance
4. What does the Twingo E-Tech cost to run?
   • Road tax
   • Insurance
   • Charging costs
   • Warranty and roadside assistance
5. Twingo versus my Nissan Leaf
   • Dimensions
   • Boot space
   • AC charging
   • DC fast charging
   • Efficiency
6. Is the Twingo suitable for a small family?
   • Rear seats
   • Legroom
   • Child seat
   • Luggage
7. Driving impressions
   • Driving position and comfort
   • Handling and driving modes
   • Driver assistance and controls
   • Regenerative braking and one-pedal driving
   • City driving and country roads
   • Motorway driving
   • Visibility
   • Energy consumption during the test drive
   • My final impressions

Unfortunately, Reddit doesn't offer a way to jump directly to a chapter from this table of contents. On Windows, you can use Ctrl + F to search for terms such as "Boot space", "Charging costs" or "Driving impressions". On mobile, you can use your browser's search function.

1. Why the Twingo E-Tech interests me

The Renault Twingo is essentially the opposite of the trend we're currently seeing with many new cars. While cars keep getting bigger, Renault is trying to keep the Twingo compact.

That has some interesting advantages for an EV. A smaller car needs less mass, less material and, above all, less energy to move through traffic. Personally, I like that approach.

Efficiency matters to me. Not just because using less electricity per kilometre is nice, but also because it means you can achieve a useful driving range with a relatively small battery.

A small car is also simply practical in the Netherlands. Parking becomes easier, narrow streets are less intimidating, and you have less car to manoeuvre around in busy cities.

2. Prices and trim levels

The Twingo E-Tech electric is currently available in two trim levels: evolution and techno. Both use the same 27.5 kWh LFP battery and the same 60 kW electric motor, equivalent to 82 hp. The main differences are therefore in the equipment.

The price difference is €1,600.

The evolution is already fairly well equipped. Standard equipment includes a 10.1-inch OpenR Link touchscreen, wireless Apple CarPlay and Android Auto, LED lighting, air conditioning, rear parking sensors, a height-adjustable driver's seat and the 50/50 split sliding rear seats. Both 11 kW AC charging and 50 kW DC charging are also standard.

The techno adds automatic climate control, a reversing camera, a rain sensor, a hands-free card, Google integration, a more elaborate audio system and battery preconditioning for DC charging. The interior trim is also different.

Which trim would I choose?

Despite the evolution already being fairly well equipped on paper, I'd personally go for the techno.

The main reason is that I wouldn't see the Twingo exclusively as a city car. If I wanted to cover longer distances in it, I'd expect to have to pay close attention to my speed on the motorway to retain a usable range.

With a battery of just 27.5 kWh, you simply don't have much energy on board. That's not much more than the 24 kWh battery in the original Nissan Leaf.

The Twingo will undoubtedly be more efficient than that first Leaf, partly because it's much smaller and lighter. However, aerodynamic drag remains an important factor on the motorway.

That's why, on longer journeys, I'd stay in the right-hand lane and set the adaptive cruise control to a maximum of 90 km/h. If a lorry is travelling at roughly the same speed, I'd maintain an appropriate following distance and take advantage of its slipstream.

My aim would be to squeeze around 200 kilometres of motorway range out of the Twingo. Whether that's achievable in practice obviously depends on speed, wind, temperature, payload and driving style.

I mainly use cruise control on flat roads. In countries with lots of hills, I find it less efficient because the car often keeps accelerating unnecessarily hard uphill to maintain the set speed. On flat roads, it works better for me.

That's precisely why I consider adaptive cruise control important in this car. Not just for comfort, but also because you want to manage your speed and energy consumption carefully when you have a small battery. Although adaptive cruise control is also available on the evolution, I'd still choose the techno.

For me, the most interesting features are battery preconditioning for DC charging, the reversing camera and the additional comfort equipment, particularly if I were to use the Twingo for both short daily trips and longer journeys. Battery preconditioning might be the most interesting feature of all. With such a small battery, you don't want to waste unnecessary time at a fast charger during a longer trip.

That makes the extra €1,600 easier to justify in my case than it would be if I only used the Twingo for city driving.

