The Mégane E-Tech is the first model to adopt the brand's new stylistic canons, as well as the new logo.
It also demonstrates Renault's desire to establish its reputation in the compact electric family segment.
Because yes, the Mégane E-Tech only exists in a “battery” version.
Cautious, however, Renault continues (for a while at least) to market the “old” Mégane in gasoline, diesel or plug-in hybrid versions.
On board
When you discover the Mégane E-Tech for the first time, you are first surprised by its relative compactness.
Its length does not exceed 4.20 m.
Would the Mégane E-Tech want to put an end to the dimensional inflation that characterizes so many models today?
From the outset, the modernity of the dashboard is not to displease us.
Some elements, however, seem very inspired by major German brands.
This is the case of the “square” steering wheel, initially discovered in the BMW iX, and the gear selector on the steering column, a solution prized by Mercedes.
The problem is that in the Renault, the wiper control is just below.
On several occasions, therefore, we found ourselves engaging the wipers when we wanted to go into reverse.
However, we end up getting used to it.
At first, if the driving position seems very good to us, with a low seat and a large amplitude of adjustment in depth of the steering wheel, over time, a detail worries us: the accelerator is too close to the floor.
We are therefore forced to drive with the right foot quite inclined, which ends up generating discomfort in the heel.
For the rest, the materials (100% recycled for the Techno and Equilibre versions) look good and the storage space is sufficient.
We will also appreciate the small receptacle for the smartphone (with induction charging) as well as the presence of a setting plate for the air conditioning.
As usual at Renault, the architecture of the menus for the various functions is clear, which means that you never have to look for your way for very long.
The rear seats are not particularly spacious, and if the front seats are adjusted to the lowest, it is no longer possible to slide your feet under them.
With an honest volume of 440 litres, the trunk suffers from a very significant difference in height between the access threshold and the floor.
Beware of kidney towers.
A space of 32 liters allows you to store the charging cable.
We would have preferred a small trunk in the front, but hey…
On the road
Renault offers the Mégane E-Tech in several variants.
The basic version has a 130 hp and 250 Nm motor combined with a 40 kWh battery (300 km of WLTP range).
Two types of internal charger are provided: Standard charge (from 2.3 to 7 kW) and Boost charge (from 2.3 to 22 kW or 85 kW in direct current).
This same engine can also operate in combination with a 60 kWh battery (470 km of autonomy) and two chargers of your choice (from 2.3 to 7 or 22 kW or 130 kW in direct current), but with different names: Super charge and Optimum charge.
We had for this test the most powerful engine (218 hp and 300 Nm) associated with the large battery (450 km of autonomy) and here also with the choice of the power of the chargers.
Complicated all that!
This engine obviously gives complete satisfaction in terms of performance, notably with fairly efficient acceleration (0 to 100 km/h in 7.4 s).
In terms of comfort, despite the large 20-inch wheels, the damping pleasantly surprised us with its ability to filter out small irregularities.
On the behavior side, the mass of nearly 1.8 tons is not felt at all.
It must be said that the setting of the power steering gives a lot of dynamism to the front axle.
Too much to our taste for a family-oriented car, understand that we would have preferred a steering wheel with a quieter level of control.
Budget
Renault announces an average consumption of 16.1 kWh/100 km.
After a week of testing, we recorded 15.6 kWh/100 km.
It is true that we have constantly sought to make the best use of the freewheel function allowing the car to continue on its way without consuming anything, while managing the regeneration of energy on deceleration with the brake pedal.
The intensity of the regeneration can also be modulated via the paddles on the steering wheel, but even by choosing the maximum intensity, the Mégane E-Tech cannot be driven with a pedal.
By default (at start), the kick-off deceleration corresponds to the engine brake of a classic car.
Three trim levels are planned.
We had a Techno model, the second level, with standard automatic climate control, induction smartphone charger, air purifier, directional LED headlights, steering wheel and heated front seats, the system multimedia openR link with navigation and connected services.
With its options, our model cost €49,490.
The entry-level is displayed at 37,200 €.
Conclusion
Certainly, the Mégane E-Tech has solid arguments.
Attractive aesthetically, it offers a welcoming passenger compartment (although its rear seats are not particularly spacious) and has full standard equipment.
It is also honestly positioned against its rivals in terms of price.
In its most powerful version, driving pleasure is also guaranteed with, in addition, well-controlled fuel consumption.
Too bad that the too sharp adjustment of its direction is at the limit of the caricature.
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