An eye-catching design, 100% French production and a perfect score of 10/10 in our previous tests: the electric Renault 5 E-tech is intriguing. But what is it really worth compared to Tesla’s expertise? I traded in my Model Y to find out.
Some attempts score more than others. After extensive experience with the Xpeng G6, I had the opportunity to trade in my Tesla.
I swapped my Tesla Model Y for the new Renault 5 E-tech for 24 hours for a Paris-Brussels journey in winter conditions. A new test for this chosen car “ Car of The Year 2025« .
To go further
We tried the electric Renault 5: an exceptional slap, quite simply
But also a test carried out in demanding conditions: Paris-Brussels journey, temperature at 0 degrees and snowfall in Belgium. All with summer tires, to enhance the experience.
I must admit it straight away: not having known the original R5, I approach this new version without nostalgia. I know that the old one was iconic, but also that it was neither particularly comfortable nor really efficient. An interesting paradox when we see Renault capitalizing on this heritage.
Lots of details
First observation: this R5 has style! When we come from the ultra-minimalist Tesla universe, the contrast is striking. Where my Model Y plays the sobriety card, the R5 multiplies the stylistic nods. And when I say wink, it’s literal: the headlights greet you as you approach.
What amazed me was the attention to detail. The old vent hood transformed into a battery gauge? Awesome ! Each strip represents 20% of the charge — it’s both practical and perfectly integrated into the design. Hidden rear door handles? Nice.
The details make the difference: the charge indicator integrated into the hood is not just a gimmick, it fits naturally into the overall design. Even the rims have been designed to subtly recall certain historic models of the brand.
The color choices too. The palette offered by Renault mixes revisited historic colors and new, more contemporary proposals. The “Pop” yellow of our test model attracts all eyes and perfectly highlights the lines of the car, it has a lot of character.
At 3.9 meters, the R5 remains compact but well proportioned. It has this presence on the road that makes it impossible to miss. Renault has succeeded in creating a car that attracts attention without overdoing it.
Behind the wheel
Let’s talk real-world performance. On the highway, expect between 23 and 24 kWh/100 km at 130 km/h in cold weather. By lifting the foot a little at 120 km/h, we go down to 21 kWh/h. It’s much more demanding than a Tesla, but the standard heat pump does its job well to maintain the temperature in the passenger compartment, even in cold weather (0 degrees here), without compromising too much on autonomy.
In my winter test conditions, at 130 km/h on the highway, we can expect around 200 km of real range. This is fair for the segment, even if – once again – it remains far from the performance of a Tesla.
Recharging, let’s talk about it. The R5 accepts up to 100 kW of DC fast charging – again, it’s correct without being exceptional. The most interesting thing is the load curve: rather than offering an impressive peak which quickly collapses, Renault has favored a more constant load.
In short, you can recover 80% of the battery in around 30 minutes on a fast terminal. For a city car who will mainly be recharged at home, this is more than sufficient.
The real revelation? Road behavior! With its wheelbase of 2.54 meters, this R5 is surprisingly playful. The steering, especially in sport mode, offers a more engaging feeling than my Tesla. Braking is biting – too much in my opinion – but effective, perfectly mixing friction and regeneration.
A downside in terms of comfort: the suspension is firm, very firm even. You will feel every imperfection in the road. In return, it gives the car a kart feel, especially in town where its turning radius of 10.3 meters works wonders. A u-turn suddenly, it’s very complicated in Tesla.
Autopilot: a different approach
In terms of driving aids, the R5 offers a radically different approach from Tesla. Where my Model Y is controlled with a simple steering wheel control, Renault has opted for a more classic system with three buttons and a wheel. At first, I found it complex, but in use, it’s actually quite intuitive. The adaptive cruise control and lane keeping function together with great fluidity, even if the system lacks that reassuring little ‘ding’ sound when it activates – a detail that I miss after the Tesla experience.
On the highway, the assistance is up to the task. Acceleration is progressive, lane keeping is precise without being too intrusive. I particularly appreciated the way the system manages slowdowns: no sudden braking, but a slight deceleration which anticipates traffic well. On the other hand, unlike my Tesla, no automatic lane change here. It’s more basic, of course, but it has the merit of being effective and reassuring. For a city dweller who will spend the majority of her time in town, this is more than sufficient.
