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Renault Megane 2025 review: E-Tech Techno EV60 long-term | Part 3


Let’s not pretend: Renault faces something of an existential crisis in Australia over the next few years.

The question simply is whether there is any room for French brands in our market given the explosion of more affordable alternatives to the mainstream from China, particularly on the electric vehicle front.

It’s hard enough to convince buyers to go electric in the first place, let alone go electric and go with a brand that's often seen as a quirky alternative.

The Megane E-Tech then is more than just Renault’s next-gen EV, it carries the weight of the future of the brand in Australia and beyond.

After three months behind the wheel, does it have what it takes to keep the French marque relevant in an increasingly turbulent new-car market? Join me to see what I found.

Will the Renault Megane E-Tech continue to be good value in 2025?

Let’s talk about value because in this electric car space, the amount of money you should pay is a moving target with constant price revisions and new options arriving making it a nightmare to be a new-car buyer in this segment right now.

In previous chapters, I’ve covered how the Megane arrives in a single interesting spec level which is pretty competitive given the current state of the market. To summarise, the E-Tech isn’t as good value as something like an MG4 if you’re solely interested in going electric, but as a complete product, it’s actually very competitive when you line it up against cars like the Cupra Born, Polestar 2, and Tesla Model 3.

Ok so we know that, but will it continue to be good value going forward into 2025, or will you be kicking yourself paying $54,990 (before on-roads and applicable incentives) in six months time?

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Here is where new Chinese options come in. While the Megane is rare in that it’s more of a hatchback than an SUV, this could play against it in the value stakes. For example, not only is the MG4 significantly cheaper in equivalent spec (Essence 64 150kW - $44,990 before on-roads), but you can now jump into an electric mid-size SUV in the form of the Leapmotor C10 at a previously unforeseen price of $47,500 drive-away.

At roughly the same price as this Renault, even, you can hop into a more luxurious Xpeng G6 Standard Range mid-sizer ($54,800), and before long, Geely will enter the fray in this price bracket with its larger EX5.

In that context, the Renault is already starting to fall behind on the price front. On the other hand, there are less visible elements of cars like this from so-called ‘legacy brands’ which go at least some way to justifying their higher prices.

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The E-Tech oozes design prowess up close, easily outclassing the haphazard and occasionally stripped-back feel of some of these more software-dependent newcomers, and it also drives a class above them, too, with Renault leaning into its rich sports car history to provide something that feels less pedestrian.

Is the E-Tech good value? To a certain buyer, I would say yes, and it will continue to be into the future with most European and Japanese contemporaries struggling to field something that feels this good at this price.

If you’re less fussy, just wanting the most electric car, physically, your money can buy? Maybe an Xpeng or a Leapmotor is more likely to have your name on it.

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Does the Renault Megane E-Tech stand out on the road?

I think so. It doesn’t go completely crazy like the Volvo EX30’s instantly-recognisable minimalism, or the angular futurism of something like the Kia EV5. It’s less aggressive than the Cupra Born, but wears more personality than the MG4.

I like that it’s a hatchback, not an SUV (despite the brand calling it a crossover and even the FCAI classifying it as a ‘small SUV’), and I also appreciate its concept-car proportions with the enormous wheels and compact body.

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  • 2025 Renault Megane 2025 Renault Megane
  • 2025 Renault Megane 2025 Renault Megane

It’s definitely a Renault though. If you weren’t a fan of the brand’s design motifs before, I can't see this converting new people to the brand. Renault’s opportunity for this may come soon if it can bring the smaller retro-styled electric 5 hatchback to our market later this year.

Regardless, there’s plenty of neat details that brings the E-Tech into the future for discerning buyers to appreciate, and especially inside it prioritises the driver in ways that a lot of newcomers don’t.

If you’re a Renault fan though, you’ll love it. It’s a lot of what the brand has done right on the design front before, amplified.

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Is the Renault Megane E-Tech practical? Does it have enough room for my family?

Considering its size and shape, the E-Tech does some cool things with packaging. This month, I decided to spend a bit more time in the back seat and use the boot to carry things to see how practical it is.

The answer is a mixed bag. Remember how I said this is truly a hatchback? Family buyers hoping for the kind of ride-height and expanded cabin dimensions this usually means will be disappointed.

First up though, the front seat really stands apart from most rivals, because the E-Tech is not a screen-centric interior at all, quite the opposite in fact.

You’ll notice the asymmetrical dash design that de-prioritises the centre screen (which is a relatively modest 9.0-inch unit) in favour of a large digital instrument cluster, and a driver-oriented angular dash.

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Not only is this a standout on the design front (just look at it!) but it also sends a clear message that Renault is about prioritising the driver and the way they interface with the car. This is not the ‘iPad on wheels’ style of Tesla’s Model 3, Leapmotor’s C10, or even, increasingly, Volkswagen’s range of vehicles.

The E-Tech is a car first and a technology platform second. A fact that is also communicated through its commitment to toggle hardware for the climate functions on the dash, as well as an array of control dials and stalks (arguably one too many) on the steering column.

For those of you sick of hearing about touchscreen-based controls, it will come as a refreshingly ‘classic’ way to interact with a car, while maintaining a cool-looking design.

This car’s human machine interface is one of its best traits. I can’t think of one instance that has annoyed me about my time with the vehicle. This can’t be said for many current EVs.

