Building affordable electric cars in Europe is possible. By reinventing iconic models from the past and preserving their charm, as the electric Renault 5 demonstrates. Our road test.
We told you almost everything about it last February, when we painted a detailed portrait of the rebirth of the Renault 5 — now, for the first time, available as an electric car — recounting the similarities (but also the inevitable differences) with the original French city car of the 1970s (for anyone who missed that article, you can find it here). Today we return to the subject and can tell you more about that Renault 5 electric, E-Tech Electric — its correct name: how it drives, what it offers, and how much it costs.
And after our road test, we can also confirm a first impression, perhaps the most striking: fun (very much so…), with the ease of driving of a city car yet capable of handling weekend trips without compromise, the energy efficiency of a heat-pump climate control system, and affordable — with entry prices that will soon fall to around €25,000, though for now starting from €32,900 for the E-Tech 150-horsepower version — quite a few qualities.
The public would certainly have preferred to have the "entry level" version at €25,000 from the outset — in all likelihood the most eagerly awaited. For now we have only been able to test the most powerful version, namely the Renault 5 E-Tech Electric equipped with the electric motor (built without the use of rare earth materials) of 110 kW or 150 horsepower, with a 52 kWh battery and 410 kilometres of range.
This is the only version currently available, while at the start of 2025 the two more affordable variants will arrive — 90 and 70 kW (120 and 95 horsepower respectively) — with a 40 kWh battery, a range of 312 kilometres, and a price expected to be around €25,000 (the entry-level trim will not, however, include DC charging, which has already stirred some discontent on social media). A sporting version is also planned: the Alpine A290 with 220 horsepower, which will sit at the top of the range.
In short, today's electric Renault 5 has not only preserved, at least in part, the vintage charm of the original, but in this "eco version" — green, yellow, orange — albeit thoroughly revised and corrected, it would also have been a hit in the 1970s, among that hippy culture that was already thinking about environmental issues.
Proudly manufactured in France on a platform shared by the Renault-Nissan-Mitsubishi alliance (Renault nonetheless emphasises the "local" character of the project, with the production site in northern France, suppliers as local as possible, and batteries assembled in the very same plant from which the original Renault 5 rolled out…). Demonstrating, among other things, that Europe is equipping itself to produce compact, affordable electric cars — the only way to broaden their uptake. Bien fait! as the French would say. But let us return to the electric Renault 5.
On the design of the Renault 5 E-Tech Electric, we will leave all judgement to you, as always. Seeing it again after a few months — not in a studio, as was the case previously, but in a real-world context — we will only add that the operation recalls that of Fiat with the 500: inevitably larger dimensions (even if the current 3.92 metres is a perfectly reasonable length for the city, halfway between a Clio and a Twingo to name two popular Renault models), yes, but a "pop" charisma almost entirely intact — especially when vivid pastel colours are chosen (5 in total for now), such as the yellow of the version we tested.
Proof that the cultural heritage of European industry and design — the history of iconic models from the past, when revisited and refined with skill — represents an unparalleled asset (for China…). There is one thing we might have avoided, though: the "gigantism" of the large 18-inch wheels; for a city car, more modest tyre sizes could have been offered — and ones that are more efficient in terms of range.
Once inside, the Renault 5 E-Tech Electric offers a mix of practicality, space, and once again a few nods to the past. Those already familiar with Renault's more recent electric models, such as the Megane or Scenic E-Tech (though something similar was already the case on the R5 of the 1970s), will recognise the handy gear selector on the steering column — a choice that leaves more room for objects in the central space between the seats.
Comfortable seats with pleasant-to-the-touch upholstery, featuring a denim-style fabric made from recycled plastic bottles or other fabrics likewise obtained through recycling processes (the most "virtuous" versions are the Techno and the Iconic). Other components make use of recycled or biocomposite materials, confirming a Renault commitment that goes increasingly beyond the simple electrification of a car and also touches components and production stages.
