FFor friends of fine French automotive culture, the journey back to the future begins in 2024. Then, unless the sky falls on our heads, the new R5 will appear in an old guise. A year later, it will be followed by an R4. Both with beautiful design quotes from a glorious history, both with technology that is currently considered to be promising, i.e. with battery-electric drive. Until then, Renault is building a bridge that has its origins in the electric Zoé for some time, but currently ends in nowhere. That is unfortunate, as the competition may be tapping into the customers. Volkswagen in particular, with its ID.3, is putting the French under pressure.
The counterpart is called Mégane E-Tech Electric, will be launched on the German market in March 2022 and it is no coincidence that the price will be closely based on the Wolfsburg competitor. That means tariffs of 36,000 euros upwards. As is customary elsewhere, two battery sets are used for staggering, and here they bunker 40 or 60 kWh. In cooperation with the smaller battery, the electric motor delivers either 130 or 220 hp, with the larger battery always developing 220 hp. The small battery with the small motor can only be charged with alternating current with 7 kW, with the large motor, according to protests from the trade press, now also with faster direct current of up to 95 kW.
The large battery can take either 7 or 22 kW alternating current and 130 kW on the fast charger. If you have lost track of things, don’t worry, you’re not alone in that. The confusion of the motor-battery-charging speed combinations becomes a nuisance that not only, but also, Renault uses. During the configuration process, the utmost attention is required to avoid annoyance at the charging station later.
Test drive
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Renault Megane Electric
That would be a shame as the Mégane has a lot of good genes. It looks better processed than the Volkswagen, its material is friendlier to the eyes and hands, although here, too, hard surfaces and some savings measures are noticeable and visible. According to the standard, it drives 300 or 470 kilometers, which in reality will be 220 to 330 kilometers. Despite the sporty basic design, they succeed with as much everyday comfort as a first trial round shows. The electric machine lifts the 1700 kilograms curb weight with ease, which manifests itself in decent, but not excessive, acceleration. Renault not only developed a new engine, but also applied insulating foam to the entire top of the slim battery pack. You notice that by not noticing anything. It’s quiet in the interior, creating a pleasant atmosphere. The seating position at the front is fine and usable at the back, at best we would like the thigh rests to be a bit larger.
Where there is so much light, shadows are even more noticeable. We cannot understand Renault’s tendency to draw inspiration from the walls of Mont-Saint-Michel when designing the loading sill. Who should lift suitcases or crates of drinks over there? The rickety flap door handles on the outside are a pain, as is the accumulation of three command batteries for radio, windshield wipers and gear on the steering wheel inside. The fact that the view to the rear sinks into the C-pillar is impractical, but at least the line benefits. We like them. Renault has the target ID.3 or even ID.4 very promising.
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