Renault's Megane E-Tech Electric gets a useful package of mid-term improvements. Jonathan Crouch takes a look.
Ten Second Review
The Megane E-Tech Electric was the first properly class-competitive modern-era Renault EV - and has been usefully enhanced as part of this update. It now goes further, charges faster, looks smarter and offers better value. But the competition in the family hatch and compact crossover EV segment is fierce.
Background
Having relied for almost a decade on its relatively old-tech ZOE supermini to sustain its EV fortunes, in 2022 Renault launched the first of its much more competitive modern-era electric models - the Megane E-Tech. Which four years on, got the comprehensive package of updates we look at here.
It still sits on the same CMF-EV platform used by the Nissan Ariya, but bolts to it a larger, longer-ranging NMC battery which - for the time being anyway - should keep this Renault up with the class competition. You still might be tempted to find a couple of thousand more for the more practically-orientated Scenic E-Tech model though.
Engines and Tech Spec
The 220hp front-mounted motor of this Megane remains the same. What's different is the battery that energises it, which has switched from Nickel Manganese Cobalt (NMC) to Tesla-style Lithium Ferro Phosphate (LFP). That change and an increase in the size of the pack from 60kWh to 67kWh has boosted range between charges to 310 miles (25 miles further than before). A crucial change because it allows this Renault to keep parity with its closest European segment rival, the Volkswagen ID.3 Neo, which in volume 58kWh form manages 307 miles.
Renault continues to promises that this car's sporty looks will translate into a sporty drive, though the substantial extra 100kg of weight delivered by the new LFP battery isn't going to help in that regard. The French brand says that it's tweaked the suspension (and the steering) to compensate. With the most urgent of the provided 'MySense' drive modes ('Sport') engaged, 62mph can be dispatched in 7.6s (just 0.1s slower than before) en route to 99mph. And as before, just one drivetrain is available - so no twin motor variant; Renault says that would have meant design compromises which would have added further weight.
Also as previously, there are selectable settings (four of them) for the regenerative braking system, the left steering wheel paddle increasing regen for town use, the right one reducing it for highway driving. The most urgent of these slows the car considerably off-throttle, though not to quite the same extent as the 'e-Pedal' set-up on this Renault's Nissan Ariya cousin model.
Design and Build
The idea with the visual changes made as part of this facelift was to enhance the car's perceived width and on-road stance. If you happen to be familiar with the earlier version, the first thing you'll probably notice about this updated car is the smarter front end, which sees the headlights now flanking a gloss black trim strip featuring a diamond-shaped pattern. There's also a power bulge in the bonnet; a more aggressive front bumper; and eye-catching 'chequered flag'-style LED running lights.
The silhouette looks much the same as before, the original look inspired by the Megane eVision concept car unveiled back in 2020. But if you think nothing's changed in profile other than refreshed 19 or 20-inch wheel designs, look a little closer; the bulkier battery pack has increased the height of the car by 20mm. At the rear, the light bar now has a moulded 3D design. And there are flush-fitting electric front door handles
Presumably, the updated budget was exhausted by the time it came to the cabin because there aren't any significant changes there. All versions do though, now get the larger 12-inch size of central infotainment screen, which is now embellished with Google's Gemini AI-powered virtual assistant. There's also a new driver-recognition camera on the A-pillar. And as before, there's a 12-inch instrument display. All-round visibility might be something you'll have to adapt to a bit. The front A-pillars taper outwards at the base, which isn't ideal at junctions, but the main issues lie when viewing over your shoulder at the side and the rear - inevitably so given that narrow glass area, the letterbox-shaped rear screen and the considerable rear C-pillars.
As for the rear, well operating the upper door catch hidden in the C-pillar will have clued you into the fact that the designers here were aiming for a coupe-like feel, which is fine for impressing people at the gym but not so good for those who must be confined back here for more than short periods. The C-pillars are wide, the window line high, the upholstery dark and the rear window glass usually privacy-tinted. Plus (unlike in this model's Nissan Ariya cousin) you can't specify a panoramic glass roof to lighten the gloom - though perhaps that's just as well given a relatively restricted ceiling height that won't please loftier folk. None of this is a recipe for a light, airy cabin and of course you don't get it. Nor is legroom (there's 685mm of it) as generous as you might expect from a full-battery model with a dedicated EV platform: a rival Volkswagen ID.3 Neo has a wheelbase length 85mm longer and if you're looking for extra room for your knees, that really shows.
