Renault Megane E-Tech review | A great-value electric crossover

What is the Renault Megane E-Tech?

It’s not the Renault Megane many traditionalists will expect, that is for sure. Where once the Megane name was reserved for a humble and rather humdrum family hatchback, this latest incarnation has morphed into an SUV-style crossover powered purely by electricity – instead of the petrol and diesel engines of yesteryear.

Let’s be honest, that’s the most sensible use of the name by Renault. After all, electric SUVs are all the rage at present, so if you’re going to revive the Megane name, it makes commercial sense to use it on a car such as this one.

Even amidst a smorgasbord of rivals, the Renault Megane E-Tech cuts a real dash, with flamboyant lines and intricate details. Its interior communicates a similar air of style and sophistication, thanks to its mixture of cool design and impressive quality. Practicality is decent and the Megane is enjoyable on the road, serving up punchy performance and an easygoing driving experience.

As we’ve mentioned, the Megane has no shortage of electric rivals. These include the Kia EV3, Skoda Elroq, Volkswagen ID.4, Ford Capri, Tesla Model Y and Volvo EX40. You might also consider slightly larger battery-powered SUVs such as the Nissan Ariya, or indeed the Renault Scenic E-Tech from the same stable. And don’t count out more hatchback-like offerings such as the Cupra Born, Hyundai Ioniq 5, Kia EV6 and Volkswagen ID.3.

How practical is it?

It’s a bit of a mixed bag for the Megane on this score. In most respects, interior space is pretty good, but it’s let down by packaging. For instance, there is a surprisingly generous amount of legroom in the back for a car of compact proportions. Leggy rear-seat passengers won’t find their knees pressing into the front seats, even if they’re seated behind a tall driver.

However, rear-seat headroom is rather more limited, and those much over six-feet tall will feel pretty hemmed in. And because the roof curves down a lot at the sides of the car, it’s easy to clonk your head as you climb in and out. You might even get a bash on the bonce if the driver takes a corner a bit too quickly.

There’s barely any foot space under the rear seats, either, making the footwells feel rather tight, even though the Megane has a completely flat floor. That does make life a bit more comfortable for the person sitting in the middle rear seat, because they don't have to straddle a bulky transmission tunnel like in many other cars. Still, their comfort is still limited by a narrow seat with hard cushioning. Shoulder space is also a bit tight to comfortably accommodate three people side-by-side in the back.

It’s a similar story in the boot. A 440-litre capacity looks good on paper, and the space does indeed appear generous in reality. But because the boot is oddly packaged, most of that volume comes from the massive depth of the space, rather than its length or width. Open up the tailgate and you won’t know whether to start loading your bags or toss in a coin and make a wish. This depth also leaves you with a massive loading lip – we’re talking about a foot or so – that you have to muscle heavy items over and drop down the other side. At least there is a small cubby under the floor for charging cables, so they’re not rattling around in the boot’s main compartment.

You can drop the 60:40 split-folding rear seats to free up 1,332 litres of cargo space. But when you do, the massive load lip is joined by a massive step up in the folded rear seat-back. The seats don’t lie flat, either, so as well as being heavily stepped, your extended load area is also slightly sloped.

Space up front is fine, and there are all sorts of little nooks and crannies in which you can squirrel away belongings. There’s plenty of adjustment in the driving position, too, helping you get comfortable at the wheel. You might just laugh out loud about how poor rearward visibility is, though. The back window is tiny – both narrow and shallow – so you can’t see much at the best of times, but the heads of rear-seat passengers will block your view even further when you have friends on board. What’s more, the tiny rear window has a predictably tiny rear wiper, which only clears about a third of the glass when it rains.

The interior of the Megane looks pretty stylish, with its big screen and attractive materials, and all versions get an attractive fabric covering on the dashboard. And despite those screens, Renault has still provided physical controls for the ventilation system, for which it should be applauded. Having said that, all the practicality limitations we’ve already identified mean the Megane isn’t the best family car in its class.