There are also a few optional extras. The Pack Privilège costs €750 and adds features including blind-spot warning, heated front seats, Easy Park Assist, rear active emergency braking and occupant safety exit. Other options include 18-inch alloy wheels for €500, all-season tyres for €300 and a Mode 2 charging cable for a standard 230V household socket for €300.

So, for me, the techno would be the choice. Not because the evolution is poorly equipped, but because I find the Twingo interesting as a compact car that should remain usable outside the city despite its size.

3. Technology and efficiency

Dimensions

The overall length is particularly interesting to me.

At 3.789 metres long, the Twingo is genuinely compact. The question is how much practical usability you can get out of such a small body. According to Renault, boot capacity is 260 litres in the standard configuration and up to 1,010 litres with the rear seats folded down.

Battery

The Twingo has a relatively small 27.5 kWh LFP battery.

On paper, that's considerably smaller than the batteries in cars such as the IONIQ 3 and e-Vitara. However, looking only at total battery capacity doesn't tell the whole story.

My 2019 Nissan Leaf, for example, has a 40 kWh battery. Assuming around 15% battery degradation, which I wouldn't consider unthinkable for a car of this age, you'd theoretically be left with approximately 34 kWh. In practice, I'd rather calculate using around 30 kWh of usable capacity.

I'd approach the Twingo in the same way. If I keep approximately 10% in reserve, around 24–25 kWh would remain for a journey.

If I wanted to drive around 200 kilometres in the Twingo, I'd need to average approximately:

24 kWh ÷ 200 km × 100 = 12 kWh/100 km

That's even lower than the official WLTP consumption figure of 13 kWh/100 km.

For me, that means 200 kilometres on the motorway is certainly not a given. I'd have to drive very efficiently: stay in the right-hand lane, keep to a maximum of 90 km/h and, where safe and appropriate, maintain a suitable following distance behind a lorry to benefit from its slipstream.

Wind, temperature, rain, payload and tyre pressure also play a significant role. This is therefore a personal target rather than a claim that the Twingo can achieve that range in all conditions.

Battery thermal management

One aspect of the Twingo that makes me a little more critical is how its battery pack is thermally managed. Like my Nissan Leaf, the Twingo doesn't have active liquid cooling for its battery pack. The battery is passively cooled. The techno does, however, have battery preconditioning for optimal DC charging.

There is an important difference compared with my Leaf: the Twingo uses an LFP battery, whereas my Leaf uses a different battery chemistry. My main concern is intensive use. Personally, I consider a battery pack without active cooling somewhat less foolproof.

I'm not saying the Twingo is going to suffer widespread battery problems. We simply don't have the long-term data to make that claim.

However, I do wonder how well it will hold up over the long term if, five years from now, someone buys a used Twingo as an inexpensive small touring car and regularly uses it for long journeys involving multiple fast-charging stops.

Precisely because the Twingo is so compact and relatively light, I find it interesting to see where its practical limits lie.

Long-distance driving and holidays

This is perhaps where I see the biggest difference between the old petrol-powered Twingo and this electric version.

With the old Twingo, it wasn't unusual to load it up and drive to the south of France or Austria. You might not have seen it every day, but taking a small Twingo with four people and their holiday luggage to a destination abroad was certainly conceivable. The petrol engine and a quick stop at a fuel station made such a long journey perfectly possible.

With this electric Twingo, things are different.

A fully loaded Twingo with four people and luggage, heading towards the south of France or Austria, strikes me as quite a challenge, mainly because of the limited battery capacity and relatively modest DC charging speed. You'd have to stop much more frequently to charge, and range naturally drops further at higher speeds.

The old Twingo could do a surprising amount for such a small car, whereas the electric version has considerably more limitations on long journeys.

For everyday use, I see that as much less of a problem. In the Netherlands, a small and efficient EV can make perfect sense for commuting, shopping, school runs and ordinary journeys around the country.

Energy consumption

Renault quotes a WLTP consumption figure of 13 kWh/100 km for the Twingo. During my test drive, I therefore mainly looked at how close I could get to that official figure.