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The back seat is spacious enough for at least two adults, but it does feel a bit claustrophobic thanks to the dark trims, headlining, and the heavy window tint. The flat floor helps with legroom in all three positions, but it feels a tad narrow in the centre to put a full-size human in there for any extended period.

At 182cm tall behind my own driving position I get heaps of airspace for my knees and decent headroom, although you wouldn’t want to be much taller than me. Other than that the rear seat is a little barren. There’s no full-size household power outlet like we’re increasingly seeing on rival EVs, and there’s limited storage with no drop-down armrest and small pockets in the doors. The backs of the front seats each have a useful pocket, and there’s at least adjustable air vents on the back of the centre console.

The boot is interesting, because from the outside it looks as though it would be tiny. However, thanks to some clever design and the battery pack ending somewhere under the rear seats, the boot area is very deep, measuring 440 litres.

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As a result, it’s not the easiest boot to use because you have to lean down to scoop things out of it, and unlike some vehicles with a similar layout, it doesn’t come with a level false floor for those who don’t need all the extra space.

There’s also no frunk, which is worth keeping in mind. Your charging cables will have to live alongside your luggage.

In summary then when it comes to practicality the E-Tech is much better suited to couples or a single person than it is for a family, with its relatively bare back seat and limited storage.

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Is the Megane E-Tech a good EV to drive?

The E-Tech is far from the fastest EV on the market thanks to its modest 160kW/320Nm outputs, but it is relatively lightweight for an EV, and its hatchback form-factor lends it a light and reactive drive as mentioned in previous chapters.

I think its front-wheel drive layout is less of a hindrance than some may expect. A lot of rivals have gone rear-wheel drive for efficiency and driving dynamics, but I’d say the Megane is just as good, if not better, to drive than cars like the Cupra Born or MG4.

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This is thanks to its well-sorted chassis and steering, plus its ability to be a little unruly when pushed (particularly in Sport mode) makes it a bit of fun. It doesn’t have the same completely locked-down feel as a car like the Tesla Model 3, for example.

Again, it’s an easy car to live with day-to-day, thanks to its physical controls, plus it has a very well calibrated array of active safety equipment, making it largely devoid of annoyances on the road.

Is the Renault Megane E-Tech more or less efficient than its rivals?

Over a total of 2359km with the car including what I would consider a very fair mix of stop-start traffic and freeway driving, our Megane E-Tech landed on a total of 14.4kWh/100km. With the freeway portion included, this is a pretty significant jump from the first month’s 13.6kWh/100km which was extracted nearly exclusively from daily-grind style traffic.

Still, 14.4kWh/100km is impressive and over a kWh less than the official number (which is 15.6kWh/100km). As a result, I’d say the 454km driving range seems very achievable when this car is committed to urban duties, but as explained in previous chapters, when you factor in a safety net on the freeway, you’ll be stopping somewhat frequently, so it might not be the best option for frequent inter-city commuters.

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Its overall efficiency still bests that of most of its direct rivals, including larger-battery versions of the MG4 (a recent long term test from Andrew Chesterton produced 17.9kWh/100km), while the Cupra Born (which we haven’t had back for a longer test) is claimed to average 17kWh/100km. It even bests the number from my previous long-term vehicle, the rear-wheel-drive Volvo XC40 Recharge Pure Electric, which scored 16.8kWh/100km - a figure I thought was pretty good.

Is the Megane E-Tech safe?

Total safety equipment is impressive with all the usual expected gear which the E-Tech will need to fend off an array of even better equipped rivals. The main missing item is a 360-degree parking camera, with the Megane coming with a reverse-facing unit. This is made worse by the limited rear visibility.

As already mentioned the suite of available items didn’t throw up major annoyances, with just the occasional tug of lane keep assist. Even the adaptive cruise is pretty sweet.

The E-Tech has a five-star ANCAP safety rating awarded in 2022.

What will it be like to own the Megane E-Tech?

Ownership costs look good from the outside, with such energy efficiency, even in a worst-case scenario of being charged 64c/kWh on DC fast charging, a 10 to 80 per cent charge will cost you $20.48.

Now, granted, at the official range number this will only take you 318km, but even double it to be equivalent to the range you might get from a combustion hatch and roughly $41 is about half what a full tank of fuel might cost these days.

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The warranty is a little off. There’s five years of coverage but it’s distance-limited to just 100,000km, while the battery is covered for a more industry-standard eight-years and 160,000km.

Maintenance is required once every year or 30,000km, and indicative service pricing has it averaging out to $317.17 per year. Pretty good.

Acquired: October 2024

Distance travelled this month: 550km

Odometer: 5179km

Average energy consumption overall: 14.4kWh/100km

All the elements that make-up this Megane E-Tech point to a pretty robust re-boot for Renault as a brand.

It’s not an SUV, and despite its clever packaging, it’s also not particularly large, so it might not make the best family buy.

However, those looking for an EV that is more like a combustion car to drive and less like a tech product to use, Renault is offering surprisingly good value with the Megane E-Tech.

$54,990

Based on new car retail price

VIEW PRICING & SPECS

Score

3.8/5
Disclaimer: The pricing information shown in the editorial content (Review Prices) is to be used as a guide only and is based on information provided to Carsguide Autotrader Media Solutions Pty Ltd (Carsguide) both by third party sources and the car manufacturer at the time of publication. The Review Prices were correct at the time of publication.  Carsguide does not warrant or represent that the information is accurate, reliable, complete, current or suitable for any particular purpose. You should not use or rely upon this information without conducting an independent assessment and valuation of the vehicle.