Renault offers a borderline average selection of accessories that go some way to boosting the Megane E-Tech’s practicality credentials. The boot may be an odd shape, but you can at least buy dividers to keep things organised, plus a spare boot mat (there’s no rubber mat available, which is strange). You can also get a magnetic phone holder that attaches to the air vent in the middle of the infotainment screens, seat tray tables, a seat organiser that hangs from the rear of the front seats (it has a bottle holder, a laptop holder and several zipped compartments you could keep children’s toys or books in) and a kick mat – the latter essentially a cover for the back of the front seats so the child behind won’t scuff the seats themselves. There are also roof bars, bicycle racks, roof boxes and tow bars.

What’s it like to drive?

Let’s get the numbers out of the way pretty sharpish, so we can get on with talking about how the car actually feels. The front-axle-mounted electric motor produces 218bhp and a generous 300Nm of torque, and it’s fed by a 60kWh (usable capacity) lithium-ion battery pack. The official 0-62mph time stands at 7.4 seconds and top speed is 99mph. There had also been an 87kW long range battery available across all trim ranges, but at the time of writing this has been pulled from official brochures and the online configurator.) So it’s the 60kWh battery or nothing.

Gentle pressure on the throttle results in a correspondingly moderate unfurling of pace, so the pedal is easy to modulate. But flooring it makes the car come alive, and it feels faster when pulling away than that official 0-62mph figure suggests. You’ll actually find it pretty easy to spin up the front wheels when the road surface is a bit greasy.

The on-the-move acceleration isn’t quite so muscular, but the car never feels underpowered or out of its depth. And of course, the motor is extremely quiet, so your acceleration is accompanied by very little noise. While wind-and road noise can be heard on the motorway, they never get to problematic levels.

What might surprise you, given the Megane’s top-heavy SUV styling, is how agile and eager to change direction it feels. It’s light by electric car standards, tipping the scales at 1,636kg (of which 394kg is the battery) when many EVs are getting close to, if not touching, 2,000kg. Corners are dispatched with strong grip and impressively tight body control. Yes, this has been achieved by a rather stiffly sprung suspension, so the ride has a slightly firm edge, but the damping is good enough to take the sting out of most bumps and ruts, and things never get uncomfortable.

The one curiosity about the Megane’s dynamic makeup is its steering. The rack is very quick, at just 2.3 turns lock-to-lock, but you don’t get much in the way of feedback. However, that’s not as much of an issue as the weighting. It’s always rather light, but the steering weight is also a little inconsistent, and this detracts from its accuracy; you often find yourself making small adjustments mid-corner. It doesn’t stop the car from being fun to drive, but ironing out this issue would make it feel more fluid still.

The other thing to mention is the Megane’s regenerative braking system. On all trim levels – there’s the Techno, Techno Esprit Alpine and Iconic Esprit Alpine – you can dial the level of regeneration up and down in five stages using the paddles behind the steering wheel. These range from very light, where you can coast for long distances when off the throttle pedal, to very heavy, where the strength of the intervention makes it a one-pedal driving experience. This is the result of an update in April 2025 where One Pedal driving was added, as previously there were four regen modes and you’d have to use the brake pedal to come to a complete stop.

The broad range of modes gives you lots of choice over how you want your driving experience to be, and it’s all easy to get used to – even if you don’t have previous experience of driving an electric car.

Technology, equipment and infotainment

When the Megane E-Tech was first launched, the trim levels available were called Equilibre, Techno and Launch Edition. These names were later swapped for Evolution, Techno and Iconic, but apart from a couple of small alterations, the specifications remained largely the same. Now, following a range refresh in 2025, there’s the Techno, Techno Esprit Alpine and Iconic Esprit Alpine. To be clear before we go any further, the Alpine name (Alpine being Renault group’s sporting brand, which includes the Formula 1 team) does not mean any additional performance or any adjustments to the car’s driving dynamics. Rather, it’s a bit like S-Line on an Audi, or M-Sport on a BMW: a change to the car’s exterior look, as well as some extra equipment.

The 2025 update saw the range-wide introduction of one pedal drive, a standard Vehicle-to-Load cable (for using the car to power other electrical items) and the capability for Plug & Charge with the Renault Mobilise Charge Pass. The latter allows you to plug in a charging cable and start charging immediately, with the payment handled automatically. Where you’d once have found a 9.0-inch central touchscreen on entry-level models, a 12.0-inch screen is also now standard.