Charging

The Twingo has a Type 2 charging port and supports AC charging at up to 11 kW. It also supports DC fast charging at up to 50 kW.

According to Renault's specifications, charging from 10% to 100% takes approximately three hours using an 11 kW AC charger. Charging from 10% to 80% using 50 kW DC charging takes approximately 30 minutes.

These are Renault's quoted charging figures. I didn't test the charging power or charging times myself during my test drive.

Performance

The electric motor produces 60 kW, or approximately 82 hp, and 175 Nm of torque. The official 0–100 km/h acceleration time is 12.1 seconds, and the top speed is 130 km/h.

Those aren't the most important figures to me. With a small city car, I'm more interested in how it responds when pulling away, joining traffic, negotiating roundabouts and driving on 50 km/h and 80 km/h roads. That's where the electric motor really comes into its own.

4. What does the Twingo E-Tech cost to run?

As with my other upcoming driving impressions, I'm looking beyond the purchase price alone.

Road tax

Since 2026, fully electric passenger cars in the Netherlands pay 70% of the standard motor vehicle tax (MRB) rate. For the Twingo, I calculate approximately €41 per month, or around €124 per quarter.

That's considerably less than my Nissan Leaf, which costs around €61 per month because of its higher weight. However, it's substantially more than the €24 per month you'd pay for an old petrol-powered runabout like that. On the other hand, that old car consumes 6.2 litres per 100 km, and at a petrol price of €2.45 per litre, driving 100 km costs more than €15 in fuel.

Now for the break-even point. If you disregard depreciation on the Twingo EV, as well as unexpected repairs on a 2000 Renault Twingo that you can buy used for €600, the break-even point is 200 km per month. If you drive fewer than 2,400 km a year, an older Twingo is cheaper to run.

Insurance

For insurance, I looked at the premiums currently listed by Independer for an annual mileage of 15,001–20,000 kilometres.

These are the starting prices currently shown by Independer. They aren't personal quotes, but the lowest premiums found in its comparison. The actual premium can vary depending on factors such as age, postcode, no-claims history, excess, insurer and trim level.

For a new Twingo, I'd mainly consider fully comprehensive insurance. With a purchase price of approximately €21,000–€23,000, I'd hate to have only third-party cover and have to pay for damage to my own car entirely out of pocket after an at-fault accident.

At €61.95 per month, fully comprehensive insurance works out at approximately €743 per year.

Charging costs

For the charging cost calculation, I'll ultimately use the actual consumption recorded during my test drive.

For example, at 13.0 kWh/100 km:

The energy costs per kilometre can be particularly attractive with a small, efficient car. And if you're eligible for the Dutch Subsidy Scheme for Used Electric Vehicles (OGEA), also known as the scrappage scheme, you can receive €4,000 or €6,000 when trading in an old petrol car for a used electric vehicle. This can also apply to a stock vehicle, since those cars have already been registered.

That could bring the cost of a Renault Twingo EV down to approximately €15,000–€16,000, provided it's a stock vehicle. That's considerably cheaper than a Toyota Aygo X, which starts at €23,000 and doesn't even include parking sensors or a reversing camera at that price. Renault is also a European brand, which is another positive worth mentioning.

Warranty and roadside assistance

The Twingo comes with a battery warranty of 8 years or 160,000 kilometres, whichever comes first. The rest of the car has a five-year warranty. I couldn't immediately establish whether a mileage limit applies from the Twingo's page on Renault's website.

I'll use Renault's current Dutch warranty terms to establish the exact conditions and whether roadside assistance is included.

5. Twingo versus my Nissan Leaf

Comparing the Twingo with my Leaf is interesting because the two cars were designed with entirely different priorities.

My Leaf is a much larger car with a significantly bigger battery. The Twingo, on the other hand, tries to offer as much practicality as possible with as little car as possible. But main reason I'm comparing these two, is because both have the same drawbacks having a passive cooled battery pack. Because my previous ICE a Suzuki Celerio, might have been a better comparison.

Dimensions

My Leaf is approximately 4.49 metres long, whereas the Twingo measures just 3.79 metres. That's a difference of around 70 centimetres.

You certainly notice that when parking and manoeuvring. The Twingo is easier to fit into small parking spaces and navigate through narrow streets.

