Hatch goes plug-in
Plug-in hybrid powertrain finally reaches hatchback version of Renault’s family car
For anyone experiencing déjà vu, yes, we have driven a current-era Renault Mégane plug-in hybrid before, but that was the estate, last September. This time around, it’s the hatchback. Quite why there has been such a delay between the two isn’t clear; even Renault personnel are unsure as to the reasons why.
No matter, the car is here now, with its chief rivals including the Seat Leon ehybrid and Volkswagen Golf ehybrid. If ever the vast majority of the public will be convinced to shift to EVS, they will probably make the transition via cars like these. The C-segment still represents 40% of Europe’s new car market, after all.
The Mégane E-tech PHEV has a rear-mounted 9.8kwh battery powering a front-mounted 66bhp motor, which works with an 89bhp naturally aspirated 1.6-litre petrol engine for a combined 158bhp. Thus 0-62mph can be completed in 9.4sec, while the eco figures run to 28g/km of CO2 (equating to 11% BIK tax) and 30 miles of electric-only running.
That range is good but not great; for example, the Kia Xceed PHEV can do 36 miles. It’s only a small difference, but one that will add up.
As ever with plug-in hybrids, ignore the official economy figure: we saw an impressive 80mpg-plus on a mixed route, which shows how well modern PHEVS manage their powertrains.
By using the B mode to strengthen the regenerative braking, we even managed to put some charge back into the battery – a rare occurrence in PHEVS. Charging via a plug can be done in a minimum of three hours.
Inside, the sportily styled RS Line model that we tested is dominated by a fully integrated 9.3in portraitoriented infotainment touchscreen (lesser models get a seven-incher). It’s a fairly easy thing to operate, even if it does without somewhere to rest your hand, while there are physical buttons for the climate control.
The RS Line trim brings heavily bolstered seats, and they feel as out of kilter in the PHEV as in the regular 1.3-litre petrol and 1.5-litre diesel. They’re just a bit too figure-hugging for an eco-focused family hatchback.
Given the mental map these sporty seats portray, it’s weird when you thumb the starter button and are greeted by the silence of the electric motor. This makes a healthy 151lb ft of torque, so the PHEV is brisk out of junctions, occasionally even scrabbling for front traction. It’s also not slow during in-gear acceleration, pulling with plenty of punch.
There’s a strange flat spot in the power delivery halfway through the rev range, however. The car pulls healthily but then pauses, almost as if the engine and transmission are putting the kettle on and deciding whether they really do want to carry on accelerating. Once they have had a natter over the fence, everything carries on as normal and you’re away again. But it’s an odd moment in an era when we’re getting increasingly used to seamless power delivery, thanks to electric assistance.
The steering and brakes are numb but acceptable, given the car’s aims.
The ride is better, having an ability to round off sharp edges and take the worst out of scruffy asphalt. Only cross-axle undulations unduly affect the car, as it starts to lollop and feel less settled.
None of these criticisms are enough to condemn the Mégane E-tech PHEV, but they do take the shine off what is in theory a decent offering. It’s competitively priced and is a good-looking thing, but is that enough in such a competitive market? We would argue not quite.