Renault Megane
All-electric hatchback turns on the style and benefits from firm’s EV knowledge to deliver a great drive
THE fifth generation of the Megane enters the EV fray with some fairly punchy pricing. This well equipped Techno trim costs £38,495. The Ceramic Grey paint with a contrasting black roof adds £950, bringing the total here to £39,445.
Design & engineering
MAKING the Megane into an EV seems like a logical step. Not only is the time right for electrification, but it’s also coming from a brand that knows a thing or two about electric cars. More than 400,000 Zoe superminis have been sold since its launch in 2012, and the Megane E-Tech builds on Renault’s experience with that model. It’s very much a next-generation EV and is the first model to wear the latest Renault logo, too, which is part of the brand’s “Renaulution” strategy.
The specs show that this really is a more advanced model than the Zoe. It rides on the same CMF-EV architecture as the Nissan Ariya, but there is diversion between this vehicle and our Car of the Year. For a start, the Megane is much smaller; in fact, the Renault’s proportions are quite deceptive. From the pictures, its large wheels and slim glasshouse make it look almost SUV-sized, but it’s 122mm shorter than the Cupra and even 159mm shorter than the last combustion-powered Megane. It’s also 35mm lower than the Born, but 51mm wider.
Within that compact footprint, Renault has squeezed one of the slimmest batteries around, and it has a capacity of 60kWh. This energy is fed to a front-mounted motor, which produces 217bhp. EVs and their large batteries tend to be heavy, but Renault claims that at 1,685kg, the Megane is the lightest car in this segment. Larger body parts, including the doors, are made from aluminium to save weight.
Inside, the Megane looks smart and contemporary. There are some hard, scratchy plastics low down in the cabin, but the clever use of materials elsewhere, such as the fabric dash top, means that the bits that you look at and touch most often all feel expensive. The driving position has plenty of adjustment, but a tiny rear window means that rear visibility is poor.
Driving
ONE of the first things to strike you with the Megane is just how refined it is to drive. Tyre roar and suspension knocks are very well isolated from the cabin, which immediately makes it feel quite relaxing. The throttle pedal is easy to modulate, so being smooth at low speeds is no trouble at all. That’s as long as you leave the powertrain in normal mode, though; switch to Sport and the response becomes almost too sharp without actually improving performance.
Acceleration is strong, though. The 0-62mph sprint takes 7.5 seconds, although on damp surfaces the traction control will cut in under hard acceleration to prevent the front wheels from slipping.
The brakes have four levels of regeneration that can be tweaked on the fly through steering wheel-mounted paddles. This adds an extra dimension to the EV experience that is lacking in the Cupra, giving the driver more control when coasting down a hill or towards a junction. It’s just a shame that the brake pedal depresses automatically when
this happens; Renault isn’t the only brand to do this, but it’s a really disconcerting feeling to cover the brake and then feel it disappear from under your foot.
The Megane’s ride is a little busy at slow speeds, but it’s never harsh, so it’s comfortable overall. This is combined with a chassis which feels reasonably agile, but isn’t quite as fun to drive as the Cupra.
Practicality
THE ground-up EV platforms of each of these cars mean that, compared with similarly sized combustion-engined cars, they’re far more spacious inside. Both models are big enough for family life, and they offer nearidentical levels of room for rear passengers.
The key difference is that the Cupra’s floor feels slightly lower; in the Megane, taller passengers will have their thighs lifted away from the squab slightly, which will make the seats less supportive on longer journeys. The middle seat is fairly narrow, but it is soft and comfortable. Isofix mounting points are easily accessible in both cars.
At 440 litres, the Megane’s boot is impressive. The space is very deep, so it’s great for holding bulky items, but getting them in is a challenge, because the load lip is very high. The tiny button to open the hatch is a little awkward, too.
Ownership
RENAULT ’S warranty is much more comprehensive than Cupra’s. The French brand covers the Megane for five years and 100,000 miles, compared with three years and 60,000 miles for the Born. Three years’ worth of breakdown cover is one year more than Cupra provides, too.
One concern is Renault’s Driver Power rating; in 2022 it finished a disappointing 24th overall. Cupra wasn’t rated, but fellow Spanish brand SEAT, with which it shares some models and its dealer network, finished higher – but still not brilliantly – in 17th.
Running costs
THESE cars will both be an ideal choice for company car users, because they fall into the lowest possible two-per cent Benefit in Kind band. For a higher-income earner, that means Megane users will face deductions of just £308 each year, while it’s £349 for the Cupra.
Depreciation is a more important factor for private buyers, and here it’s the Cupra which is the better choice. After three years or 36,000 miles, it’s expected to hold 62.3 per cent of its value, compared with 57.4 per cent for the Renault.
Our only small gripe with the Megane is its range. That fairly modest battery means that it can’t go as far as its rival on a single charge; our 3.7mi/kWh rating translates into a real-world range of 222 miles, 78 miles less than the Born’s.