Move up to the Techno model and you get a 12.3-inch driver’s display, a 12.0-inch central display with Google built in, software over-the-air updates, wireless Apple CarPlay and Android Auto connectivity, wireless phone charging, dual-zone climate control, a heated steering wheel and heated seats, plus keyless entry. You also get 18-inch alloy wheels, a choice of 48 ambient lighting colours (that’s 42 more options than you get with the paintwork), front, rear and side parking sensors and a rear-view camera. There is also a load of safety and convenience features like active emergency braking, lane-keep assist and hill-start assist. A heat pump uses energy from the batteries and other components to warm air for the air conditioning, rather than using the battery to power a traditional heater.

Spend another £3,000 on the Megane Techno Esprit Alpine and, on top of everything you get with Techno trim, you can enjoy adaptive cruise control, rear-cross traffic alert, electrically adjustable front seats with a massage function, and 20-inch alloy wheels.

Another £1,000 or so will fetch you an Iconic Esprit Alpine, and that brings a 12-speaker Harman Kardon sound system, a ‘smart’ rear-view mirror (i.e. a screen and camera system), a 360-degree parking camera and hands-free parking.

The navigation is powered by Google Maps, while the infotainment system as a whole features Google Assistant voice control. This gives you the ability to download certain apps directly onto the system via the Google Play store. You can say things like: “Google, turn the air-con down two degrees,” or “Google, find me the closest car park with EV charging” and it should do as you have asked.

For such a complex system with such a wide variety of functionality, it’s actually pretty easy to navigate. It’s not perfect, mind – some of the menus are rather long and convoluted – but most of the time you can find your way around the system with reasonable ease. Screen sensitivity is good, too, although some of the transitions and animations could be a little quicker.

Renault Megane E-Tech running costs

According to official WLTP figures, the Megane E-Tech’s 60kWh battery (that’s usable capacity, by the way) is good for a range of about 280 miles. As always, don’t bank on getting this laboratory-tested figure out in the real world: 240 miles would be an achievement even in optimum conditions. Motorway stints will also see your achievable average plummet, as will cold temperatures.

To help with the latter, early examples of the Megane E-Tech in high trim levels were fitted with a standard heat pump, which provides more efficient cabin heating in cold temperatures to maximise the car’s range. From mid-2024, the heat pump was made standard on all models.

Most EV drivers charge at home from a 7.4kW wallbox charger. Using one of these, Renault says that a 15-80 percent charge (all the figures the company quotes are for this level of charge) will take around six hours. This same full-up will take more like 20 hours on a three-pin domestic socket, and the cable for doing so isn’t supplied as standard, so you need to pay extra for one. Either way, a full battery charge at home will cost you around £17 if your domestic electricity is charged at the national average rate. Get yourself on a tariff where you can charge overnight on discounted power, though, and you’ll easily chop that figure in half.

The Megane E-Tech supports AC charging at up to 22kW, so a public charger of that type will deliver that same 15-80 percent top-up in less than two hours. The car supports DC rapid charging at up to 130kW, delivering that benchmark charge level in around half an hour. In either case, though, public chargers will be way more expensive than charging at home. You can easily pay three times the price for power that comes from most rapid chargers.

Renault Megane E-Tech reliability

The 2025 What Car? Reliability Survey paints a middling picture. Having placed ninth out of 31 car makers in 2024, Renault came 20th out of 30 in the manufacturer standings for 2025.

More happily, the Megane E-Tech placed seventh in the Electric Car category, which assessed 19 models in total. It’s not as strong as the electric Renault Scenic, which came second out of 27 cars in the electric SUV class, but it’s not a bad result.

Bought brand new, the Megane E-Tech comes with a three-year warranty that has no mileage cap for the first two years, but a cap of 100,000 miles for the third year. Buy a used one, however, and you might get lucky: early cars were sold with a five-year warranty (again, with no mileage cap for the first two years, then capped at 100,000 miles from years three to five), which Renault must honour. The battery comes with an eight-year or 100,000-mile warranty.