What I like is that I can take control again to overtake, then return to the right lane… the autopilot reactivates. Nothing to do.
The R5’s automatic parking assistance does the job, but with a little feature that surprises at first: you have to keep your foot on the accelerator throughout the maneuver. The car manages the steering on its own, quite effectively in fact, but you have to set the speed yourself.
It’s a surprising choice when you come from a Tesla where everything is automated. The slots are fast and well executed, but this need to manage the acceleration manually makes the experience less fluid and natural than it could be. We’re getting used to it, but we feel that the system could go a step further in terms of autonomy.
Between Google and physical buttons
When you take your seat on board, your first surprise: the floor is surprisingly high. For someone coming out of a Tesla like me, it’s quite confusing at first. This gives a raised driving position, a bit like an SUV, but with a very low windshield which accentuates this feeling. The rather thick pillars don’t help matters – the cabin lacks a little natural light for my taste. Especially in the absence of a glass roof, even if it could appear later on the R5.
But Renault has found a trick to brighten it all up: an RGB lighting signature integrated into the dashboard.
At first, I found it gimmicky, but I must admit that it gives a nice atmosphere, especially at night. The smartest thing is that this customization goes well beyond simple ambient lighting.
The entire user interface follows the movement thanks to a kind of Google Material Design — when you change the mood color, the entire graphic universe adapts. A little detail that makes the difference! Speaking of clever details, I loved the backlit USB-C ports. No more hassle of plugging in your phone in the dark.
The interior is a bit “the anti-Tesla”. Where my Model Y is all about extreme minimalism, the R5 isn’t afraid of buttons. The autopilot requires three buttons and a dial — it may be a little too much, but at least everything is within easy reach.
The perfectly flat dashboard offers undeniable practicality. And Renault has made interesting choices in terms of materials: the fabric covering of the front doors is surprisingly soft and pleasant to the touch. It’s a change from the usual hard plastics that are often found in this segment. It’s these kinds of little touches that make you feel good on board, even if the whole thing remains a little dark for my taste.
The multimedia system, based on Android Automotive, is effective but visually less modern than what you find at Volvo. On the other hand, the customizable driver screen with Google Maps is really good.
After testing the systems of Tesla, Nio, Xiaomi and Xpeng, we feel that Renault still has a way to go. Responsiveness isn’t there – there’s always that little latency that reminds you that you’re not on an iPhone. The interface, while pretty, lacks depth and advanced features.
The animations are sometimes jerky, the transitions are not always smooth, and we feel that the integration of the applications could be more thorough. It’s frustrating because we know what Google is capable of. And yet… when we compare with 90% of cars on the market, it’s already a big step forward. The R5 does better than most, but it is still far from the level of software integration found among pure electric players.
In terms of space, it’s contrasting: if the front is welcoming (despite the seats being a bit firm), the rear is rather tight for the legs. On the other hand, the 326-liter trunk with its clever cable storage does the job.
Made in France, and it shows
A nice little extra: the R5 E-tech is 100% French. Assembly in Douai, battery from Ruitz, engine from Cléon… The “Centro ElectriCity” in Hauts-de-France does a hell of a job.
This R5 will not replace a Tesla Model 3 or Y – that is clearly not its niche. But as a second car or for mainly urban use? She’s a hit! His charisma and agility make him a unique proposition on the market.
I now understand better the 10/10 rating received from Vincent’s essay. No, it is not technically perfect. But it has that little something extra, that personality that is sorely lacking in current electric cars. In an increasingly standardized automotive world, that feels good!
What strikes me the most is the coherence of the whole thing. Renault didn’t just create an electric car with a retro design slapped on top. Every element tells a story, from the winking headlights to the customizable Material Design interface. It’s refreshing to see an electric car that assumes its personality without falling into technological overkill.
The most surprising? I found myself smiling several times during the test. When the car winked at me as I approached, when I discovered the illuminated USB-C ports, or even when playing with the different lighting ambiances. These are details that may seem trivial, but which create a real emotional connection with the car. Something that my Tesla, despite all its technology, doesn’t always manage to do.
Of course, it has its faults. The firm suspension, the range is just ok, the roominess is limited at the rear… But strangely, these “defects” contribute to its character. She doesn’t try to be perfect, she embraces what she is: an electric city car full of personality. And in a market trending toward standardization, perhaps that’s exactly what we needed.
Source: www.frandroid.com
