It is noteworthy that several Renault models were converted to electric drive during the 1950s to 1970s in the United States. So too did a number of examples of the Renault 12 that were electrified by Electric Vehicle Associates (EVA).
Text: Eduard Palaghita & Tony Vos - Photos: Ahmed Thameed
Although there are several electric Renaults known in the United States (Dauphine, R8, R10, R5), the oil crisis in the early 1970s was the impetus for a great interest in electric vehicles mainly to reduce the United States' dependence on fossil fuels.
Photo: The steering wheel with the large centre cushion was standard on the American Renault 12.
Thus, the Department of Energy launched several programmes to encourage the development of electric cars. Strong efforts were made to use electric cars as much as possible in fleets. In that context, Electric Vehicle Associates (EVA) was formed in 1974.
Photo: The electric motor in the front.
The company, based in Cleveland, Ohio, converted numerous petrol cars to electric propulsion between 1974 and 1982. It also converted vans, pick-ups and buses. The converted cars no longer bore the manufacturers' nameplates, but went through life under a different name. For instance, the Ford Fairmont became the Current Fare, the AMC Pacer station wagon was renamed the Change of Pace and EVA launched the Renault 12 as the Metro.
The basis for the Metro was the Renault 12 sedan with a three-speed automatic transmission, or at least that is what we read in the earliest information. Equipped with an electric motor and a series of batteries, the car came to a total weight of 1,427 kg and was allowed to carry around 270 kg of weight (passengers and luggage).
The range, of course, depended heavily on how the Metro was driven. The manufacturer claimed a maximum range of 93 kilometres at a speed of about 40 km/h and 55 kilometres at 55 km/h. Top speed was almost 90 km/h and acceleration from 0 to 50 km/h took 15 seconds and up to 72 km/h took 27 seconds.
Photo: The Renault 12 nameplate was swapped for that of EVA.
Seven were sold as a fleet to the Canadian province of Manitoba in 1975, two of which were later donated to the University of Manitoba in city of Winnipeg. The remaining five were auctioned off and ended up with individuals in various cities.
In 1976, one was extensively tested by NASA along with several other electric vehicles. Experience was mainly gained in terms of maximum drivable distances under various conditions. The EVA Metro ran exclusively on lead-acid batteries, while experiments with nickel-zinc batteries were also conducted in some cars. One of the built examples of the Metro rode in US President Jimmy Carter's inauguration parade in 1977.
As far as we know, two copies of the original EVA Metro still exist, one in Canada and this one owned by Eduard Palaghita (Eddie) from the United States. He is without doubt the biggest American fan of the Renault 12 in all its forms. He has a collection with several examples, including even Dacias.
Eddie: "I found this car on Facebook Marketplace in the state of Georgia. The owner was someone who loved electric cars. He bought the Metro from its first owner in Ohio with just 7,000 miles. He drove it back and forth to work for several years so it eventually had 11,000 miles on the odometer when I got it."
Photo: On the instrument cluster, only the centre-mounted speedometer has remained the same.
All those years of daily use had left their mark, though. A major restoration was needed in which Eddie wanted to keep the car as original as possible. He outsourced this work to Entropy Racing in Pennsylvania where they dedicated a year and a half to engineering. The original General Electric electric motor was rebuilt, but the original lead batteries did not return. These were replaced by lithium-phosphate batteries.
The bodywork Eddie left largely untouched and still has the original brown metallic colour that has faded here and there. But this allowed the original EVA Electric Vehicle decals to be preserved. Where necessary, he purchased new parts, such as the rear lights.
On the outside, the car bears all the hallmarks of the American Renault 12 TS. That is, double round headlights, marker lights on the side and larger bumpers, the one at the front being mounted higher similar to the post-facelift R12.
Two upright reversing lights are placed on the inside of the rear lights, while the number plate lights are not on the bumper, but as two separate units next to the plate.
The car rolls on Fergat wheels and has the trim strip running across the body from front to rear.
The interior features black artificial leather seats with integrated headrests. Different is the steering wheel with an oversized centre cushion. That was a specific item for the North American Renaults 12, as well as the 15 and 17. The Renault monograms and logos are missing. The brand name EVA adorns the edge of the boot lid and the aluminium trim on the dashboard under the glove box. The car has the centre console we know from the 12 TS. It includes a volt and ammeter. Central on the dashboard is the speedometer. The instruments on either side of it have been given a different function: the voltage of the battery pack on the left and the state of charge of the battery on the right.
Where initial information spoke of the Renault 12 having a three-speed automatic transmission, this one simply has a four-speed gearbox operated with the familiar long lever.
The technology under the bonnet looks new. The pack of compact batteries is in the boot. Eddie has put a Plexiglas cover window over it. This allows him to carry luggage and also show the technology to interested parties.