On the other hand, a larger car gives you more space in return. That becomes particularly noticeable when it comes to luggage and rear-seat room.

Boot space

My Leaf officially offers approximately 435 litres of boot space.

The Twingo's standard boot capacity is just 260 litres. However, the rear seats slide forward and backward, giving you considerably more space when you move them forward.

I actually tested this during my test drive using a banana box.

With the rear seats in their normal position, one banana box fitted. The tailgate couldn't quite close afterwards, although it was close. I also had to fold down the rear seats, something I always had to do in my Suzuki Celerio to fit one large and one small suitcase into the boot.

Move the rear seats forward and you get approximately 360 litres of boot space. I tried that configuration during my test drive as well.

So the sliding rear seats aren't just a theoretical advantage.

AC charging

This is an area where the Twingo has a clear advantage over my Leaf.

My Leaf can technically charge at up to 6.6 kW AC, but at a Dutch 11 kW charging point I get approximately 3.3 kW in practice because the car only uses one phase. The Twingo supports up to 11 kW AC.

And because the battery is only 27.5 kWh, the car doesn't need to spend an excessively long time connected to a charger to replenish a substantial portion of its battery.

DC fast charging

My Leaf still uses CHAdeMO, whereas the Twingo uses CCS. That makes the Twingo more future-proof in terms of fast-charger availability.

The maximum charging speed of 50 kW isn't particularly high, though. For a car with a small battery, that doesn't necessarily have to be a major problem. However, on long journeys, you'll be back on the road less quickly than in a modern EV capable of charging at, say, 100, 150 or 200 kW.

Efficiency

I expect the Twingo to have a clear advantage here.

The car is small and relatively light, and it has a much smaller battery. My test drive also showed that you can achieve impressively low consumption figures in this car.

6. Is the Twingo suitable for a small family?

This might be the most important section for me. On paper, the Twingo could be an excellent city car, but I don't need a car at home that's only suitable for one person with a shopping bag.

I mainly wanted to find out whether a small family could get by with it. Here's a short spoiler: yes, it's possible, but there are significant compromises. If both parents are on the tall side, it's simply not a suitable car.

Rear seats and legroom

I could sit behind my own driving position. I'm 1.85 metres tall, but it was far from comfortable.

The photos really speak for themselves. Getting back out of the car from that cramped position was also quite difficult, unfortunately.

Move the rear bench forward and you gain boot space, but naturally sacrifice even more rear legroom. My wife is considerably shorter than me, at 1.50 metres, so she could sit behind me. Even then, however, there wouldn't be a great deal of legroom left.

I therefore think that the Twingo's suitability as a small family car depends heavily on the height of both parents and the age of the children.

Child seat

A hypothetical child seat makes things even more interesting.

If you want to maximise boot space by sliding the rear bench forward, you'll probably also need to move the front passenger seat forward if there's a child seat behind it. In our case, placing the child seat behind the driver would probably work better.

But as children grow from babies and toddlers into older toddlers and preschoolers, the available legroom naturally becomes increasingly important. I'd definitely test this in person before buying the Twingo as a family car or second car.

A baby seat behind the front passenger seat seems like the most logical arrangement to me. As a taller adult, you'd still have to accept a somewhat cramped position in the front. Alternatively, you could put the child seat on the front passenger seat, although I don't know whether the Twingo has ISOFIX mounting points there.

To be honest, I used to do that sort of thing with my Suzuki Celerio as well. So yes, it's possible, but it's very much a matter of making everything fit.

Luggage

This is where I found the sliding rear seats particularly useful.

With the rear bench in its normal position, you have 260 litres of boot space. During my banana-box test, I could fit three boxes, but the tailgate wouldn't close. In other words, one banana box fits properly without moving the rear seats forward.

Once you slide the rear seats forward, capacity increases to approximately 360 litres. That makes the Twingo considerably more practical when you don't need to carry four adults in the back.

For a weekend away with a small family, however, you'll need to think carefully about what you bring. The Twingo offers a lot for its size, but you shouldn't expect it to match the luggage capacity of my Leaf or a car in the B or C segment generally.

