Electric Renault Megane: review and autonomy test for E-Tech Electric

There was once a Renault Megane, the sedan / wagon with traditional or plug-in hybrid engines. Today there is the Renault Megane E-TECH Electric which has been transformed into an electric crossover.

It is not exaggerated in design: is inspired by SUVs, but does it on toes. We will see later that it is actually a “trick” to make it more comfortable despite the presence of the battery. This is a very smart move, just as smart is the whole electrical sector. However, there are some aspects that are not completely rejected, but postponed until September …


Inside, there’s a leap forward … thankfully. The new electric Megane costs more than the old petrol-powered Megane, and the interior also had to be justified. We never find interiors that are too expensive, but the alternation between different materials, different finishes, more variegated colors allows us to get a completely different impression than before, and helps to hide the scary and hated “rigid plastic”, that still exists because we are not in the premium segment. Or maybe yes since the door pockets are lined with microfiber unlike some Audi?

The practical modular center tunnel, the comfortable armrest with plenty of space inside and the shelf for wireless charging, which almost seems to communicate the new Renault track, where the smartphone (and its interaction with the car) becomes central. Well done, pity the stubborn Frenchmen will not take the sound satellite out behind the wheel.

Behind it is comfortable: the pace is right, the space is great because the platform prioritizes the cabin a lot: the wheels are outermost and the overhangs are minimal. The trick is about having improved the comfort of the passengers in terms of the height of the sofa. Many electricians who have the battery pack prevent the entire thigh from being supported because the couch is lower than normal to hold space for the head. Here, the combination of a crossover style (slightly raised car) and a very thin battery pack allows us to eliminate this problem and restore the habitability we are used to.

It loses points in acoustic comfort, you notice the roll of tires and some aerodynamic rattle that is actually present. It takes a step further in this aspect to really worry the premium world.


Finally the perfect infotainment. In the past, Renault has given us many reasons to complain about the system used. They changed often, but they never managed to hit the target. Until the turning point came: I understood that we needed professionals, the companies involved of caliber LG, Google, Qualcomm (Snapdragon Automotive Cockpit) e Continental.

Result? They hit the spot: infotainment is really smoothis the operating system Android Automotive based on Android 10, is there Play Store to download new apps, it is updated via OTA, the user interface is easy and clear, the screens are in high resolution and the integration between the central screen and the instrument screen is the right one. Not only is the card replicated behind the wheel, but there is also confirmation that the system is unique, integrated between the left and right screen. It is not something false where one “hand” does not speak to the other. And everything is easy and intuitive and there is Android Auto Wireless and Apple CarPlay Wireless.

The same integration between one display and another can be found between the car and the built-in infotainment system. An example? the “cards” by Google they know how much autonomy we have, they know how we use the car, how much we consume and why. Like this I’m able to plan automatic charging stops Along the road. Well done … sorry the shiny effect of the screens is really exaggerated: many fingerprints, many reflexes, a little honor.

There SIM is integratedused for updates, but also to control the car remotely via smartphone app.

ADAS are very good, although we will have to try them again and further on the highway. The equipment is complete, you have a level 2 that with anti-collision in case of emergency and the car is also able to avoid damage brakes by itself (between 3 to 10 km / h) in reverse if we are about to hit a lifeless object.

The cruise control (adaptive) and the limiter are able to automatically set themselves to the speed read by the signal detection if we wish, otherwise they can work with the classic manual adjustment.


Renault is one of the few that has always believed in 22 kW in alternating current. They were among the best with the built-in charger with the old generation, they continue to be with the new one. The 22 kW columns are finally usable: it does not mean much to those who have a garage, but it is essential for those charging up on the street.

The battery is made with LG cells (Nickel, Manganese, Cobalt, NMC with less cobalt), half the height of Zoe, weighs 395 kg and has active liquid cooling to cope with it. This allows you to arrive up to 130 kW in continuous powera, provided you choose 60 kWh battery. Those who choose the 40 kWh are limited to charging at 85 kW in DC.

Mobilize Charge Pass is the single account with the card for all the columns, an ecosystem that offers a € 200 campaign in two years for recharging and gives you access to IONITY with the reduced price. In addition, it is possible to get advice on mounting wallboxes or columns.

Renault Megane E-TECH Electric, Mobilize launches a charging ecosystem

Feb 12

With a little highway, Megane E-Tech Electric occupied approx 16 kWh / 100 kma good result, which, however, must be confirmed with a longer test, where we test the performance on the highway for a longer time to understand whether the 60 kWh can also be a car made to travel.

