Renault Megane E-Tech – AutoWeek test

Why did Renault give its latest EV an existing name?

Renault was one of the first major brands to take the future of the electric car seriously. The Fluence was even a true EV pioneer in 2011; only the Nissan Leaf appeared on the market a year earlier. But Renault’s EV lead quickly turned into a deficit, which has grown painfully wider in recent years. Renault now wants to make up for that, and quickly: the Megane E-Tech Electric must make life miserable for popular EVs such as the Volkswagen ID.3, Cupra Born and Kia Niro EV.

Because the name ‘Megane’ is used again, the suspicion arises that Renault has based its new EV on an existing model originally intended for fossil fuels. But that is definitely not the case. The Megane E-Tech Electric is based on the new electric CMF-EV platform that Renault has developed together with Nissan. The Nissan Ariya also uses this platform, Renault’s electric SUV intended for 2024 – which will be called Scenic – also shares the same technology.

The new Megane E-Tech Electric therefore has an old name, but is a completely newly developed car. A different approach than, for example, Volkswagen, which has created the sub-brand ID for its electric models. For the time being, the 100% electric Megane is still being sold alongside the Mégane Estate, but it will of course eventually clear the field. By retaining the name ‘Megane’ (now without the accent on the first ‘e’), it is immediately clear how we should interpret the car and what its position is in Renault’s model range.

A large luggage compartment and a separate compartment for the charging cable in the back.

About that new electric platform: what exactly does that look like?

In a literal sense, the Megane E-Tech Electric’s new platform looks like a large skateboard, with the flat battery pack acting as a floorboard. A proven method, most EV providers eagerly use a similar bottom party. Renault offers the Megane E-Tech Electric with two different batteries. The smallest version has a capacity of 40 kWh and is only supplied in combination with a 130 hp electric motor. This brings the Megane about 300 kilometers away. Charging is done with a maximum power of 85 kW.

In addition, Renault has a battery pack with a capacity of 60 kWh on offer. Fast charging is done at 130 kW, it takes just under three quarters of an hour to get the empty battery filled to 80 percent again. In addition to the 130 hp electric motor, Renault also has a 220 hp engine for the Megane – as in our test car. With so much power, it is not super fast, but it is a smooth sprinter: in 7.5 seconds you are at 100 km / h. Renault has limited the top speed to 160 km/h.

For the Megane E-Tech Electric with 220 hp, Renault specifies a range of 450 kilometers (the version with 130 hp comes 20 km further). What remains depends on many factors. We tested the Megane under conditions that worked out favorably for electrical engineering and battery performance: dry, sun and a temperature of 17 degrees. During the test, we booked exactly the power consumption that Renault promises in the brochure: 16.1 kWh/100 km. This means that the specified range of 450 kilometers on a full battery is indeed achievable.

So Renault took a good look at the Volkswagen ID.3?

There are definitely similarities with the ID.3, but Renault pours its own juice over the entire concept of the compact electric mid-sized car. You can see that in the design, for example. Volkswagen has made the ID.3 a hatchback with MPV elements, with a short nose that merges almost seamlessly with the large, far-forward windshield. Renault has opted for SUV elements for the Megane E-Tech Electric, with a clearly distinguishable traditional bonnet and large wheel arches with black edges.

Inside, the differences are even more apparent. The Renault designers have drawn a somewhat lower body, creating a somewhat cozier interior. Although you can also translate that to ‘less spatial’. Renault says that the placement of the electric motor in the front is beneficial for space distribution, but in practice this applies to the luggage compartment. Thanks to the low loading floor, it has a capacity of a generous 440 litres, with the rear seats folded down a volume of 1,332 liters is created. Because the electric motor is in the front, there is no extra storage space for the charging cable, for example. To top it all off, there is a towbar on the price list, with which the Megane can tow a trailer of up to 900 kilos (braked).

What about passenger space in the Megane Electric E-Tech?