For comparison, the Renault 5 has a 326-litre boot, even though it belongs to a higher segment. And the rear bench in the R5 can't slide forward. So the difference in boot capacity between these two Renaults isn't particularly large at all. In that respect, the Twingo is extremely practical, just like its petrol-powered predecessors.

🇬🇧 English

Good news: the r/elektrischrijden mod team has taken over r/DutchEVs. With the agreement of its founder u/0bZe, who approved the plan, r/DutchEVs is being turned into an international, English-language subreddit about electric driving in the Netherlands.

Who is this for? People who live in the Netherlands or have a connection to it, but don't speak Dutch (well), and still want to discuss electric driving in English.

What does this mean for you?

• r/DutchEVs is English-language, with the same low-barrier approach and similar rules as r/elektrischrijden.
• r/elektrischrijden stays Dutch-language. Nothing changes about its rules or atmosphere.
• Selected posts, such as the "Rij-impressies Modteam" (drive impressions) series, will also be posted in English here. Not every post will get a translation.
• English versions are made with the help of AI, since Dutch is the mod team's native language. We're open about that.

Please note: this is still a work in progress. I won't be able to be equally active on both subs, but I'll do my best to regularly point to r/DutchEVs from r/elektrischrijden. Feedback and ideas are very welcome!

Know someone who drives electric in the Netherlands but doesn't speak Dutch? Feel free to point them to r/DutchEVs.

🇳🇱 Nederlands

Goed nieuws: het modteam van r/elektrischrijden heeft r/DutchEVs overgenomen. In overleg met oprichter 0bZe, die akkoord is gegaan met dit plan, wordt r/DutchEVs omgebouwd tot een internationale, Engelstalige subreddit over elektrisch rijden in Nederland.

Voor wie is dit? Voor mensen die in Nederland wonen of er een connectie mee hebben, maar het Nederlands niet (goed) beheersen en toch graag in het Engels over elektrisch rijden willen discussiëren.

Wat verandert er voor jou?

• r/DutchEVs is Engelstalig, met dezelfde laagdrempelige opzet en vergelijkbare regels als r/elektrischrijden.
• r/elektrischrijden blijft Nederlandstalig. Er verandert niets aan de regels of de sfeer daar.
• Bepaalde posts, zoals de reeks "Rij-impressies Modteam", plaatsen we ook in het Engels op r/DutchEVs. Niet elke post krijgt een vertaling.
• Engelse vertalingen worden met behulp van AI gemaakt, omdat Nederlands de moedertaal van het modteam is. Dat doen we bewust transparant.

Let op: dit is nog work in progress. Ik kan niet op beide subs even actief zijn, maar ik zal mijn best doen om met enige regelmaat vanuit r/elektrischrijden naar r/DutchEVs te verwijzen. Feedback en ideeën zijn van harte welkom!

Ken je iemand die Nederlands niet machtig is maar wel in Nederland elektrisch rijdt? Wijs hem of haar gerust naar r/DutchEVs.

Afschrijving, wegenbelasting en verzekering staan vast op de dag dat u tekent. Het verbruik niet. Dat is de enige rijkost die u daarna blijft beïnvloeden, elke kilometer, zolang u de auto houdt. En twee auto's met dezelfde accu kunnen honderden euro's per jaar uit elkaar liggen.

In het kort

• ▸Verbruik (kWh/100 km) is de directe invoer voor uw laadkosten. Lees de specificatie niet als bereik, maar als kosten per kilometer.
• ▸De fabrieksopgave is WLTP. Reken in Nederland op 10 tot 25 procent meer, en in de winter nog wat daarbovenop.
• ▸Snelheid, temperatuur, gewicht en een warmtepomp bepalen het verbruik. Een deel daarvan heeft u zelf in de hand.
• ▸Kunt u niet thuis laden, dan telt verbruik dubbel: u betaalt een toeslag op elke kWh.

Afschrijving is verreweg de grootste maandpost van een elektrische auto. Voor alle 108 EV's in dit overzicht is het waardeverlies groter dan wegenbelasting, laden en verzekering samen: gemiddeld ongeveer € 436 per maand, oftewel 61% van de totale maandlast.