The tailgate rises to reveal a larger space than the short rear overhangs lead you to expect - 440-litres, though it's a slightly odd-shaped area, with most of its capacity coming from its depth, rather than its height. There's a helpful cubby beneath the floor for the carriage of charging cables - which is just as well because there's no under-bonnet 'frunk'. And though folding down the 60:40-split rear bench doesn't deliver a particularly flat cargo area, its 1,332-litre size should be easily sufficient for the needs of most owners.
Market and Model
Despite the improvements made as part of this update, there was hope at the time of this facelift model's launch that pricing for this Megane E-Tech Electric might actually become more affordable than the earlier version (which cost from just over £31,000 at the time of this update, after deduction of an available £1,500 government grant). There are two reasons for this; first Renault says that the adoption of LFP battery technology has made this improved Megane less expensive to produce. And second, the brand expects that this model can move to the higher £3,750 'Band One' level of government grant (as its Scenic, Renault 4 and Renault 5 showroom stablemates have).
There are now just two trim levels available - base 'Techno' and plusher 'Esprit Alpine'. Even 'Techno' spec gets you heat for the steering wheel and seats, a 360-degree surround view camera, an artificial leather dashboard covering, wood-effect or 'spectral grey' door trim and a wireless 'phone charger with Qi2 and MagSafe tech. 'Esprit Alpine' further adds a Harmon Kardon sound system, massaging electric seats and extra Level 2 autonomous driving features. This plusher trim level also delivers a more pleasing cabin finish, the black or grey fabrics of the 'Techno' version replaced by suede-effect blue-stitched upholstery.
As before, there are clever touches too. For example, the climate system - which thankfully has separate centre stack controls - works with a clever heat pump that more efficiently reuses energy lost to help heat the cabin. There are 48 possible interior lighting combinations, with a thin band running along the door panels and dashboard. It's even possible for the Megane E-Tech to mimic humans' 24-hour circadian rhythm by matching its cabin colours to the time of the day, offering cooler shades in the day and warmer red tones at night.
Cost of Ownership
To keep up to class standards, this Megane needed an increase in DC charging speed - and gets it, the figure increased by 35kW to 165kW. Which reduces the time needed for a 15-80% DC charge by a quarter, to 24 minutes. As before, Renault includes a standard-fit heat pump, which is just as well because the new LFP battery tech isn't as effective the old NMC pack in maintaining range in cold weather. Expect the AC charging times to be much as before. Which means that with a 7.4kW home wallbox and a single-phase supply, you'll need about 9 hours and 15 minutes for a full charge, a figure you can reduce to around 6 hours 30 minutes with an 11kW three-phase supply.
The warranty is a conventional three year / 60,000 mile affair, which is some way behind the five and seven year coverage packages respectively offered by Hyundai and Kia in this segment. The battery of this Megane is covered by a separate eight year / 100,000 mile policy, during which you'll get a replacement battery if the original one deteriorates to less than 70% of its capacity.
Servicing is every year or 18,000 miles, whichever comes first, so you'll save a bit on that compared to a combustion-engined model. And Renault offers an 'EasyLife Service Plan', which can be had with either a 3 year/30,000 or a 4 year/40,000 mile package. There's the usual 4% BiK tax rate that applies to all EVs - until Spring 2027, with a 1% annual increase scheduled every year thereafter. Expect an insurance grouping up at around 26E.
Summary
Renault needed to remind people that this Megane E-Tech Electric still has much to offer in the segment for compact electric family hatchbacks and crossovers. And this timely mid-term update should help the brand do exactly that. The previous concerns we had over real-world driving range are less of an issue with this improved model's larger NMC battery. And the looks are certainly sharper.
You can still get more driving range - and certainly more rear seat room and boot space - in this segment. But, arguably, not with such appealing packaging as Renault has delivered here. If that's enough to sell you this car - and if you can ignore the fact that the brand offers much more versatility for not much more with its Scenic E-Tech crossover/MPV - then this Megane is certainly well worth a look.
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