Living with the Megane E-Tech
Review by Jacob Lerklint
As electric cars continue to grow in popularity, the Renault Megane E-Tech is big news – both for Renault and for anyone looking for a new family car.
Why is it so significant? Well, while the Renault Megane name has denoted a combustion-engined rival to the Ford Focus, Vauxhall Astra and VW Golf for more than 20 years, this latest version – the E-Tech – is powered solely by batteries.
What’s more, it sits on a new electric vehicle (EV) structure that will form the basis of many models from the French brand in the years to come. With squat yet surprisingly tall proportions, it's tricky to judge the size of the Megane E-Tech from photos alone, but rest assured, it's roughly the same size as the VW ID 3. So, in terms of rivals, not only will it lock horns with VW's popular electric car, but also the Cupra Born, MG4 and Nissan Leaf. Those are some fairly intimidating foes, so what has Renault given the Megane to help it compete? Well, all versions have a 60kWh (usable capacity) battery that can, officially at least, keep the car going for up to 280 miles.
It has a competitive range, then, but how does the Renault Megane stack up in other important areas, including charging, performance and practicality?
The Renault Megane has a 215bhp electric motor driving its front wheels, so it's fairly nippy. In our tests, it managed 0-60mph in 6.9sec – so it's fractionally quicker than an equivalent Cupra Born or MG4. However, being front-wheel drive, you have to be a little delicate when the road is wet – partly if the front wheels aren't pointing straight ahead. Put you foot down hard and the front wheels will start to spin, before the traction control kicks in to cut power temporarily. Driving around town is comfortable even with the large 20in alloys that come as standard with range-topping Techno trim. The suspension has a firm edge (certainly firmer than on the MG4), but that gives the Megane E-Tech tight body control, so potholes and expansion joints are dealt with quickly, with no pronounced aftershocks. The entry-level Equilibre trim has 18in wheels, so is even more agreeable. Disappointingly, though, the Megane’s firm suspension doesn’t translate into enjoyable handling. It’s agile enough compared to the Nissan Leaf for example, but its steering is very light and the speed of it changes after you wind on the first few degrees of lock. That means placing the car accurately can be trickier along faster winding roads than in the Born or VW ID 3. The Techno model comes with a Sport mode that allows you to make the steering heavier. It doesn’t really transform the driving experience, so we wouldn’t pay extra just to have this function. The regenerative braking system (which tops up the battery in an electric car by recovering energy as you brake) has four strength settings, and you can switch between them using small paddles behind the steering wheel. In the most extreme setting, it greatly reduces your need to use the actual brake pedal, especially around town. Unfortunately, when you do use the brake pedal you'll find it very hard to judge; the pedal sinks towards the floor with very little pressure applied, then the brakes grab suddenly.
Renault is very proud of the extra sound insulation packaged into the floor to reduce road noise, a method it calls ‘cocoon effect’. It works well: the Megane E-Tech is certainly a quieter cruiser than and MG4 or the Born, and there's only a little wind fluttering around the front windscreen pillars. The suspension is hushed too, with only the sharpest of ruts causing a pronounced 'thunk'. So, what about range? Well, in our real-world tests, it averaged 3.3miles/kWh. That translates into a theoretically range of 198 miles between charges – quite a lot less than the official 280 miles range. On the same day, we calculated that the MG4 Long Range would manage 203 miles and the Born 58kWh 208 miles.
As a small electric car that’s comfortable and offers fantastic cruising manners, the Megane E-Tech is well worth considering. Range is competitive, but relatively high price and disappointingly heavy depreciation hold it back being a class leader.
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