► New Megane goes pure-electric► Concept car looks and stylish cabin
► But it isn’t the hot hatch we expected
Renault has some bold electrification ambitions. The company pioneered the small electric hatch with the Zoe and is scheduled to follow that car in 2024 up with a reborn, pure-electric version of the Renault 5 hatchback. But nowhere is the brand’s ambition more apparent than with this – the new Megane E-Tech Electric.
It’s the replacement for the company’s petrol-powered Megane hatchback – and it’s been designed to compete with heavy-hitting pure-electric family cars like the Volkswagen ID.3, Cupra Born and Kia Niro EV. The competition is certainly stiff, but Renault is pitching the new Megane as an electric hot hatchback in the UK, which it reckons will give it the edge in the class.
An electric hot hatchback? Sounds great!
Allow us to temper your expectations. The new Megane E-Tech Electric is not some sort of EV equivalent to the stunning Megane RS Trophy-R. Think of it as a warm family hatch, similar in focus to the Ford Focus ST-Line or the Kia Ceed GT. It’s sporting enough to make you smile on the right back road, but soft enough to keep your fillings in place when the tarmac gets choppy.
The new Megane is powered by a 60kWh battery pack and an electric motor mounted on the front axles. The system has an output of 214bhp and 221lb/ft of torque, which Renault says is enough for a 0–62mph time of 7.5 seconds and a top speed of 99mph. So, you won’t be baiting Teslas at the lights, but you’ll nose ahead of most petrol-powered hatchbacks.
But these figures are somewhat meaningless in the real world. What impresses the most is how the Megane accelerates when you’re on the move. Unlike the Volkswagen ID.3 or the Nissan Leaf, the Renault doesn’t run out of steam once it crests 50mph – it’ll keep accelerating strongly right up to motorway speeds, which means you always have the confidence for an overtake.
Renault also says the Megane will cover 280 miles on a charge, but we found that to be more like 200 during our time with the car. Still, the range indicator seems to be trustworthy – we tackled a 70-mile trip in the car from the launch event and it used almost exactly 70 miles of electricity. Charge times are good, too. You can easily brim the battery overnight from a 7.4kW wallbox.
Not bad. But how’s the handling?
Expel all notions you may possess of this being a track monster. The standout feature is the ride quality. On an average UK road, the Megane is far more composed and comfortable than the Cupra Born or the Volkswagen ID.3. It breezes over potholes and expansion joints with surprising ease, even with its enormous 20-inch alloy wheels.
The chassis is quite softly sprung, but the dampers are just stiff enough to keep the body flat through fast corners. The cornering ability is also helped by having the concentrated mass of the battery pack low down in the platform – Renault says the Megane E-Tech’s centre of gravity is a full 90mm lower than the old petrol Megane’s. That’s a significant difference that we can certainly believe.
But (and this is a complaint we can level at most electric family hatchbacks), you can’t get around the weight. Renault’s engineers have done a stellar job of trimming fat off the Megane, making it almost 100kg lighter than its main competitors. But it still tips the scales at more than 1,600kg, which is an awful lot of mass for the suspension to deal with on a challenging back road.
If you try to hustle it hard on rural roads, the suspension will fidget around. The problem isn’t helped by those massive alloys, as the lack of sidewall transmits more vibrations through the strut and into the chassis, unsettling the car if you hit a bump hard enough. We also found it to be quite nose heavy. The battery stops at the rear seats, which means there isn’t a lot of weight over the rear axle – and that means the car tends to pitch down over sharp crests.
Is the interior any good?
Oh yeah. It’s much more attractive than the ID.3 or the Born’s interior and it’s packed with clever design touches. Take the gear selector – it’s a stalk mounted on the steering column rather than a lever on the centre console, which is a much more efficient use of space. The decision allowed Renault to design an enormous centre console with more storage room than a walk-in wardrobe.
We like the infotainment system, too. The 9.0-inch screen runs on Google software so, if you have an Android phone, it’ll automatically pair to the car when you step inside. That tray under the touchscreen is another great addition – it’s big enough to hold even the largest smartphones and, on mid-range Techno models and up, it’s a wireless charging pad.
The cockpit is trimmed nicely, with quality to banish those shonky Renault prejudices. We like the unusual fabric dashboard cover (which is made from recycled plastic bottles) and the stylish suede inserts on the doors, but we’re interested to see how they stand up to the trials and tribulations of family life. Suede trim can end up looking like an old flannel if mistreated.
Boot space is good at 440 litres, but the area is an odd shape with most of its capacity coming from its depth rather than its length. There isn’t a ski hatch in the rear backrest, either, which means you’ll need to fold the bench flat more often. The Volkswagen ID.3 and Kia Niro EV are arguably more flexible – but they don’t look like concept cars, so pick your poison.
Verdict
The Renault Megane E-Tech Electric is a great electric hatchback. It’s comfortable, spacious, well-equipped and fun to drive – but a hot hatchback to replace the old Megane RS it is not. Here’s hoping Renault ups the ante soon with a proper Renault Sport version.
Slightly disappointing performance aside, the new Megane is a definite cut above the Volkswagen ID.3 and Cupra Born – and that’s all it really needs to do to stand out in the class for the time being. Its chassis is more composed more of the time and its interior is a far better place to while away the miles. Overall, it’s a promising start to Renault’s electric revolution.
Keyword: Renault Megane E-Tech Electric (2022) review: big ambitions