A first date, however, comes from one test in a quick sectionhowever, not quite a motorway: here, with an average of 91.5 km / h and a 73 km route with many hills, the registered consumption was 20.9 kWh / 100 km, which corresponds to an autonomy of about 290 km under these conditions .

We can also confirm 360/375 km right with a chargehowever, with doubts that Electric Megane will be able to perform better under flat conditions, between 400 and 420 km of autonomy.


With a brand like Megane, a brand new electric platform, an engine with instant torque and a steering wheel advertised as very direct, not forgetting the low center of gravity thanks to the battery, the new French electric delight those looking for a little high crossover and so much fun to drive. Unfortunately (or luckily) there is not the rigid setup I was looking for.

The shock absorbers are adaptive, but also in Sport it is increasingly prone to comfort. However, it’s personal taste, because if you’re looking for a car every day to make passengers feel comfortable (and comfortable), Megane E-Tech Electric is here to show off all its charisma: little roll not to overwhelm those behind. , good absorption to take life soft, easy to drive for when you lend it out to those who are less knowledgeable. The “quid” is missing though: do we have to wait for an RS E-Tech Electric to get it?

The power is: 220 hp / 162 kW for the most powerful, 60 kWh battery. The delivery is brilliant but always sweet, never traumatic and yet able to get us to perform any emergency maneuver in safety, also thanks to a 7.4 s 0-100 km / h.

The control is very directmuch agility in the turns, but unfortunately such a setup it should be connectedat least in the sport, to a higher load. Instead it is always very servo-assisted and it takes some time to adapt to a behavior that is unusual compared to most of the proposals on the market.

Guide to a pedal? Well, the paddles on the steering wheel are used to increase regeneration, but it is a traditional setting and there is no real “one pedal”. Braking? Must be re-evaluated in the review.


40 kWh battery / 60 kWh battery


  • MOTOR: synchronous electric
  • POWER: 96 kW, 130 HP / 160 kW, 220 HP
  • TORQUE: 250 Nm / 300 Nm
  • DRAW: front (2WD)
  • SUSPENSION: Pseudo MacPherson front, Multilink rear
  • BRAKES: 4 discs of 314 mm
  • CHARGER: AC 22 kW, DC 85/130 kW


  • LENGTH: 4,199 mm
  • WIDTH: 1,768 mm (2,055 with mirrors)
  • HEIGHT: 1,505 mm
  • PITCH: 2,685 mm
  • LUGGAGE: 440 – 1,332 liters (+32 liters of cable space)
  • WHEELS: 17 “, 19”
  • TIRES: 215/65 R17 or 235/50 R19
  • WEIGHT: 1541 / 1,636 Kg in running order
  • BATTERY: 40 kWh / 60 kWh (400 V), weight 292/394 kg


  • MAXIMUM SPEED: 150 km / h
  • ACCELERATION 0-100 Km / h: 10 s / 7.4 s
  • CONSUMPTION: 15.8 – 16.1 kWh / 100 km (combined WLTP)
  • CO2 EMISSIONS: 0 grams per km (combined WLTP)
  • STEERING DIAMETER: 10.4 meters
  • AC CHARGE (single phase, 2.3 kW): 21 hours / 30 hours and 28 minutes
  • AC CHARGE (single phase, 3.7 kW): 12 hours and 12 minutes / 17 hours and 51 minutes
  • AC CHARGE (single phase, 7.4 kW): 6 hours and 17 minutes / 9 hours and 11 minutes
  • AC CHARGE (three phase, 11 kW): 4 hours and 23 minutes / 6 hours and 25 minutes
  • AC CHARGE (three phase, 22 kW): 2 hours and 10 minutes / 3 hours and 10 minutes
  • DC CHARGE (130 kW) 1 hour / 1 hour and 14 minutes
  • WARRANTY: 8 years / 160,000 km (battery)

PRICE: from 36,800 euros


The price starts from € 36,800 up to € 45,300 for the top of the range, Iconic with 60 kWh battery: this is the price range for a car with 8 years warranty or 160,000 km for the battery and two years classic warranty on the car. Equilibre, Techno and Iconic are the available configurations for the 40 kWh battery, Techno and Iconic those for the 60 kWh version:

  • EV40 Boost charging (40 kWh, 85 kW DC, 130 hp)
  • EV60 Optimal charging (60 kWh, 130 kW DC, 220 hp)

Those who choose the loan can take it home with 36 installments of € 289, an advance of € 11,450 and a final installment of around € 23,000, figures falling to € 246 / month with an advance of € 7,500 and the final installment of € 18,400 using the € 5,000 scrap incentive.


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