Plenty of carmakers reach into their own past and come back with clumsy pastiche. Renault is one of the few that gets it right. The R5 E-Tech is among the more desirable electric subcompacts in Europe right now, so we took the keys for a week to find out whether it holds up as something you actually live with.
The production version landed in 2024, three years after the concept, carrying retro-futuristic styling that reaches back to the original R5 of 1972. The French subcompact serves as a zero-emission alternative to the closely sized Clio and a successor to the aging Zoe, while sitting just above the Twingo E-Tech that has only recently joined the range.
None of this is coming to America. Renault left the US decades ago, and the R5 was built around European prices, European streets, and European tastes, with no plan to cross the Atlantic. So consider this a look at the charming little electric hatch America would probably love but can’t have.
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Our press car is the flagship Iconic trim painted in the striking but optional Pop Yellow shade with a sparkle effect, arguably the best fit for the new R5. The vivid color comes paired with a Diamond Black roof, a red accent strip along the flank, and 18-inch Chrono alloys, though I would take the Techno wheels given the choice. Iconic trim is also the only way to get the stronger 148 hp electric motor and the larger 52 kWh battery pack.
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Looks are subjective, but everyone I interacted with had good things to say about the design of the R5, which turned more heads than most press cars I have reviewed. Besides the exotic color, my favorite details are the vertical LED taillights with a three-dimensional finish, the sculpted fenders, and the rally-style DRLs on the front bumper.
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The result is a car with a sporty, playful character that is genuinely hard to ignore in a market drowning in interchangeable SUVs.
I am also taken with the small bump on the hood, a clear callback to the cooling vents of the classic 5 that earns its keep functionally too. Walk up to the car and the 5 emblem lights up in segments, reading out the battery charge level before you have even opened the door.
Premium Tech In A Small Package
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The interior is filled with tech, especially in the flagship Iconic trim. The rather bulky digital cockpit sits high, comprising a 10.3-inch digital instrument cluster that changes colors depending on the driving mode and a crisp 10.1-inch touchscreen that’s slightly angled towards the driver.
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Renault’s Google-powered OpenR infotainment has intuitive menus and connects seamlessly to a smartphone. More importantly, it is joined by a row of physical climate controls on the center console. The only ergonomic foul is the volume buttons which are awkwardly positioned on top of the screen, although there is a dedicated stalk behind the steering wheel for easier operation.
Another slightly irritating thing is that the ChatGPT-powered “Reno” AI assistant kept popping up at irrelevant times during my conversation with the front passenger, reminding me of the animated paperclip from the old Windows Office.
The buttons on the steering wheel control most functions, including a Multi Sense button for switching drive modes (Eco, Comfort, Sport, Perso). The gear stalk only has drive and reverse, leaving park out of the equation. Equipment is quite generous with heated seats and steering wheel, wireless charging, and a full suite of ADAS including an auto parking function that works great.
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In terms of materials, Renault’s color a trim department did a great job in creating a youthful environment. The yellow recycled textile on the seats and front doors is a nice touch, paired with synthetic leather and yellow stitch, also found on the passenger side of the dashboard.
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As for practicality, the rear seats of the 3,922 mm (154.4 inches) long hatchback might feel cramped for tall passengers if they sit behind a tall driver. Legroom and headroom are tighter than a Fiat Grande Panda, although adequate for an urban-focused offering. The boot has a capacity of 326 lt (11.5 cubic feet) which is slightly above average for the segment. Don’t look for a frunk as the electric motor takes up all of the space under the hood.
Sharp Reflexes and Highway Manners
On the road, the Renault 5 E-Tech clearly punches above its weight. The real surprise is the balanced chassis setup with the sophisticated multi-link rear axle giving it the ride refinement of a much larger vehicle.
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The suspension soaks up potholes in the city and make it a comfortable cruiser on the highway where you’ll appreciate the exceptional noise insulation. At the same time, it is firm enough to stay flat and composed on a twisty road. The planted stance and low center of gravity are combined with a direct and communicative steering which is a rarity among modern EVs.