Remaining on board, but still stationary, getting acquainted with the electric Renault 5 through its two displays — one in front of the steering wheel (whose size varies depending on the version) and a central 10-inch screen — is fairly intuitive. Driving modes are easy to select (and can be paired with different interior lighting colours), the graphics are clear, and there are many personalisation options which, even though we did not have the chance to try them all out, make it possible to create a unique environment.
As on other Renault models, the multimedia system here is Google-based (the Electric route planner in the navigation is handy, suggesting routes with the most available charging points), with Google Assistant voice recognition, numerous apps, and Android Auto and Apple CarPlay compatibility, both wired and wireless. Nothing unexpected so far.
Passenger space? Ideal in the front, less so in the rear, where the electric Renault 5 seems designed for at most two children (even though the official homologation is for 5); legroom and especially foot room is indeed a little tight for two adults, a limitation explained by the positioning of the battery under the floor. For rear passengers, there are no air vents or USB sockets. The boot, on the other hand, is good — modular (by folding down the rear backrests), amply sized, and with a handy under-floor compartment for storing charging cables.
But how does the Renault 5 E-Tech Electric perform on the road? Agile on bends, comfortable, easy to park. Quiet, of course. In short, easy and fun — qualities shared by many electric cars, but here achieved with a particularly well-judged balance. Much of the credit goes to the steering, which always provides pleasant road feedback, more or less responsive depending on the chosen driving mode.
Credit also goes to the rear suspension, which is more sophisticated in design than the average for city cars in segment B. The results can be felt. Meanwhile, the efforts to keep weight down (the Renault 5 is 300 kilograms lighter than the electric Zoe, which went out of production last March) and the advantages of a battery mounted beneath the "floor" translate into an overall pleasantness of travel — what we at LifeGate have long called travel serenity.
Performance? Very impressive, both in terms of acceleration (0 to 100 km/h in just 8 seconds) and top speed, electronically limited to 150 km/h. Real-world range? Of the over 400 kilometres claimed, around 320 kilometres remain in mixed use, a figure set to rise if you mostly drive in the city. All this with acoustic comfort that is remarkable for the category. Comfort, Sport, Eco and Perso are the 4 driving modes, plus "B" to increase energy regeneration under braking or on downhill stretches (the "one pedal" option will also arrive in future, meaning stronger deceleration that almost eliminates the need for the brakes — simply lift your foot off the accelerator); the fun part is that a virtual assistant can suggest when to switch from one mode to another and, beyond that, offer further advice and information, thanks to integration with artificial intelligence ChatGPT.
On charging, all versions come as standard with an 11 kW on-board charger that allows the Renault 5 E-Tech Electric — in our case fitted with the 52 kWh battery — to charge from 15 to 80 per cent in just over 3 hours. That drops to 30 minutes with rapid charging, i.e. direct current (as mentioned, this option is not available on the entry-level version), such as at fast charging points. The external indicator on the bonnet is a nice touch, allowing you to see at a glance how much range remains without even getting in the car.
In addition to the V2L (vehicle-to-load) function, which allows you to charge an e-bike or an electric scooter, when it becomes available in Italy the electric Renault 5 will also be able to make use of V2G (vehicle-to-grid), feeding electricity back into the domestic grid (provided you have a contract that allows it, of course).
We close this first journey in the electric Renault 5 with a few thoughts on road safety — in particular what is known as active safety, whereby Adas driver assistance systems help us reduce risks, errors and distractions. How? Through a system that monitors driver attention, automatic emergency braking that also operates in reverse (if there is an obstacle we have not spotted, the car first alerts us and then brakes automatically), and a system that makes opening the doors safe when exiting the vehicle — what Renault calls "Occupant safety exit" — which is, in fact, a rarity on city cars like the electric Renault 5.
In total, up to 26 driver assistance devices are available, selectable via a single button to the left of the steering wheel that enables or disables the various systems which, as one might expect, are best left permanently active: the Renault 5 can monitor your driving behaviour, give you a score and corresponding advice — an incentive to make your driving style more sustainable and safer.