You sit in the front very well, although the available headroom is not above average due to the relatively low roof. In the back it is a lot tighter: if you are taller than 1.85 meters, you will soon be stuck with your head and knees. The limited space here seems to be further emphasized by the small windows of the Megane. As a result, the view to the rear is downright poor. The optional digital interior mirror overcomes that, but not everyone can get used to such a screen as a ‘mirror’.

Up to 1.85 m it goes well, taller people get stuck.

Our test car has the most complete Iconic version. The interior of the car gets an extra warm atmosphere due to the beautiful leather upholstery and wooden trim parts on the dashboard and door panels. Renault has certainly not skimped on the materials and finish used. Due to the emphatically flattened top and bottom, the steering wheel has a somewhat square shape.

Does the Megane Electric E-Tech have easy controls?

You look out on a largely digitized dashboard. However, the operation is simple, the temperature control and ventilation can be determined with separate buttons under the large central screen. Tribute! The information provision also deserves praise: Renault bases its infotainment environment on Android Automotive, so that Google Maps can be displayed full-screen. The battery percentage on arrival is calculated quite accurately. Still, the system is not perfect: despite Google Maps, it does not always know how fast you can drive and there seem to be some ‘bugs’ in the system. For example, we had to set every trip that the car should not automatically adopt the permitted – and therefore often incorrect – speed.

The Renault can accurately predict how much battery charge you will still have at your destination.

Renault has chosen to mount the gear lever on the steering column. That in itself is fine, but underneath it are also the windshield wiper lever and the separate control satellite for the audio. This results in a veritable jungle of levers on the right side of the steering column.

And how does the electric Renault Megane drive?

The Megane differs from many competitors because it has front-wheel drive. A power of 220 hp is apparently a manageable amount for the front wheels, because there is no question of drive reactions in the steering or excessive loss of grip. The Megane has very direct steering, so you don’t have to take the wheel on a roundabout. The chassis is firmly tuned, but offers enough space for suspension comfort. On the highway, the Renault label remains silent.

It is striking that the Megane does not come to a full regenerative stop when ‘gas off’. One-pedal driving is therefore not included. You can adjust the delay with flippers behind the wheel, a nice solution. The brake pedal itself reacts quite bitingly, so that takes some getting used to.

Busy activity on the right side of the steering column.

What is standard on and on the Megane?

As said: we are testing the most complete version of the Renault Megane E-Tech Electric, the Iconic. We already mentioned the leather and woodwork, but this version further pampers its occupants with electric massage seats and an extensive Harman Kardon audio system. Incidentally, the Iconic version can only be combined with the 220 hp engine. One step lower on the ladder is the Techno, which also has quite extensive equipment. Adaptive LED headlights with high beam assist, climate control with two temperature zones, seat and steering wheel heating, the most complete multimedia system with 12-inch screen and navigation, 20-inch wheels, a wireless charger for your phone and a lot more goodies, it’s there all up.

The safety equipment is already very complete with the basic version Equilibre. You get an active emergency braking system with cyclist and pedestrian recognition, fatigue detection, traffic sign recognition, lane departure warning with active lane keep assist, full-LED headlights and a central airbag between the driver and co-driver. If you want adaptive cruise control, you will have to pay extra for it. Regardless of the trim level selected.

The choice of AutoWeek test coordinator Marco Gorter

The smallest battery is very limited with a WLTP range of 300 kilometers, saving for the larger one is probably a good investment for most people. The 220 hp version is smooth enough, the 130 hp version is sufficient for people who do not often travel with many people or things. There is plenty to choose from in the trim levels with the 220 hp version, the version with 130 hp is only available in one version. It still needs to be flavored a bit, because steering wheel and seat heating are not standard, something that is quite essential options in an electric car. The Techno does have that as standard. A heat pump (which saves the necessary range of kilometers in winter) is always optional and costs €1,000. That is often worth the investment.