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The front mounted electric motor produces up to 148 hp (110 kW / 150 PS) which feels like the right number for the size and positioning of the EV, making me wonder if the Alpine A290 is really necessary. While the R5 is far from Tesla-fast with a 0-100 km/h (0-62 mph) acceleration in a modest 8 seconds, the power delivery is more usable and natural, especially to those coming from a combustion vehicle.
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In the city, it is helpful to use the B function with regenerative braking every time you lift off the throttle. I was going to complain about the lack of a one-pedal drive function although this was recently added to the Techno and Iconic trims with the more potent engine. Still, this won’t be offered as an update to existing owners.
Range And Charging
The 52 kWh battery pack offers a claimed WLTP range of up to 410 km (255 miles), which sounds far better than the 300 km (186 miles) of the smaller 40 kWh unit. In real life, you can easily match and surpass the 400 km (249-mile) barrier within an urban environment, where the EV is surprisingly efficient.
On the highway you’re probably looking at something closer to 250 km (155 miles) depending on the conditions and the speed.
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During my time with the EV, I completed a 240 km (150-mile) highway trip without a charging stop. I had the A/C on and kept a stable 120 km/h (75 miles) speed for the most part, arriving to my destination with 10% battery charge and 40 km (25 miles) of remaining range.
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However, the returning trip was different. While I traveled at similar speeds and even used the Eco mode that limits power and drops the top speed to 115 km/h (72 mph), I was forced to stop on the way as the range estimate was not enough to complete the trip. Thankfully, I found a fast charger so I only needed to stop for about 15 minutes to get back to a safe range estimate.
The R5 is capable of 100 kW fast charging, taking the battery from 15-80% in 30 minutes. Using a standard 11 kW wall box, a full charge takes around 4.5 hours. Furthermore, the model has V2L capability with a special adapter.
Pricing And Rivals
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In Greece, where we tested it, the R5 E-Tech range opens with the Evolution trim at €26,900 ($31,700), or €22,400 ($26,400) once the local EV subsidies are applied. Keep in mind, prices include VAT (sales tax), which in the case of EVs is at the reduced rate of 13% rather than the standard 24%, as well as delivery fees.
Base kit is generous, but the entry car comes only with the smaller 40 kWh battery and the 118 hp (88 kW / 120 PS) motor. Step up to the mid-spec Tecno and you can have the 52 kWh battery paired with the 148 hp (110 kW / 150 PS) motor, priced at €33,200 ($39,100). The flagship Iconic, with the full features list, lands at €35,200 ($41,500) before subsidies.
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Overall, the cheapest R5 E-Tech closely matches the more budget-oriented and family-friendly Fiat Grande Panda Electric, while high-spec trims are priced on par with the base Mini Cooper E. Other contestants in the subcompact segment include the Peugeot e-208, Opel Corsa-e, Lancia Ypsilon Elettrica, and Citroen e-C3.
Still, the biggest rivals of the French EV are the upcoming VW ID.Polo and Hyundai Ioniq 3, both expected to hit European roads in the coming months. The R5 also faces strong internal competition from the new Renault Clio Full Hybrid E-Tech, especially for buyers who don’t have access to a home charger.
Notably absent from that list is the United States. In Greece the R5’s high trims line up on price against the base Mini Cooper E, a car Americans can actually buy. The Renault sitting next to it at the same money, the more characterful of the two, is the one they cannot.
Verdict
After spending a week with the Renault 5 E-Tech, I found myself just as excited as the day I first picked up the keys. This small hatchback successfully balances a sporty, playful character with genuine everyday usability.
Besides its stunning looks, the R5 makes a compelling case for the ideal second vehicle, one that excels as a refined urban dweller while remaining equally capable of handling weekend getaways, comfortable highway stints, and spirited runs on twisty B-roads.
While it may not offer segment-leading interior space, and the desirable high-spec flagship trim carries a premium price tag, the R5 is a car that never fails to put a smile on your face, making you feel several years younger.