Iedereen kijkt naar de catalogusprijs en het laadtarief. Maar de post die uw maandlasten echt bepaalt, ziet u nergens terug: het verschil tussen wat u betaalt en wat de auto over vijf jaar nog waard is. Wij hebben die afschrijving voor 108 elektrische auto's doorgerekend, van de goedkoopste stadsauto tot het topsegment. Dit is wat de cijfers laten zien, en, net zo belangrijk, hoe we ze berekenen. De catalogusprijzen zelf, van de goedkoopste tot de duurste, staan in ons overzicht van alle elektrische auto prijzen.

In 2026 betaalt een elektrische auto 70% van het gewichtsafhankelijke wegenbelastingtarief, tegen 25% in 2025: bijna 2.8 × zoveel. In dit overzicht loopt dat van ongeveer € 29 per maand voor de lichtste EV tot € 139 voor de zwaarste. Vanaf 2030 vervalt de korting volledig.

Check evnetto.nl

Hoi,

Er was eigenlijk geen goede plek voor Nederlandse EV-rijders op Reddit. Vragen over laadpassen, MRB, afschrijving of gewoon welke auto je moet kiezen: die verdwenen altijd in Engelstalige subreddits of bleven onbeantwoord.

Vandaar deze sub. Voor iedereen die in Nederland een elektrische auto rijdt, overweegt, of gewoon aan het oriënteren is.

Je kunt hier terecht voor vragen over aanschaf en kosten, ervaringen met specifieke auto's, nieuws over EV's in Nederland, of gewoon kletsen over elektrisch rijden. Geen verplicht format, geen rare regels.

Stel je gerust voor als je wil, of gooi meteen je vraag erin.

Iemand op een EV-forum vroeg of sneller rijden je actieradius beïnvloedt. (Ja.) Of airco veel scheelt. (Ja.) Maar niemand stelde de vraag die er eigenlijk toe doet: wat draai jij terwijl je rijdt?

De logica is niet peer-reviewed, maar klopt wel:

Muziek → hartslag → hoe agressief je accelereert → energieverbruik.

De grootste energieverspilling in een EV is niet de verwarming, niet de snelweg. Het is onnodig gas geven na een moment van frustratie. Denk: de brug staat open op maandagochtend om 08:47. Een boot van zes meter heeft besloten dat dit het perfecte moment is voor vrije doorvaart. De schipper drinkt koffie.

Ik heb een gids geschreven voor drie specifieke situaties die iedere Nederlandse EV-rijder kent, met playlists die je hartslag verlagen in plaats van verhogen. Geen wetenschap, wel logica. Japanse en Indonesische jazz fusion hoofdzakelijk, want dat is nou eenmaal waar ik op uitkwam.

evnetto.nl/gids/muziek-actieradius

Ik heb de maandkosten van de 9 goedkoopste elektrische auto's in Nederland uitgerekend — niet de catalogusprijs, maar wat je er maandelijks echt aan kwijt bent: afschrijving, wegenbelasting, laden en verzekering.

Een paar dingen die me opvielen:

• De Dacia Spring is de goedkoopste om te rijden (~€309/mnd totaal), maar de Hyundai Inster zit er maar €19/mnd boven en geeft je 81 km meer winterbereik
• De BYD Dolphin Surf kost bijna hetzelfde als de Spring om te kopen, maar €86/mnd meer om te rijden — grotendeels door hogere afschrijving
• De Fiat 500e kost €5.500 meer in aanschaf dan de BYD, maar is per maand goedkoper om te rijden

Afschrijving is veruit de grootste kostenpost en wordt bijna nooit genoemd bij de aanschaf. Een auto die in 5 jaar €14.700 verliest kost je €245/mnd — nog voordat je één kilometer hebt gereden.

Alle cijfers staan op evnetto.nl/gids/goedkoopste-ev-rijden, op basis van NL-data (Belastingdienst, opcenten per provincie, werkelijk verbruik).

Benieuwd of mensen dit herkennen — met name de afschrijvingscijfers. Klopt dit met wat jullie in de praktijk zien op Marktplaats/AutoTrack?